JPH01172015A - Warm water type heating device for vehicle - Google Patents

Abstract

PURPOSE:To arrange so that heating may be conducted right after starting when the temperature of cooling water is low right after the starting of an engine or the like, by making a constitution in which low temperature cooling water is introduced into an adiabatic tank and high temperature cooling water within the tank is pushed out and is supplied to a warm water type heater. CONSTITUTION:When an engine is started, cooling water discharged from the engine enters into a bypass passage 27, and in the case of cooling water being low in temperature, cooling water, due to a bypass open/close valve 28 containing thermowax 43 being closed, flows into an adiabatic tank 24 through a hose 35 or the like. Within the adiabatic tank 24, cooling water filling its inside is in advance kept warm under a high temperature, so high temperature cooling water is made to flow out of a flow out pipe 33 because of the inflow of cooling water, and flows out into a supply piping 20 through a flow quantity control valve 48 for a predetermined time only, and replaces low temperature cooling water within the supply piping 20 reaching a heater 11. After the elapsing of the predetermined time, high temperature cooling water is supplied to the heater 11 via a communicating passage 61 and a fixed flow quantity regulating valve 49, and is used to generate warm wind for heating.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a hot water heating system for a vehicle that can heat the interior of a vehicle when the engine cooling water temperature is low, such as immediately after the engine is started.

[Prior Art] Generally, in vehicle heating systems, hot water type heating systems that use engine cooling water as a heat source are often used.

However, this hot water heating system has a problem in that it cannot heat the interior of the vehicle immediately after the engine is started because the engine cooling water temperature is low.

Therefore, as a hot water heating system that solves the above problems,
For example, as disclosed in Nippon Denso Technical Report No. 27-110 (published on July 20, 1982), there is one equipped with a hot water supply device.

As shown in the schematic diagram in FIG. A first hot water circulation path (indicated by a solid arrow) 105 between the tank 100 and the hot water heater 103, and a second hot water circulation path (indicated by a solid arrow) between the insulating tank 100 and the hot water heater 103.
Switching means 1 for switching 106 (indicated by dotted arrow)
07, and the hot water heater 10 to heat the hot water in the insulated tank 100.
3 and a pump 108 for supplying the water.

The hot water heating system equipped with this hot water supply device is
When the cooling water temperature of the engine 104 is low, such as immediately after starting the engine, the switching means 107 switches the second hot water circulation path 10
6 is selected to supply the hot water stored in the insulated tank 100 to the hot water heater 103, and thereafter circulate the water between the insulated tank 100 and the hot water heater 103 until the cooling water temperature of the engine 104 rises. , to heat the interior of the vehicle. When the cooling water temperature of the engine 104 rises, the switching means 107 switches the hot water circuit from the second hot water circulation path 106 to the first hot water circulation path 105, and the vehicle interior is heated by the cooling water of the engine 104. It is.

[Problems to be Solved by the Invention] However, according to the above-mentioned technology, the first hot water circulation path 105
At least two switching means 107 are required to switch between the hot water circulation path 106 and the second hot water circulation path 106, and a pump 108 is also required for supplying the cooling water in the heat insulating tank 100 to the hot water heater 103.

As a result, the conventional hot water supply device has a plurality of switching means 10.
7 and the installation of the pump 108 had the problem of increasing manufacturing costs.

The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to provide a hot water type heating device for a vehicle that can reduce the manufacturing cost of the hot water supply device.

[Means for Solving the Problems] In order to achieve the above object, the present invention includes a water-cooled engine, a hot water heater that receives cooling water from the engine and heats surrounding air, and the above-mentioned water-cooled engine. In the hot water heating system for a vehicle, the hot water heating system includes a supply pipe for supplying cooling water from the engine to the hot water heater, and a return pipe for returning cooling water radiated by the hot water heater to the engine. The supply piping includes an insulated tank that insulates from external heat, an inflow path that allows cooling water that has flowed out of the engine to flow into the insulated tank, and an inflow path that allows the cooling water in the insulated tank to flow out to the hot water heater. an outflow path, a resistance means provided in the inflow path or the outflow path to increase the flow resistance of cooling water, and a bypass path that connects the upstream of the inflow path and the downstream of the outflow path and bypasses the heat insulating tank. and an opening/closing means for opening and closing the bypass passage.

