BACKGROUND OF THE INVENTION
1. Field of the Invention:
[0001] The present invention relates to an auxiliary heat source apparatus for a vehicle,
which improves a heating capacity for a passenger compartment of the vehicle by using
heat generated by viscous fluid in a heat-generating chamber when a shearing force
is applied thereto.
2. Description of Related Art:
[0002] Conventionally, as a heating apparatus for a vehicle, there has been generally known
a hot water type heating apparatus for heating a passenger compartment, in which cooling
water for cooling a water-cooled engine is supplied to a heater core disposed in a
duct, and air heated while passing through the heater core is blown into the passenger
compartment by a blower to heat the passenger compartment.
[0003] Further, in a case of the vehicle where the heat amount generated by the engine is
small, such as a vehicle having a diesel engine or a lean burn engine, because the
heat amount generated by the engine is too small to heat the cooling water sufficiently,
a temperature of the cooling water in the cooling water circuit cannot be maintained
at a predetermined temperature (e.g., 80°C), there occurs a problem in that a heating
capacity for the passenger compartment is insufficient.
[0004] To overcome such a problem, as disclosed in JP-A-2-246823, there has been conventionally
proposed a heating apparatus for a vehicle, in which a heat-generating unit using
a shearing force is disposed in a cooling water circuit for supplying cooling water
from an engine to a heater core, and when a temperature of the cooling water in the
cooling water circuit is lower than a predetermined temperature, the heat-generating
unit is operated to improve the heating capacity.
[0005] The heat-generating unit transmits a rotational driving force of the engine to a
shaft through a belt transmitting mechanism and an electromagnetic clutch, the heat-generating
chamber is formed in a housing, and a cooling water passage is formed at an outer
periphery of the heat-generating chamber. Further, a rotor which rotates integrally
with the shaft is disposed in the heat-generating chamber, and a shearing force generated
by a rotation of the rotor is applied to viscous fluid such as silicon oil sealed
in the heat-generating chamber to generate heat. The cooling water is heated by the
generated heat.
[0006] However, in the heating apparatus for a vehicle, equipped with the conventional heat-generating
unit using the shearing force, when the heat-generating unit is started, i.e., that
is, when a rotational driving force of the engine starts to be transmitted to the
rotor, the rotor is started in the viscous fluid, and a large torque is applied to
the rotor, the electromagnetic clutch, and the belt mechanism. As a result, there
occurs a problem that a slipping of the electromagnetic clutch may be caused, or abnormal
noise (chattering noise) may be generated by a slipping of a belt of the belt mechanism.
[0007] Especially, when the heat-generating unit using the shearing force is started after
being left for a long time in winter season where the outside air temperature is low,
because the viscosity of the viscous fluid having a low temperature is extremely high,
a shock applied to the rotor is extremely high, and a stress applied to each parts
of the heat-generating unit becomes extremely high. Therefore, there occurs a problem
that durability of each portion of the heat-generating unit may deteriorate. When
the electromagnetic clutch is turned on or off to control the heating capacity for
the passenger compartment, the problem similar to that when the heat-generating unit
is started occurs.
SUMMARY OF THE INVENTION
[0008] In view of the above-described problems, it is accordingly an object of the present
invention to provide an auxiliary heat source apparatus for a vehicle, capable of
improving the durability of each portion of the heat-generating unit by reducing the
stress applied to each portion of the heat-generating unit when the rotor of the heat-generating
unit is started.
[0009] According to the present invention, in an auxiliary heat source apparatus for a vehicle
having a driving source, a heat-generating unit using a shearing force, for heating
a thermal medium by heat generated by a viscous fluid in a heat-generating chamber
thereof when a shearing force by a rotational driving force of a rotor is applied
thereto, is provided with liquid level dropping means for temporarily dropping a liquid
level of the viscous fluid in the heat-generating chamber when a rotational speed
of the rotor is less than a predetermined rotational speed.
[0010] In this way, by means of the liquid level dropping means disposed in the heat-generating
chamber, when the rotational speed of the rotor is less than a predetermined rotational
speed, the liquid level of the viscous fluid in the heat-generating chamber is temporarily
dropped. Therefore, a torque at a start of the rotor can be reduced, and a shock of
the rotor is relieved. Accordingly, a tress applied to each portion of the heat-generating
unit can be reduced, and noise can be suppressed from being generated.
[0011] Further, even if a clutch driven by and connected to the driving source, for intermitting
a transmission of the rotational driving force from the driving source to the rotor
is employed, or a driving force transmitting means disposed between the driving source
and the clutch is further employed, a stress applied to the clutch or the driving
force transmitting means can be reduced at the start of the rotor, and noise can be
suppressed from being generated.
[0012] Further, as liquid level dropping means, a storage portion may be formed at a lower
portion of the heat-generating chamber in fluid communication therewith, into which
the viscous fluid in the heat-generating chamber flows by own weight thereof.
[0013] Still further, the liquid level dropping means may drop the liquid level of the viscous
fluid in the heat-generating chamber to be lower than a rotation center of the rotor.
In this way, the torque at the start of the rotor can be greatly reduced.
[0014] Further, the liquid level dropping means may drop the liquid level of the viscous
fluid in the heat-generating chamber to such an extent that only an amount of the
viscous fluid in contact with an outer peripheral surface of the rotor remains in
the heat-generating chamber. In this way, the torque at the start of the rotor can
be further greatly reduced.
[0015] The above-described auxiliary heat source apparatus can be preferably employed in
a heating apparatus having a heating heat exchanger for heating a passenger compartment
of the vehicle by heat-exchanging between cooling water having cooled a water-cooled
engine and air to be blown into the passenger compartment, to heat the cooling water.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
[0016] Additional objects and advantages of the present invention will be more readily apparent
from the following detailed description of preferred embodiments thereof when taken
together with the accompanying drawings in which:
FIG. 1 is a schematic view showing an entire structure of an air conditioning apparatus
for a vehicle, according to a first embodiment of the present invention;
FIG. 2 is a schematic view showing an engine and a belt transmission mechanism in
the first embodiment;
FIG. 3 is a transverse cross sectional view showing a viscous clutch and a viscous
heater in the first embodiment;
FIG. 4 is a longitudinal cross sectional view showing the viscous heater in the first
embodiment;
FIGS. 5A and 5B are explanatory views show a variation of a liquid level of a high-viscosity
oil according to operation states of a rotor; and
FIG. 6 is a longitudinal cross sectional view showing the viscous heater according
to a second embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0017] FIGS. 1 to 5 show a first embodiment of the present invention. FIG. 1 shows an entire
structure of an air conditioning apparatus for a vehicle, and FIG. 2 shows an engine
and a belt transmitting mechanism.
[0018] An air conditioning apparatus 1 for a vehicle is equipped with a water-cooled diesel
engine E (hereinafter referred to as "engine") disposed in an engine compartment of
a vehicle, an air conditioning unit (hereinafter referred to as "A/C unit") 3 for
air-conditioning a passenger compartment, a belt transmitting mechanism driven by
and connected to the engine E, an electromagnetic clutch 4 driven by and connected
to the belt transmitting mechanism, a viscous heater 5 using heat generated when a
rotational driving force of the engine E is transmitted thereto through the electromagnetic
clutch 4 as an auxiliary heat source apparatus, an engine control unit (not shown)
for controlling the engine E, and an air-conditioning control unit (not shown) for
controlling the A/C unit 3.
[0019] The engine E which is a driving source for driving the viscous heater 5 is disposed
in a cooling water circuit 2 through which cooling water circulates and has a water
jacket therein. In the cooling water circuit 2, there is disposed a water pump 11
for pumping the cooling water in the cooling water circuit 2. Further, to an output
shaft (crankshaft) 12 of the engine E, there is attached a crank pulley 13 driven
by and connected to the belt transmitting mechanism.