[Function] In the present invention having the above configuration, when the temperature of the engine cooling water is low, such as immediately after the engine is started, the bypass passage is closed by the opening/closing means. As a result, the low-temperature cooling water discharged from the engine flows into the insulating tank, and the high-temperature cooling water stored in the insulating tank is supplied to the hot water heater.

The flow rate of cooling water supplied to this hot water heater is reduced by the resistance means provided in the inflow or outflow path, so that the high temperature cooling water stored in the insulated tank can flow over a relatively long period of time. The water is supplied to the hot water heater over time.

As a result, until the temperature of the engine cooling water rises,
Due to the high temperature cooling water stored in the insulated tank,
The interior of the vehicle can be heated.

[Effects of the Invention] According to the present invention, the cooling water in the insulated tank can be supplied to the hot water heater by the outflow pressure of the cooling water discharged from the engine, so the pump used in the past can be abolished. be able to.

Further, since the hot water circuit can be switched with only one opening/closing means for opening and closing the bypass path, there is no need to provide a plurality of switching means as in the past.

As a result, the manufacturing cost of the hot water supply device can be kept low.

[Example] Next, a hot water type heating device for a vehicle according to the present invention will be described based on an example shown in the drawings.

Figure 1 is a schematic diagram of the hot water heating system installed in the vehicle, Figure 2
The figure is a sectional view of a hot water supply device that constitutes a hot water heating device.

The heating device of this embodiment employs a hot water heating device 3 that uses the cooling water of the engine 1 as a heat source in a vehicle 2 equipped with a water-cooled engine 1.

As shown in FIG. 1, this hot water type heating device 3 includes an inside air inlet 5 for circulating air inside the vehicle, and an intake duct 6 upstream of an air conditioning duct 4 for sending air toward the vehicle interior. An outside air introduction lower is opened to take in outside air through the opening. Then, either the inside air introduction port 5 or the outside air introduction lower is closed by the inside/outside air switching damper 8.

Inside the air conditioning duct 4, in the downstream direction, there is a blower 9 that generates an air flow in the air conditioning duct 4, a cooler 10 consisting of a refrigerant evaporator of a refrigeration cycle, and a heat source that heats the surrounding air using the cooling water of the engine 1 as a heat source. Hot water heaters 11 (hereinafter referred to as heaters) are arranged one after the other, and a bypass flow path 12 that bypasses the heaters 11 is formed in parallel with the air flow path passing through the heaters 11. Note that the amount of air passing through the heater 11 and the amount of air passing through the bypass channel 12 are adjusted by an air mix damper 13.

The air adjusted by the air mix damper 13 is blown out from each outlet 16 that opens into the vehicle interior through the air duct 15 from the opening selected by the outlet switching tamper 14 .

The engine 1 of the vehicle 2 is cooled by cooling water flowing through a water jacket (not shown) of the engine 1. The cooling water heated by cooling the engine 1 is transferred to the vehicle 2.
cooling fan 18 as it passes through the radiator 17.
The water is cooled by the air blown therefrom, and then flows into the water jacket of the engine 1 again by the operation of the auto-bump 19 driven by the engine 1, and the above cycle is repeated.

The cooling water does not flow to the radiator 17 for a while after the engine 1 starts, that is, until the cooling water temperature reaches the valve opening temperature of a thermostat (not shown) installed near the outlet of the water jacket, and the cooling water of the engine 1 does not flow. Circulating jackets. After that, the cooling water temperature is
When the thermostat reaches a set temperature, for example 88° C., the thermostat opens and the heated cooling water flows into the radiator 17 and is cooled.

The above-mentioned cooling water circulation path supplies cooling water to the heater 11 disposed in the air conditioning duct 4, and also returns the cooling water radiated by the heater 11 to the engine 1. 11 are connected to each other by a supply pipe 20 and a return pipe 21.

A solenoid valve 22 is provided on the upstream side of the heater 11 in the supply pipe 20 and opens when energized. For this reason,
In summer, when heating the vehicle interior is not required, use the solenoid valve 22.
By keeping the heater 11 closed, the cooling water does not flow to the heater 11, and the cooling water can be used only for cooling the engine 1.

The supply piping 20 connecting the engine 1 and the heater 11 includes a hot water supply device 23 of the present invention on the upstream side of the solenoid valve 22.
is provided.