[0020] The A/C unit 3 is constructed by a duct 14, a blower 15, an evaporator 16 of a refrigeration
cycle, a heater core 17 disposed in the cooling water circuit 2, and the like. At
an upwind side of the duct 14, there is rotatably provided an inside air/outside air
switching door 18 for selectively opening and closing an outside air inlet 18a and
an inside air inlet 18b to switch an air inlet mode.
[0021] At an downwind side of the duct 14, there is rotatably provided a mode switching
door 19 for selectively opening and closing a defroster air outlet 19a, a face air
outlet 19b and a foot air outlet 19c to switch an air outlet mode.
[0022] The blower 15 is rotated by a blower motor 20 to generate an air flow toward the
passenger compartment in the duct 14.
[0023] The evaporator 16 is a refrigerant evaporator for cooling the air flowing in the
duct 14 and constructs the refrigeration cycle with a compressor, a condenser (refrigerant
condenser), a receiver (gas-liquid separator), and an expansion valve (decompressing
device). The compressor is a refrigerant compressor for compressing and discharging
the refrigerant when a rotational driving force is applied thereto. A V-pulley 22
driven by and connected to a driving shaft 21 of the compressor is driven by and connected
to the crank pulley 13 of the engine E through a V-belt (described later) of the belt
transmitting mechanism.
[0024] The heater core 17 is disposed within the duct 14 at a downstream side (downwind
side) of the evaporator 16 with reference to the air flow direction and is connected
to the cooling water circuit 2 at a downstream side of the viscous heater 5 with reference
to the flow direction of the cooling water. The heater core 17 is a heating heat exchanger
for heating air by heat-exchanging the air having passed through the evaporator 16
and the cooling water. At an upwind side of the front heater core 15, there is rotatably
provided an air-mixing door 23. The air-mixing door 23 adjusts a ratio between an
amount of air (warm air) passing through the front heater core 17 and an amount of
air (cool air) bypassing the heater core 17 so that a temperature of air blown out
into the passenger compartment can be adjusted.
[0025] The belt transmitting mechanism is composed of a multi-stage type V-belt for drivingly
connecting the crank pulley 13 of the engine E, the V-pulley 10 of the electromagnetic
clutch 4, and the V-pulley of the compressor. The V-belt 6 is for transmitting a rotational
driving force of the engine E to the viscous heater 5 and the compressor. The V-belt
6 of the belt transmitting mechanism may be also hung on a V-pulley of an auxiliary
equipment for an engine (such as a hydraulic pump for pumping lubricating oil to the
engine E) a V-pulley of the water pump 11, or the like.
[0026] The electromagnetic clutch 4 is for intermitting a rotational driving force transmitted
from the engine E to a shaft 7 and a rotor 9 of the viscous heater 5, as shown in
FIG. 3. The electromagnetic clutch 4 is constructed by an electromagnetic coil 31
for generating a magnetomotive force when an electric current is supplied thereto,
a rotor 32 rotated by the engine E, an armature 33 attracted toward the rotor 32 by
the magnetomotive force, an inner hub 35 connected to the armature 33 with a plate
spring 34 and supplying a rotational driving force to the shaft 7 of the viscous heater
5, and the like.
[0027] The electromagnetic coil 31 is structured by winding a conductive lead wire covered
with an insulating material. The electromagnetic coil 31 is disposed in a stator 36
and is fixedly molded in the stator 36 with an epoxy resin. The stator 36 is fixed
on a front surface of a housing 8 of the viscous heater 5.
[0028] A V-pulley 10 for hanging the V-belt 6 on a periphery thereof is joined to the rotor
32 by joining means such as welding. The rotor 32 is a rotating body (input portion
of the electromagnetic clutch 4) which always rotates by a rotational driving force
of the engine E, transmitted thereto through the V-belt 6. The V-belt 6 is hung on
the V-pulley 10, and the V-pulley 10 always rotates by a rotational driving force
of the engine E, transmitted thereto through the V-belt 6. The rotor 33 is a first
friction member formed of magnetic material to have a U-shaped cross section and is
rotatably supported on an outer periphery of the housing 8 of the viscous heater 5
with a bearing 48 disposed in an inner periphery thereof.