The hot water supply device 23 includes an insulating tank 2 that insulates external heat.
4. An inflow path 25 for supplying cooling water into the insulated tank 24, an outflow path 26 for draining the cooled water kept in the insulated tank 24, and an inflow path 25 that bypasses the insulated tank 24. It has a bypass path 27 that connects the upstream side and the downstream side of the outflow path 26, and the outflow path 26 includes a flow rate adjustment mechanism, which will be described later, and the bypass path 27 includes a bypass opening/closing mechanism, which is an opening/closing means for the bypass path 27 of the present invention. A valve 28 is provided. Note that this hot water supply device 23 is configured such that the bypass path 27 forms a part of the supply piping 20.

As shown in FIG. 2, the heat insulating tank 24 of the hot water supply device 23 has a spherical shape to minimize the surface area, and has a double structure consisting of an inner wall 29 and an outer wall 30 made of stainless steel. Note that a vacuum is maintained between the inner wall 29 and the outer wall 30 like in a thermos flask.

This insulating tank 24 has an internal capacity of 1.8XZ, and its heat retention performance is, for example, when the cooling water temperature when the vehicle 2 is running is normally about 88° C., and the cooling water at about 88° C. is poured into the insulating tank 24. When kept warm, the temperature can be maintained at approximately 80°C even when left overnight in an atmosphere with an average outside temperature of 15°C.

In contrast to the spherical outer wall 30 of the heat insulating tank 24, the inner wall 29 is spherical except for the center part of the bottom (lower side in FIG. 2), and the center part of the bottom has a conical shape toward the inside of the heat insulating tank 24. A recess 31 is formed.

An inflow pipe 32 forming part of the inflow path 25 and an outflow pipe 33 forming part of the outflow path 26 are attached to the heat insulating tank 24 . The inflow pipe 32 and the outflow pipe 33 are made of stainless steel, for example, and are integrally formed by welding or brazing.

The inflow pipe 32 is formed by spirally turning within the conical recess 31 , one end of which penetrates the outer wall 30 from the bottom of the heat insulating tank 24 and opens to the outside of the heat insulating tank 24 , and the other end of the inflow pipe 32 passes through the outer wall 30 from the bottom of the heat insulating tank 24 . It penetrates through the two holes and opens at the bottom inside the heat insulating tank 24. Note that the other end side of the inflow pipe 32 is as shown in FIG.
After penetrating the inner wall 29, the injection pipe 32a is bent and formed at the bottom of the insulating tank 24, so that an injection pipe 32a is formed that can be assembled and removed within the insulating tank.

By providing the inflow pipe 32, the heat of the cooling water in the heat insulating tank 24 is transferred to the outside via the inflow pipe 32, resulting in heat loss. Therefore, in order to keep the heat loss due to heat transfer as low as possible, as mentioned above, the inlet pipe 3 is
2 is formed in a spiral shape to provide a long pipe length.

The outflow pipe 33 is formed linearly through the hollow part of the inflow pipe 32 that turns spirally, and one end thereof is connected to the insulating tank 24.
An inner wall 29 that penetrates the outer wall 30 at the bottom of the tank and opens to the outside of the heat insulating tank 24, and has a conical recess 31 at the other end.
It penetrates through the upper part of the insulating tank 24 and opens to the upper part of the inside of the heat insulating tank 24.

Since the inner wall 29 is formed as a conical recess 31 up to near the top of the insulating tank 24, the outflow pipe 33 can be provided with a long pipe length in the vacuum region, and similarly to the inflow pipe 32, Heat loss due to the outflow pipe 33 can be suppressed to a low level.

Note that the inflow pipe 32, the outflow pipe 33, and the heat insulating tank 24
The penetrating portions of the outer wall 30 and the inner wall 29 are hermetically sealed by adhesion, welding, or the like.

The above-mentioned heat insulating tank 24 has its outer wall 30 fixed to the engine compartment of the vehicle 2 via a bracket 34 with screws.