[0029] The armature 33 is a second friction member formed of magnetic material and having
a friction surface formed in a ring-shaped plate, which is opposed to a friction surface
of the rotor 32, formed in a ring-shaped plate, by an air gap (e.g., a clearance of
0.5 mm) therebetween. When the armature 43 is attracted to the friction surface of
the rotor 32 by the electromotive force of the electromagnetic coil 31, the rotational
driving force of the engine E is transmitted from the rotor 32 to the armature 33.
[0030] The plate spring 34 is fixed to the armature 33 at an outer peripheral side by fixing
means such as a rivet and is fixed to the inner hub 35 at an inner peripheral side
by fixing means such as a rivet. The plate spring 34 is an elastic member for displacing
the armature 33 in a direction (the left direction in the drawing) as to be separated
(released) from the friction surface of the rotor 32 when the supply of the electric
current to the electromagnetic coil 31 is stopped, to return the armature 33 to an
initial position thereof.
[0031] The inner hub 35 is an output portion of the electromagnetic clutch 4 such that the
input side thereof is connected to and driven by the armature 33 through the plate
spring 34 and the output side is connected to and driven by the shaft 7 of the viscous
heater 5 with a spline fitting connection.
[0032] The viscous heater 5 is a heat-generating unit using a shearing force, and is constructed
by, as shown by FIGS. 3 to 5, the shaft 7 rotated by the engine E through the V-belt
6 and the electromagnetic clutch 4, the housing 8 for rotatably supporting the shaft
7, a separator 50 for dividing an inner space of the housing 10 into an oil chamber
41 and a cooling water passage 51, a rotor 9 rotatably disposed in the housing 8,
and the like.
[0033] The shaft 7 is a rotary shaft (input shaft) which is fixedly fastened to the inner
hub 35 of the electromagnetic clutch 4 by fastening means 42 such as a bolt and rotates
integrally with the armature 33. The shaft 7 is rotatably disposed in an inner periphery
of the housing 8 with a bearing 43 such as a ball bearing and a sealing member 44.
The sealing member 44 employs an oil-seal for preventing a leakage of the high-viscosity
oil.
[0034] The housing 8 is made of a metallic member such as aluminum alloy. A cover 45 formed
in a ring-shaped plate is fixedly fastened to a rear end of the housing 8 by fastening
means 46 such as a bolt. On a surface where the housing 8 and the cover 45 are joined,
there are disposed the separator 50 and a sealing member 47. The sealing member 47
employs an oil-seal for preventing a leakage of the high-viscosity oil. In an oil
chamber 41 formed between a rear end surface of the housing 8 and a front end surface
of the separator 50, there are provided a heat-generating chamber (shearing chamber)
48 and an oil storage chamber (oil storage tank) 49 both for sealing high-viscosity
oil (viscous fluid such as silicon oil) which generates heat when a shearing force
is applied thereto. When the rotation of the rotor 9 is stopped, both of the heat-generating
chamber 48 and the oil storage chamber 49 accumulate approximately 30 g (approximately
30 cc) of the high-viscosity oil.
[0035] The oil storage chamber 49 is, as shown in FIGS. 3 and 4, formed below the heat-generating
chamber 48 in communication therewith. The oil storage chamber 49 is formed to expand
in such a manner that a size thereof in the axial direction (front-rear direction)
is larger than that of the heat-generating chamber 48 and also that a size of the
oil storage chamber 49 in the rotational direction of the rotor 9. The oil storage
chamber 49 may be formed to expand, relative to the heat-generating chamber 48, in
the downward radial direction of the rotor 9, as far as an amount of the high-viscosity
oil in the heat-generating chamber 48 can be reduced when the rotation of the rotor
9 is stopped.