One end of the inflow pipe 32 attached to the insulated tank 24 is
It communicates with an inflow passage 36 forming the upstream side of the inflow passage 25 via an inflow hose 35, and one end of the outflow pipe 33 communicates with an outflow passage 38 forming the downstream side of the outflow passage 26 via an outflow hose 37. It's communicating. As a result, the inflow path 25 includes the inflow pipe 32, the injection pipe 32a, the inflow hose 35, and the inflow path 36, and the outflow path 26 includes the outflow pipe 32a, the inflow hose 35, and the inflow path 36.
3, an outflow hose 37, and an outflow passage 38. The upstream end of the inflow passage 36 communicates with the upstream side of the bypass passage 27 described above, and the downstream end of the outflow passage 38 communicates with the downstream side of the bypass passage 27 .

In this embodiment, a joint 39 is provided in which the inflow passage 36, the outflow passage 38, and the bypass passage 27 are integrally formed,
This joint 39 is used interposed in the supply pipe 20.

When connecting the joint 39 to the supply pipe 20, one end (right side in FIG. 2) of the cooling water flow path 40, which is formed by extending both ends of the bypass path 27 and penetrating the joint 39, is connected through the pipe joint 41. The other end is connected to the supply pipe 20 on the side of the engine 1, and the other end is connected to the supply pipe 2o on the side of the heater 11.

A bypass opening/closing valve 28 is provided in the bypass passage 27 to open and close the bypass passage 27 according to the temperature of the cooling water flowing into the bypass passage 27.

The bypass on-off valve 28 is constructed by integrally molding a spherical valve 44 on a thermowax 43 connected to a valve stem 42.
One end (left side in FIG. 2) is fixed to a support portion 45 that is stepped into the bypass path 27.

This bypass on-off valve 28 is configured such that when the temperature of the cooling water supplied from the engine 1 is approximately 45° C. or lower, the spherical valve 44 is turned off by the spring 4.
The bypass passage 27 is closed by contacting the valve seat 47 with a biasing force of 6, and when the temperature of the cooling water supplied from the engine 1 is about 45°C or higher, the thermowax 43 connected to the valve stem 42 expands. , the spherical valve 44 integrally molded with the thermowax 43 moves away from the valve seat 47 against the biasing force of the spring 46, thereby opening the bypass passage 27.

As a result, the temperature of the cooling water supplied from engine 1 is approximately 4
When the temperature is below 5°C, the bypass on-off valve 28 closes the bypass passage 27, and the cooling water supplied from the engine 1 is discharged from the injection pipe 32a via the inflow passage 36, the inflow hose 35, and the inflow pipe 32. It is supplied into an insulated tank 24. Also, the cooling water supplied from engine 1 is approximately 45%
When the temperature is above ℃, the bypass on-off valve 28 closes the bypass path 27.
is opened, and cooling water supplied from the engine 1 is supplied to the heater 11 via the bypass passage 27, the cooling water flow passage 40, and the supply piping 20.

The flow rate adjustment mechanism provided in the outflow passage 38 is composed of a meteor control valve 48 and a constant flow rate adjustment valve 49 which is the resistance means of the present invention.

The flow rate control valve 48 is provided to allow a certain amount of cooling water kept in the heat insulating tank 24 to flow out in a short period of time (for example, about 3 seconds to about 6 seconds).

In this embodiment, the amount of low-temperature cooling water remaining in the supply pipe 20 from the flow control valve 48 to the heater 11 is set at approximately 300 cc.
It is assumed that

This flow rate control valve 48 has two passages 50 and 51 that branch on the upstream side of the outflow passage 38, and one passage 50 has two passages 50 and 51.
The constricted portion 52 is formed so that the opening ratio with respect to the other passage 51 is 1:9, and a volume portion 53 that functions as a cylinder is provided downstream of the constricted portion 52. The other passage 51 is formed in an annular shape around the outer periphery of the volume portion 53 and communicates with the interior of the volume portion 53 at the bottom of the volume portion 53 . A valve seat 54 is formed at the lower end of the volume portion 53, and a flow path 55
It communicates with the downstream side of the bypass path 27 via.

The opening end of the flow path 55 on the bypass path 27 side is connected to the bypass path 2
It is opened toward the upstream of 7.

Inside the volume part 53, there is a resin hollow ball 5 with a specific gravity of 0.8.
6 is disposed and floats on the upper part of the volume section 53 due to the cooling water remaining in the volume section 53. New volume section 53
The hollow ball 56 is pushed down by the cooling water flowing in, and the valve seat 54 is closed, thereby preventing the cooling water from directly flowing out into the bypass passage 27 from the two passages 50,51.