[0036] The oil storage chamber 49 is for dropping a liquid level of the high-viscosity oil
in the heat-generating chamber 48 to be lower than a rotation center of the shaft
7 and the rotor 9, because the high-viscosity oil in the heat-generating flows into
the oil storage chamber 49 by own weight thereof when the rotation of the rotor 9
is stopped. A volume of the oil storage chamber 49 is set to such an extent that the
high-viscosity oil contacts an outer peripheral portion of the rotor 9 (5 mm of an
overlapped margin with the rotor 9, or from 5 percent to 20 percent both inclusive
of an outer surface of the rotor 9) when the rotation of the rotor 9 is stopped, i.e.,
all of the high-viscosity oil is in the oil storage chamber 49. The oil storage chamber
49 may be formed to reduce the liquid level of the viscous fluid in the heat-generating
chamber 48 in such a manner that an amount of the viscous fluid only in contact with
the outer surface of the rotor 9 still remains in the heat-generating chamber 48 when
the rotation of the rotor 9 is stopped. Further, the heat-generating chamber 48 may
be of a labyrinth structure formed between the separator 50 and the rotor 9 and having
a space bent with a curvature of 1 or more.
[0037] The separator 50 is a partition member which is made of a metallic member such as
aluminum alloy, which is superior in heat conductivity. An outer peripheral portion
of the separator 50 is sandwiched between a cylindrical portion of the housing 8 and
a cylindrical portion of the cover 45. Between a rear end surface and the cover 45,
there is formed the cooling water passage 51, which are liquid-tightly partitioned
from the outside and in which the cooling water having cooled the engine E circulates.
Further, on the rear end surface of the separator 50 at a lower side, there are integrally
formed a plurality of fin portions (not shown) having a substantially arcuate shape,
for transmitting heat of the high-viscosity oil to the cooling water efficiently.
Instead of the fin portions, the rear end surface of the separator 50 may be formed
in a convex and concave shape, or a heat transmission facilitating member such as
a corrugated fin and a fine pin fin may be provided on a rear end surface of the separator
50.
[0038] The cooling water passage 51 is partitioned into an upstream side water passage 51a
and a downstream side water passage 51b by a partition wall (not shown) formed integrally
with the rear end surface of the separator 52. To an upper end portion of an outer
wall portion of the cover 45, there are connected an inlet-side cooling water pipe
(not shown) for introducing the cooling water into the cooling water passage 51 and
an outlet-side cooling water pipe 52 through which the cooling water from the inlet-side
cooling water pipe flows out.
[0039] The rotor 9 is rotatably disposed in the heat-generating chamber 48 and is fixed
to an outer periphery of the rear end portion of the shaft 7. On an outer peripheral
surface or both side wall surfaces of the rotor 9, there are formed a plurality of
groove portions (not shown). Between the adjacent groove portions, there is formed
a protrusion portion (tooth portion). When a rotational driving force of the engine
E is supplied to the shaft 7, the rotor 9 rotates integrally with the shaft 7 to generate
a shearing force to the high-viscosity oil sealed in the heat-generating chamber 48.
[0040] Next, an operation of the air-conditioning apparatus 1 according to the embodiment
will be briefly described with reference to FIGS. 1 to 5.
[0041] When the engine E starts, the crankshaft 11 rotates, and the rotational driving force
of the engine E is transmitted to the rotor 32 of the electromagnetic clutch 4 through
the crank pulley 13, the V-belt 6, and the V-pulley 10. When the electromagnetic clutch
4 (the electromagnetic coil 31) is set off, the armature 33 is not attracted to the
friction surface of the rotor 32, and the rotational driving force of the engine E
is not transmitted to the inner hub 35 and the shaft 7, with the result that the rotor
42 races simply.
[0042] In this way, since the shaft 8 and the rotor 53 do not rotate, a shearing force is
not applied to a part of the high-viscosity oil in the heat-generating chamber 48.
As shown in FIG. 5A, most of the high-viscosity oil is stored in the oil storage chamber
49, and the high-viscosity oil does not generate heat. Therefore, even when the cooling
water having cooled the engine E passes through the cooling water passage 51 of the
viscous heater 5, the cooling water is supplied to the heater core 17 without being
heated. Accordingly, a heating operation for the passenger compartment is started
with a small heating capacity.