The volume portion 53 is formed to allow approximately 30 cc of cooling water to flow therein. For this reason, approximately 30 cc of cooling water flows into the volume portion 53, pushing down the hollow ball 56, and by the time the valve seat 54 is closed, the opening ratio between the one passage 50 and the other passage 151 is 1:9. Since it is set in
Approximately 270 cc of cooling water flows into the other passage 51, and a total of 300 cc of cooling water flows out of the heat insulating tank 24 via the flow control valve 48 to the downstream side of the bypass passage 27.

The constant flow rate regulating valve 49 is controlled by the flow rate control valve 48 at approximately 300C.
After draining the cooling water of C, a constant flow rate (e.g. o
, s;, 'H are provided to drain the cooling water.

The constant flow control valve 49 includes a conical adjustment rod 58 formed in a volume portion 57 formed in the joint 39, a hollow valve body 59 disposed to fit into the adjustment rod 58, and a spring 60 that supports the valve body 59. Moreover, the volume part 57 communicates with the other passage 51 via the first communication passage 61 at its upper part, merges with the flow passage 55 via the second communication passage 62 at its lower part, and connects to the flow passage 55 via the second communication passage 62 at its lower part.
It is connected to 7.

As a result, after the meteor control valve 48 is closed, the insulation tank 2
The cooling water supplied from 4 passes through the gap between the valve body 59 and the adjustment rod 58 and accumulates in the volume portion 57, and when it reaches the opening of the second communication passage 62, it flows through the second communication passage 62. and flows out into the bypass path 27.

In the constant flow control valve 49, the gap between the valve body 59 and the adjustment rod 58 is adjusted by moving the valve body 59 according to the pressure of the cooling water flowing into the constant flow control valve 49. be done. Therefore, even if the discharge pressure of the auto pump 19 changes depending on the engine speed (rotations per unit time), the flow rate remains almost constant (0.5XZ per minute).
) can drain the cooling water.

Normally, the cooling water temperature of the engine 1 rises to around 45° C. about 3 minutes after the engine 1 is started, and heating of the vehicle interior becomes possible.

Therefore, when supplying the cooling water kept warm in the heat insulating tank 24 to the heater 11, approximately 3 minutes after starting the engine 1,
It is sufficient if all the cooling water flows out from the heat insulating tank 24.

Therefore, after approximately 300 cc of cooling water was discharged from the inside of the heat insulating tank 24 by the meteor control valve 48, the constant flow control valve 48
If 9.5 z of cooling water is made to flow out per minute by 9, all of the 1,87 z of cooling water stored in the insulated tank 24 will flow out in about 3 minutes.

Next, the operation of this embodiment will be explained.

When the engine 1 is started, the water pump 19 is driven, and cooling water is discharged from the engine 1 toward the heater 11 . The discharged cooling water flows into a bypass path 27 configured as a part of the supply piping 20.

At this time, since the temperature of the cooling water is low (45°C or less),
Bypass opening/closing valve 28 closes to close bypass path 27. Thereby, the cooling water flows into the bottom of the heat insulating tank 24 from the injection pipe 32a via the inflow passage 36 formed in the joint 39, the inflow hose 35, and the inflow pipe 32.

In general, the 187X cooling water that fills the insulated tank 24 is kept at a high temperature (approximately 80°C), so new low-temperature cooling water flows in, causing the high temperature to rise. The cooling water kept warm in the heat insulating tank 24 flows out of the heat insulating tank 24 from an outflow pipe 33 opened at the upper part of the heat insulating tank 24 without mixing the cooling water and the low temperature cooling water.

The outflowing cooling water flows through the outflow hose 37 to the outflow passage 38 formed in the joint 39.

In the outflow passage 38, the flow branches into one passage 50 and the other passage 51 of the meteor control valve 48 provided in the outflow passage 38. Here, one passage 50 has the other passage 51.
Since the throttle portion 52 is formed such that the opening ratio is 1:9, cooling water flows through the two passages 50, 51 at a flow rate corresponding to the opening ratio.

After passing through the constriction part 52 , the cooling water that has flowed into one of the passages 50 flows into the volume part 53 while pushing down the hollow ball 56 disposed in the volume part 53 until the hollow ball 56 closes the valve seat 54 . Inflow. During this time, the cooling water flowing through the other passage 51 reaches the bottom of the volume part 53.
After flowing into the interior, it passes through the opening of the valve seat 54 and flows out into the bypass passage 27, and then flows into the supply pipe 20 on the side of the heater 11.
supplied to Then, by the time the hollow ball 56 closes the valve seat 54, one passage 50 and the other passage 51
Approximately 300 cc of cooling water flows out from the heat insulating tank 24 to the supply pipe 20 on the heater 11 side in 3 to 6 seconds.

As a result, the low-temperature cooling water remaining in the supply pipe 20 from the flow control valve 48 to the heater 11 is removed from the heater 11.
It flows out to the return pipe 21 through the heater 11,
Alternatively, the high-temperature cooling water supplied from the insulating tank 24 is conveyed immediately upstream of the heater 11, and then the meteor control valve 48 is closed, so that the high-temperature cooling water flowing out from the insulating tank 24 is transferred to the first Constant flow control valve 4 via communication passage 61
It flows to 9th. Constant flow control valve 49 allows 0.5゛〆Z per minute.
The flow rate is adjusted to a constant flow rate of
supplied to

Note that since the internal capacity of the heat insulating tank 24 is 300 cC, by supplying cooling water with a water temperature of 80° C. to the heater 11 at a rate of 9.5',z per minute, for example, 100rr+3 per minute. Warm air of about 45°C can be obtained for about 3 minutes with a blowout volume of .

Initially, 300 cc of the cooling water that was kept at a high temperature in the heat insulating tank 24 flows out through the flow rate control valve 48, and then all of the cooling water flows out in about 3 minutes through the constant flow rate control valve 49. It is supplied to the heater 11. Then, the inside of the heat insulating tank 24 is filled with new cooling water supplied from the engine 1.

During this period, the temperature of the coolant discharged from the engine 1 gradually rises, and the temperature of the coolant reaching the bypass on-off valve 28 reaches 45°C or higher, so the bypass on-off valve 28 opens and the bypass passage 27 is opened. Open your mouth. As a result, the cooling water discharged from the engine 1 is directly supplied to the heater 11 through the bypass path 27. At this time, the temperature of the cooling water supplied to the heater 11 drops to around 45°C, but since the flow rate of the cooling water increases, it is possible to maintain the temperature of the hot air discharged from the heater 11 at around 40°C. It increases as the cooling water temperature rises.

When the cooling water discharged from the engine 1 passes through the bypass passage 27, the entire pressure of the circulating cooling water is applied to the open end of the flow passage 55. On the other hand, the inflow passage 3 communicating with the bypass passage 27
Static pressure of the cooling water passing through the bypass passage 27 is applied to the upstream end of the cooling water. Therefore, due to the pressure difference, the cooling water flows backward in the outflow path 26 from the open end of the flow path 55 toward the inside of the heat insulating tank 24 . The cooling water that has flowed back inside the outflow li+826 flows through the outflow pipe 33 that opens at the top of the insulated tank 24.
It flows into the heat insulating tank 24.

At this time, the inside of the insulated tank 24 is filled with cooling water whose water temperature is 45° C. or lower, so the low-temperature cooling water flows into the injection pipe 32 of the inflow pipe 32 that opens at the bottom of the insulated tank 24.
It flows out of the heat insulating tank 24 from a, and flows out into the bypass path 27 via the inflow hose 35 and the inflow passage 36.

As a result, the high-temperature cooling water discharged from the engine and the cooling water with a water temperature of 45°C or less are exchanged from the upper part of the insulating tank 24 without mixing, and the inside of the insulating tank 24 is filled with high-temperature cooling water. .

The cooling water flowing out into the bypass passage 27 is supplied to the heater 11 together with the high temperature cooling water discharged from the engine 1.

Thereafter, by repeating the above operation until the engine 1 is stopped, the inside of the heat insulating tank 24 can be filled with high temperature cooling water, and hot water can be supplied to the heater 11 when the engine 1 is started the next day.

As described above, by interposing the heat insulating tank 24 in the supply pipe 20 that supplies cooling water from the engine 1 to the hot water heater 11 via the inflow path 25 and the outflow path 26, the cooling water discharged from the engine 1 is Due to the cooling water outflow pressure,
Cooling water in the insulated tank 24 can be supplied to the hot water heater 11 . Therefore, the pump that has been used conventionally can be discontinued.