[0043] Here, when a temperature of the cooling water in the cooling water circuit 2 is lower
than a set cooling water temperature (set value), the electromagnetic clutch 4 (the
electromagnetic coil 31) is turned on. Therefore, the armature 33 is attracted to
the friction surface of the rotor 32 with magnetomotive force of the electromagnetic
coil 31 to transmit the rotational driving force of the engine E to the inner hub
35 and the shaft 7.
[0044] In this way, the shaft 7 and the rotor 9 rotate, the high-viscosity oil in the oil
storage chamber 49 is drawn into the outer peripheral portion of the rotor 9, and
is gradually sucked to contact the front surface of the rotor 9 so that the high-viscosity
oil is filled entirely in the heat-generating chamber 48 as shown in FIG. 5B (Weissenberg
effect).
[0045] Accordingly, the shearing force is applied to the high-viscosity oil in the heat-generating
chamber 48, and the high-viscosity oil generates heat. Therefore, when the cooling
water passes through the cooling water passage 51 of the viscous heater 5, the cooling
water is heat while absorbing the heat generated by the high-viscosity oil. The cooling
water heated by the viscous heater 5 is supplied to the heater core 7, and a heating
operation is performed with a large heating capacity.
[0046] The above-described operation is repeated by turning on or off the electromagnetic
coil 31 based on a relationship between the temperature of the cooling water in the
cooling water circuit 2 and the set cooling water temperature.
[0047] As described above, in the viscous heater 5 of this embodiment, the oil storage chamber
49 is formed below the heat-generating chamber 48 (in the downward direction). When
the electromagnetic clutch 4 (the electromagnetic coil 31) is set off, i.e., when
the rotation of the rotor 9 is stopped, as shown in FIG. 3 and 5A, the high-viscosity
oil in the heat-generating chamber 48 moves into the oil storage chamber 49 by own
weight thereof, and the liquid level of the high-viscosity oil in the heat-generating
chamber 48 lowers to such an extent that the high-viscosity oil contacts only the
outer peripheral portion of the rotor 9.
[0048] Accordingly, the torque when the electromagnetic clutch 4 (the electromagnetic coil
31) is set on, i.e., when the rotor 9 is started, is greatly reduced, and the shock
at the start of the rotor 9 is relieved. In this way, the stress applied to each portion
of the viscous heater 5, especially, the connecting portion between the shaft 7 and
the rotor 9, the connecting portion between the viscous heater 5 and the shaft 7,
the viscous heater 5 and the V-belt 6 can be reduced, so that the durability of each
portion of the viscous heater 5, the viscous heater 5, and the V-belt 6 can be improved.
[0049] Further, because the shock at the start of the rotor 9 of the viscous heater 5 is
relieved, the slipping between the V-belt 6 as well as the rotor 32 of the electromagnetic
clutch 4 and the armature 33 can be suppressed, the noise such as the belt chattering
noise can be suppressed. Accordingly, it is advantageous to provide the oil storage
chamber 49 below the heat-generating chamber 48 as in this embodiment especially when
the viscous heater 5 is re-started after the vehicle has been left for a long time
in winter season.
[0050] Further, by using the heat generated by the viscous heater 5 as the auxiliary heat
source for heating operation to assist the engine E as the main heat source for heating
operation, it is possible to heat the cooling water to be supplied to the heater core
17 sufficiently. Therefore, even in the vehicle where the heat amount generated by
the engine is too small to heat the cooling water sufficiently with the exhaust heat
of the engine E (e.g., a vehicle having a diesel engine or a lean burn engine), a
temperature of the cooling water in the cooling water circuit can be maintained approximately
at a predetermined temperature (e.g., 80°C), so that the insufficiency of the heating
capacity for the passenger compartment can be prevented.
[0051] A second embodiment of the present invention will be described with reference to
FIG. 6.