Also, one bypass on-off valve 28 allows the bypass path 2
Since the cooling water circuit can be switched simply by opening and closing 7, there is no need to provide multiple switching means as in the conventional case.

As a result, the manufacturing cost of the hot water supply device 23 can be kept low.

Furthermore, in this embodiment, the inflow passage 36, the outflow passage 38,
Since the bypass passage 27 and the bypass passage 27 are integrally formed in one joint 39, the joint 39 can be interposed in the supply piping 20, and the joint 39 and the insulation tank 24 can be connected only by the inflow hose 35 and the outflow hose 37. good. Therefore, the installation location of the heat-insulating tank 24 can be freely selected, and the ease of mounting the heat-insulating tank 24 in a narrow engine room is improved.

A second embodiment of the present invention is shown in FIGS. 3 and 4.

In this embodiment, as shown in FIG. 3, a heat insulating tank 24 and a flow rate adjustment mechanism are combined and formed integrally.

This hot water supply device 23 has a heat insulating tank 24 formed in the shape of a bullet, and a plurality of holes 6 from the bottom of the heat insulating tank 24.
A stop plate 64 with 3 openings is fixed. A flow rate regulating valve 65 is disposed below the stop plate 64 and is movable up and down within the heat insulating tank 24 between the bottom of the heat insulating tank 24 and the stop plate 64.

The flow rate adjustment valve 65 has the functions of the flow rate control valve 48 and the constant flow rate adjustment valve 49 of the flow rate adjustment mechanism shown in the first embodiment, and as shown in FIG. 66 and
A dish-shaped valve body 68 is disposed inside the claw portion 66 and has a small hole 67 for constant flow outflow in the center, and an adjustment is provided to fit into the small hole 67 of the valve body 68. It consists of a rod 69.

The dish-shaped valve element 68 is provided in a free state inside the claw part 66, and when the valve element 68 is in a position where it descends and comes into contact with the claw part 66, the gap between each claw part 66 and the valve element are removed. Cooling water can flow through the small hole 67 opened at 68. Further, when the valve body 68 is located at the upper part within the claw portion 66, the gap between each claw portion 66 is closed by the valve body 68, and
The gap formed between the small hole 67 of the valve body 68 and the adjustment rod 69 becomes smaller, allowing approximately 0.57 mm of cooling water to flow through this gap per minute.

Note that when the flow rate adjustment valve 65 is located at the bottom of the heat insulating tank 24, it has a volume of about 300 cc between it and the stop plate 64.

The operation of the hot water supply device 23 having the above configuration will be described below.

Components having the same functions as those in the first embodiment will be described using the same reference numerals.

When the engine 1 is started, low-temperature cooling water flows into the heat insulating tank 24 from the bottom of the heat insulating tank 24 via the inflow path 25 . At this time, the pressure of the cooling water flowing into the heat insulating tank 24 acts on the flow rate regulating valve 65 located at the bottom of the heat insulating tank 24, so the valve body 68 of the flow rate regulating valve 65
is pushed upward within the claw portion 66.

Therefore, the flow rate adjustment valve 65 is in a state where only the gap between the small hole 67 of the valve body 68 and the adjustment rod 69 is open, and is pushed up by the cooling water flowing into the heat insulating tank 24 until it comes into contact with the stop plate 64. . Moreover, by pushing up the flow rate adjustment valve 65, the cooling water at the upper part of the flow rate adjustment valve 65 is pushed up to the upper part of the insulating tank 24 through the plurality of holes 63 of the stop plate 64, and the cooling water is opened at the upper part of the insulating tank 24. flows out of the insulated tank 24 from the outflow path 26,
It is supplied to the heater 11.

By pushing up the flow rate adjustment valve 65 until it comes into contact with the stop plate 64, approximately 300 cc of cooling water has flowed out from the heat insulating tank 24.

Thereafter, by stopping the movement of the flow rate adjustment valve 65, the flow rate of the cooling water flowing into the heat insulating tank 24 is adjusted to the flow rate of the flow rate adjustment valve 65.
controlled by Therefore, the flow rate of the cooling water flowing out from the inside of the insulated tank 24 is adjusted to 0.5 U per minute, which is approximately 3 U per minute.
After a few minutes, all of the cooling water that had been kept at a high temperature in the heat insulating tank 24 flows out and is supplied to the heater 11.