[0052] In this embodiment, to obtain the effects similar to those in the first embodiment,
even in a case where the viscous heater 5 is mounted on the vehicle while being inclined,
the oil storage chamber 48 is formed in an arcuate shape (e.g., θ = 30° to 45° ) by
extending a size of the oil storage chamber 48 in both of the forward direction and
the backward direction of the rotational direction of the rotor 9. The extending direction
of the oil storage chamber 48 relative to the rotational direction of the rotor 9
may be either of the forward direction and the backward direction, or the tangential
line relative to the rotational direction of the rotor 9 may be either of the forward
direction and the backward direction.
[0053] In each of the above-described embodiments, the V-belt 6 and the electromagnetic
clutch 4 are connected to and driven by the crankshaft 12 of the engine E to drive
the rotor 9 of the viscous heater 5; however, the electromagnetic clutch 4 may be
connected directly to the crankshaft 12 of the engine E to drive the rotor 9 of the
viscous heater 5. Further, between the rotor 9 and the crankshaft 12 of the engine
E, there may be connected a driving force transmitting apparatus (driving force transmitting
means) such as a gear transmission having at least one stage gear and a V-belt type
non-stage transmission. Further, the other clutch means such as a hydraulic type multiple
disc clutch may be employed.
[0054] In each of the above-described embodiments, the water-cooled engine E is employed
as the driving source; however, an electric motor or hydraulic motor may be employed
as the driving source. Further, the rotor 9 of the viscous heater 5 may be driven
by using a water-cooled engine, an air-cooled engine, or the other internal combustion
engine not used as heat source for heating operation.
[0055] In each of the above-described embodiments, the present invention is applied to an
air conditioning apparatus for a vehicle, capable of performing a heating operation
and a cooling operation for the passenger compartment; however, the present invention
may be applied to an air-conditioning apparatus for a vehicle, capable of performing
only a heating operation for the passenger compartment. the present invention may
be employed in an engine warm-up apparatus for performing a quick warm-up of the water-cooled
engine E.
[0056] Here, as the cooling water, there may be employed cooling water to which anti-freeze
liquid such as ethylene glycol solution is added, or coolant with which anti-freeze
liquid or anti-corrosion agent is mixed. Instead of the cooling water, oil as thermal
medium, refrigerant of the refrigeration cycle, or the like may be employed.
[0057] In the above-described embodiment, when the electromagnetic clutch 4 (the electromagnetic
clutch 31) is set off, e.g., the rotational speed of the rotor 9 is a predetermined
speed (0 r.p.m.), the high-viscosity oil moves from the heat-generating chamber 48
into the oil storage chamber 49; however, there may be employed a valve apparatus
for moving the high-viscosity oil in the heat-generating chamber 48 into the oil storage
chamber 49 when the rotational speed of the rotor 9 is equal to or less than a predetermined
speed (e.g., 800 r.p.m.).
[0058] Although the present invention has been fully described in connection with the preferred
embodiments thereof with reference to the accompanying drawings, it is to be noted
that various changes and modifications will become apparent to those skilled in the
art. Such changes and modifications are to be understood as being included within
the scope of the present invention as defined in the appended claims.
1. An auxiliary heat source apparatus for a vehicle having a driving source, comprising:
a heat-generating unit (5) using a shearing force, said heat-generating unit having
a rotor (9) which rotates when a rotational driving force of said driving source is
applied thereto, and a heat-generating chamber (48) for sealing therein viscous fluid
which generates heat when a shearing force generated by a rotational driving force
of said rotor is applied thereto, said heat-generating being for heating a thermal
medium by heat generated by the viscous fluid in said heat-generating chamber; and
liquid level dropping means (49) provided in said heat-generating chamber, for temporarily
dropping a liquid level of the viscous fluid in said heat-generating chamber when
a rotational speed of said rotor is less than a predetermined rotational speed.
2. An auxiliary heat source apparatus according to claim 1, further comprising:
a clutch (4) driven by and connected to said driving source, for intermitting a transmission
of the rotational driving force from said driving source to said rotor.
3. An auxiliary heat source apparatus according to claim 2, wherein said clutch is connected
to said driving source through a driving force transmitting means (6).
4. An auxiliary heat source apparatus according to claim 1, wherein said liquid level
dropping means includes a storage portion (49) formed at a lower portion of said heat-generating
chamber in fluid communication therewith, into which the viscous fluid in said heat-generating
chamber flows by own weight thereof.
5. An auxiliary heat source apparatus according to claim 4, wherein a size of said storage
portion in an axial direction is larger than that of said heat-generating chamber.
6. An auxiliary heat source apparatus according to claim 4, wherein a size of said storage
portion in a rotational direction of said rotor is larger than that of said heat-generating
chamber.
7. An auxiliary heat source apparatus according to claim 1, wherein said liquid level
dropping means drops the liquid level of the viscous fluid in said heat-generating
chamber to be lower than a rotation center of said rotor.
8. An auxiliary heat source apparatus according to claim 1, wherein said liquid level
dropping means drops the liquid level of the viscous fluid in said heat-generating
chamber to such an extent that only an amount of the viscous fluid in contact with
an outer peripheral surface of said rotor remains in said heat-generating chamber.
9. An auxiliary heat source apparatus for a vehicle having a driving source, comprising:
a heat-generating unit (5) using a shearing force, said heat-generating unit including:
a rotor (9) which rotates when a rotational driving force of said driving source is
applied thereto;
a heat-generating chamber (48) for sealing therein viscous fluid which generates heat
when a shearing force generated by a rotational driving force of said rotor is applied
thereto, said heat-generating being for heating a thermal medium by heat generated
by the viscous fluid in said heat-generating chamber; and
a storage chamber (49) formed below said heat-generating chamber in the gravitational
direction to be in fluid communication therewith.
10. An auxiliary heat source apparatus according to claim 9, wherein the viscous fluid
in said heat-generating chamber flows into said storage chamber by own weight thereof
when a rotational speed of said rotor is less than a predetermined rotational speed.
11. A heating apparatus for heating a passenger compartment of a vehicle having a water-cooled
internal combustion engine, said heating apparatus comprising:
a heating heat exchanger (17) for heating said passenger compartment by heat-exchanging
between cooling water having cooled said water-cooled engine and air to be blown into
said passenger compartment;
a heat-generating unit (5) using a shearing force, said heat-generating unit having
a rotor (9) which rotates when a rotational driving force of said engine is applied
thereto, a heat-generating chamber (48) for sealing therein viscous fluid which generates
heat when a shearing force generated by a rotational driving force of said rotor is
applied thereto, and a cooling water passage (2) in which the cooling water circulates
between said engine and said heating heat exchanger, said heat-generating unit heating
the cooling water to be supplied to said heating heat exchanger by generated heat
of the viscous fluid in said heat-generating chamber; and
liquid level dropping means (49) provided in said heat-generating chamber, for temporarily
dropping a liquid level of the viscous fluid in said heat-generating chamber when
a rotational speed of said rotor is less than a predetermined rotational speed.
12. A heating apparatus according to claim 11, further comprising:
a clutch (4) driven by and connected to said driving source, for intermitting a transmission
of the rotational driving force from said driving source to said rotor.
13. A heating apparatus according to claim 12, wherein said clutch is connected to said
driving source through a driving force transmitting means (6).
14. A heating apparatus according to claim 11, wherein said liquid level dropping means
includes a storage portion (49) formed at a lower portion of said heat-generating
chamber in fluid communication therewith, into which the viscous fluid in said heat-generating
chamber flows by own weight thereof.
15. A heating apparatus according to claim 14, wherein a size of said storage portion
in an axial direction is larger than that of said heat-generating chamber.
16. A heating apparatus according to claim 14, wherein a size of said storage portion
in a rotational direction of said rotor is larger than that of said heat-generating
chamber.
17. A heating apparatus according to claim 11, wherein said liquid level dropping means
drops the liquid level of the viscous fluid in said heat-generating chamber to be
lower than a rotation center of said rotor.
18. A heating apparatus according to claim 11, wherein said liquid level dropping means
drops the liquid level of the viscous fluid in said heat-generating chamber to such
an extent that only an amount of the viscous fluid in contact with an outer peripheral
surface of said rotor remains in said heat-generating chamber.