Thereafter, high temperature (approximately 45°C or higher) cooling water is discharged from the engine 1, thereby opening the bypass passage 27, supplying the high temperature cooling water to the heater 11, and discharging the cooling water in the heat insulating tank 24. The exchanging operation is the same as that in the first embodiment, so the explanation will be omitted.

By combining and integrally forming the heat insulating tank 24 and the flow rate adjustment mechanism as in this embodiment, the hot water supply device 23 can be formed compactly.

(Modification) In the embodiment, the amount of cooling water remaining in the supply pipe 20 from the flow rate control valve 48 to the heater 11 is exemplified as approximately 300 cc, but the hot water supply device 23 may be placed in a position intervening in the supply pipe 20. Since the amount of cooling water remaining in the supply pipe 20 changes accordingly, the flow rate control valve 4 changes depending on the amount of cooling water.
The internal capacity of the volume portion 53 of 8 or the opening ratio of one passage 50 to the other passage 51 may be changed as appropriate.

A constant flow control valve 49 is provided as a resistance means in the outflow passage 38.
was used, but the passage area may be simply reduced to reduce the amount of cooling water flowing out.

When the hot water supply device 23 is interposed in the supply pipe 20, the flow rate control valve 48 illustrated in the embodiment may be omitted by arranging it immediately upstream of the hot water heater 11.

Furthermore, by omitting the flow rate control valve 48, a resistance means may be provided in the inflow path 25 to increase the flow resistance of the inflow path 25.

Although the bypass passage 27 is opened and closed by a valve mechanism that opens and closes according to the temperature of the cooling water, a solenoid valve may be used to open and close the bypass passage 27 by time control. Alternatively, a water temperature sensor may be provided upstream of the solenoid valve to detect the temperature of the cooling water, and the solenoid valve may be opened or closed in accordance with the detected temperature.

Further, the flow rate integrator may be used to detect the amount of cooling water that has been kept warm in the heat insulating tank 24, and the electromagnetic valve may be opened or closed.

After the bypass passage 27 is opened, in order to replace the cooling water in the insulation tank 24, the cooling water passing through the bypass passage 27 is made to flow backward through the outflow passage 26 communicating with the downstream side of the bypass passage 27 and into the insulation tank 24. However, the pressure loss of the bypass opening/closing valve 28 may be used to flow into the heat insulating tank 24 from the inflow path 25 communicating with the upstream side of the bypass path 27.

[Brief explanation of the drawing]

1 and 2 show a first embodiment of the present invention;
The figure is a schematic diagram of the hot water heating system installed in the vehicle, Figure 2 is a sectional view of the hot water supply device that constitutes the hot water heating system, and Figure 3 is a schematic diagram of the hot water heating system installed in the vehicle.
3 and 4 show a second embodiment of the present invention, FIG. 3 is a sectional view of a hot water supply device, FIG. 4 is an explanatory diagram of a constant flow control valve, and FIG. 5 is a diagram of a conventional hot water heating device. It is a schematic block diagram. In the diagram: 1...Engine 3...Vehicle hot water heating system 11...Hot water heater 20...Supply piping 2
1... Return piping 23... Hot water supply device 24
...Insulated tank 25...Inflow path 26...Outflow path 27...Bypass path 28. ,. Bypass on/off valve (opening/closing means) 49/Constant flow control valve (resistance means)

Claims (1)

[Claims] A water-cooled engine, a hot water heater that receives a supply of cooling water from the engine and heats surrounding air, and a supply pipe that supplies cooling water from the engine to the hot water heater. and a return pipe for returning the cooling water heat radiated by the hot water heater to the engine, wherein the supply pipe includes: a heat insulating tank for insulating external heat; and the heat insulating tank. an inflow path through which cooling water from the engine flows into the tank; an outflow path through which cooling water in the insulated tank flows out into the hot water heater; A hot water supply device comprising: a resistance means for increasing flow resistance; a bypass passage connecting the upstream of the inflow passage and the downstream of the outflow passage and bypassing the insulation tank; and an opening/closing means for opening and closing the bypass passage. A hot water type heating device for a vehicle, characterized in that: