Vehicle temperature control system

Abstract

The present invention provides a vehicle temperature control system, comprising: a refrigeration circuit having an inter-medium heat exchanger that dissipates heat from a refrigerant to a heat medium and configured to implement a refrigeration cycle; and a heat circuit having a heater core, an inter-medium heat exchanger, and an internal combustion engine heat circuit. The heat circuit has a regulating valve. When heating is performed using heat obtained from the refrigeration cycle, the regulating valve is controlled to a first state in which the heat medium flows from the inter-medium heat exchanger into the heater core, and when heating is performed using heat obtained from the internal combustion engine, the regulating valve is controlled to a second state in which the heat medium flows from the internal combustion engine heat circuit into the heater core.

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle temperature control system. Background Art

[0002] Conventionally, an in-vehicle temperature control system capable of heating in the following two modes has been known: heating by heating cooling water flowing into a heater core with the exhaust heat of an internal combustion engine (exhaust heat heating), and heating by heating the cooling water with a heat pump (HP heating) (Japanese Patent Laid-Open No. 2020-168950, Japanese Patent Laid-Open No. 2016-130045).

[0003] In particular, the in-vehicle temperature control system described in Japanese Patent Laid-Open No. 2020-168950 has a heat circuit configured to circulate cooling water through an inter-medium heat exchanger that exchanges heat with a refrigerant of a heat pump and a heater core. Further, in this in-vehicle temperature control system, the outlet of an internal combustion engine heat exchanger that exchanges heat with the internal combustion engine is connected to the flow path of the heat circuit downstream of the heater core and upstream of the inter-medium heat exchanger and the flow path of the heat circuit downstream of the inter-medium heat exchanger and upstream of the heater core, and the outlet of the internal combustion engine heat exchanger is selectively connected to any one of these two flow paths through a switching valve. Summary of the Invention

[0004] Although the in-vehicle temperature control system described in Japanese Patent Laid-Open No. 2020-168950 can perform heating in the two modes as described above, the outlet of the internal combustion engine heat exchanger is configured to be selectively connected to the upstream side and the downstream side of the heater core, and thus has a complicated configuration.

[0005] In view of the above problems, an object of the present disclosure is to provide an in-vehicle temperature control system having a simple configuration capable of performing heating in two modes.

[0006] The gist of the present disclosure is as follows.

[0007] (1) An in-vehicle temperature control system, comprising:

[0008] A refrigeration circuit having an inter-medium heat exchanger that dissipates heat from a refrigerant to a heat medium to condense the refrigerant and an evaporator that absorbs heat from the refrigerant to evaporate the refrigerant, and configured to achieve a refrigeration cycle by circulating the refrigerant through the inter-medium heat exchanger and the evaporator;

[0009] A heat circuit having a heater core for heating in a vehicle compartment, the inter-medium heat exchanger, and an internal combustion engine heat circuit, and capable of circulating a heat medium through the heater core, the inter-medium heat exchanger, and the internal combustion engine heat circuit; and

[0010] A control device that controls a flow state of the heat medium in the heat circuit;

[0011] The internal combustion engine heat circuit allows the heat medium to flow through the internal combustion engine heat exchanger that exchanges heat with the internal combustion engine instead of passing through the heater core and the inter-medium heat exchanger.

[0012] The heat circuit has: a first communication path that communicates with the internal combustion engine heat circuit on the downstream side of the internal combustion engine heat exchanger, the outlet of the inter-medium heat exchanger, and the inlet of the heater core, allowing the heat medium to flow from the internal combustion engine heat circuit and the inter-medium heat exchanger to the heater core; a second communication path that communicates with the internal combustion engine heat circuit on the upstream side of the internal combustion engine heat exchanger, the inlet of the inter-medium heat exchanger, and the outlet of the heater core, allowing the heat medium to flow from the heater core to the internal combustion engine heat circuit and the inter-medium heat exchanger; and a regulating valve that regulates the ratio of the flow rate of the heat medium flowing out of the inter-medium heat exchanger and flowing into the heater core via the first communication path to the flow rate of the heat medium flowing out of the internal combustion engine heat circuit and flowing into the heater core among the heat medium flowing into the heater core.

[0013] When the first heating condition for using the heat obtained from the refrigeration cycle to perform heating using the heater core is satisfied, the control device controls the regulating valve to the first state where the heat medium does not flow from the internal combustion engine heat circuit into the heater core but flows from the inter-medium heat exchanger into the heater core. When the second heating condition for using the heat obtained from the internal combustion engine to perform heating using the heater core is satisfied, the control device controls the regulating valve to the second state where the heat medium does not flow from the inter-medium heat exchanger into the heater core but flows from the internal combustion engine heat circuit into the heater core.

[0014] (2) The vehicle temperature control system as described in (1) above

[0015] When the control device switches the regulating valve from the first state to the second state, it controls the regulating valve such that the ratio of the flow rate of the heat medium flowing out of the internal combustion engine heat circuit to the flow rate of the heat medium flowing out of the inter-medium heat exchanger among the heat medium flowing into the heater core increases stepwise or continuously.

[0016] (3) The vehicle temperature control system as described in (2) above

[0017] The control device controls the regulating valve such that as the difference between the temperature of the heat medium at the inlet of the heater core and the temperature of the heat medium in the internal combustion engine heat circuit becomes smaller, the ratio of the flow rate of the heat medium flowing out of the internal combustion engine heat circuit in the heat medium flowing into the heater core to the flow rate of the heat medium flowing out of the inter-medium heat exchanger becomes larger.

[0018] (4) The vehicle-mounted temperature control system according to any one of (1) to (3) above,

[0019] The second communication path includes: a third path communicating with the outlet of the heater core; and a first path and a second path communicating with the third path and respectively communicating with the inlet of the inter-medium heat exchanger and the internal combustion engine heat circuit;

[0020] The regulating valve is configured to adjust the ratio of the flow rate of the heat medium flowing from the third path into the first path and the flow rate of the heat medium flowing from the third path into the second path.

[0021] (5) The vehicle-mounted temperature control system according to any one of (1) to (3) above,

[0022] The first communication path includes: a fourth path communicating with the outlet of the inter-medium heat exchanger; a fifth path communicating with the internal combustion engine heat circuit; and a sixth path communicating with the fourth path and the fifth path and communicating with the inlet of the heater core;

[0023] The regulating valve is configured to adjust the ratio of the flow rate of the heat medium flowing from the fourth path into the sixth path and the flow rate of the heat medium flowing from the fifth path into the sixth path.

[0024] The present disclosure provides a vehicle-mounted temperature control system with a simple configuration capable of performing heating in two modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the drawings, in which like reference numerals represent like elements.

[0026] Figure 1 is a diagram schematically showing the configuration of a vehicle equipped with a vehicle-mounted temperature control system according to one embodiment.

[0027] Figure 2 is a schematic configuration diagram of a vehicle-mounted temperature control system according to one embodiment.

[0028] Figure 3A is a diagram schematically showing different operating states of the fourth three-way valve.

[0029] Figure 3B It is a diagram schematically showing different working states of the fourth three-way valve.

[0030] Figure 3C It is a diagram schematically showing different working states of the fourth three-way valve.

[0031] Figure 3D It is a diagram schematically showing different working states of the fourth three-way valve.

[0032] Figure 4 It is a structural diagram of an air passage for an air conditioner of a vehicle equipped with a vehicle-mounted temperature control system.

[0033] Figure 5 It shows the flow state of the heat medium in the vehicle-mounted temperature control system (the first heating mode) when there is a heating requirement and the internal combustion engine is stopped.

[0034] Figure 6 It shows the flow state of the heat medium in the vehicle-mounted temperature control system (the second heating mode) when there is a heating requirement and the internal combustion engine is operating.

[0035] Figure 7 It shows the flow state of the heat medium in the vehicle-mounted temperature control system in the first transition mode.

[0036] Figure 8 It shows the flow state of the heat medium in the vehicle-mounted temperature control system in the second transition mode.

[0037] Figure 9 It is a flowchart showing the switching process of the fourth three-way valve using the ECU.

[0038] Figure 10 It is a structural diagram schematically showing the vehicle-mounted temperature control system of the first modification.

[0039] Figure 11A It is a diagram schematically showing different working states of the fourth three-way valve of the first modification.

[0040] Figure 11B It is a diagram schematically showing different working states of the fourth three-way valve of the first modification.

[0041] Figure 11C It is a diagram schematically showing different working states of the fourth three-way valve of the first modification.

[0042] Figure 11D It is a diagram schematically showing different working states of the fourth three-way valve of the first modification.

[0043] Figure 12This is a schematic diagram showing the configuration of the in-vehicle temperature control system according to the second modification example. Detailed implementation

[0044] Hereinafter, with reference to the accompanying drawings, the embodiments will be described in detail. In addition, in the following description, the same reference numerals are given to the same components.

[0045] <Configuration of the vehicle>

[0046] Figure 1 This is a diagram schematically showing the configuration of a vehicle 100 equipped with the in-vehicle temperature control system 1 according to one embodiment. In Figure 1 this figure, the left side represents the front of the vehicle 100, and the right side represents the rear of the vehicle 100. As Figure 1 shown, the vehicle 100 has an internal combustion engine 110, an electric generator (MG) 112, and a power distribution mechanism 116. Moreover, the vehicle 100 has a power control unit (PCU) 118 electrically connected to the MG 112 and a storage battery 120 electrically connected to the PCU 118.

[0047] The internal combustion engine 110 is a prime mover that converts the thermal energy of combustion gas into mechanical energy by burning fuel inside the internal combustion engine. The internal combustion engine 110 is connected to the power distribution mechanism 116, and the output of the internal combustion engine 110 is used to drive the vehicle 100 or generate electricity in the MG 112.

[0048] The MG 112 functions as a motor and a generator. The MG 112 is connected to the power distribution mechanism 116 and is used to drive the vehicle 100 or perform regeneration when the vehicle 100 is braked. In addition, in the present embodiment, as the motor for driving the vehicle 100, the MG 112 having a power generation function is adopted, but a motor without a power generation function may also be adopted.

[0049] The PCU 118 is connected between the storage battery 120 and the MG 112 and controls the power supplied to the MG 112. The PCU 118 has heat-generating components such as an inverter for driving the motor, a boost converter for controlling the voltage, and a DCDC converter for stepping down the high voltage. The storage battery 120 is connected to the PCU 118 and the MG 112 and supplies the power for driving the vehicle 100 to the MG 112.

[0050] In the present embodiment, the internal combustion engine 110, the MG 112, and the PCU 118 are arranged in the front of the vehicle 100, that is, in front of the passenger compartment. On the other hand, the storage battery 120 is arranged in the center of the vehicle 100, that is, below the passenger compartment.

[0051] In addition, the vehicle 100 can be any type of vehicle as long as it has an internal combustion engine 110 and an MG (or an electric motor) 112. Therefore, for example, the vehicle 100 can be configured such that the internal combustion engine is only used for power generation and only the electric motor drives the vehicle 100. Additionally, for example, the vehicle 100 can also be configured to have two MGs, one mainly for driving the vehicle 100 and the other mainly for power generation.

[0052] <Configuration of In-vehicle Temperature Control System>

[0053] Refer to Figures 1 to 3D , and the configuration of the in-vehicle temperature control system 1 of one embodiment will be described. Figure 2 is a schematic diagram showing the configuration of the in-vehicle temperature control system 1. The in-vehicle temperature control system 1 has a refrigeration circuit 2, a low-temperature circuit 3, a high-temperature circuit 4, and a control device 6. The refrigeration circuit 2, the low-temperature circuit 3, and the high-temperature circuit 4 function as heat circuits for exchanging heat between the inside and the outside of the circuits.

[0054] 《Refrigeration Circuit》

[0055] First, the refrigeration circuit 2 will be described. The refrigeration circuit 2 has a compressor 21, a refrigerant pipe 22a of a condenser 22, a liquid receiver (reservoir) 23, a first expansion valve 24, a second expansion valve 25, an evaporator 26, a refrigerant pipe 27a of a chiller 27, a first electromagnetic control valve 28, and a second electromagnetic control valve 29. The refrigeration circuit 2 is configured to circulate the refrigerant through these components to achieve a refrigeration cycle. The refrigerant is, for example, any substance such as hydrofluorocarbon (e.g., HFC-134a) that is generally used as a refrigerant in a refrigeration cycle.

[0056] In addition, the refrigeration circuit 2 has a basic refrigeration flow path 2a, an evaporator flow path 2b, and a chiller flow path 2c. The evaporator flow path 2b and the chiller flow path 2c are arranged in parallel with each other and are respectively connected to the basic refrigeration flow path 2a.

[0057] In the basic refrigeration flow path 2a, the compressor 21, the refrigerant pipe 22a of the condenser 22, and the liquid receiver 23 are sequentially arranged in the refrigerant circulation direction. In the evaporator flow path 2b, the first electromagnetic control valve 28, the first expansion valve 24, and the evaporator 26 are sequentially arranged in the refrigerant circulation direction. In addition, in the chiller flow path 2c, the second electromagnetic control valve 29, the second expansion valve 25, and the refrigerant pipe 27a of the chiller 27 are sequentially arranged.

[0058] The compressor 21 functions as a compressor for compressing the refrigerant. In the present embodiment, the compressor 21 is an electric type and is configured to vary its discharge capacity steplessly by adjusting the supply power to the compressor 21. In the compressor 21, the low-temperature, low-pressure, and mainly gaseous refrigerant flowing out from the evaporator 26 or the cold machine 27 is adiabatically compressed and changed into a high-temperature, high-pressure, and mainly gaseous refrigerant.

[0059] The condenser 22 has a refrigerant pipe 22a and a cooling water pipe 22b. The condenser 22 functions as an inter-medium heat exchanger, dissipating heat from the refrigerant to the cooling water flowing in the cooling water pipe 22b of the high-temperature circuit 4 described later to condense the refrigerant. In other words, the condenser 22 functions as a heating unit for heating the cooling water of the high-temperature circuit 4 using heat other than the exhaust heat of the internal combustion engine 110. The refrigerant pipe 22a of the condenser 22 functions as a condenser for condensing the refrigerant in the refrigeration cycle. Further, in the refrigerant pipe 22a of the condenser 22, the high-temperature, high-pressure, and mainly gaseous refrigerant flowing out from the compressor 21 is isobarically cooled and changed into a high-temperature, high-pressure, and mainly liquid refrigerant.

[0060] The accumulator 23 stores the refrigerant condensed by the refrigerant pipe 22a of the condenser 22. Further, since not all of the refrigerant may be liquefied in the condenser 22, the accumulator 23 is configured to separate gas and liquid. Only the liquid refrigerant from which the gaseous refrigerant has been separated flows out from the accumulator 23.

[0061] The first expansion valve 24 and the second expansion valve 25 function as expanders for expanding the refrigerant. These expansion valves 24, 25 have a narrow passage, and the pressure of the refrigerant is rapidly reduced by spraying the refrigerant from this narrow passage. The first expansion valve 24 sprays the liquid refrigerant supplied from the accumulator 23 into the evaporator 26 in a mist form. Similarly, the second expansion valve 25 sprays the liquid refrigerant supplied from the accumulator 23 into the refrigerant pipe 27a of the cold machine 27 in a mist form. In the expansion valves 24, 25, the high-temperature, high-pressure liquid refrigerant flowing out from the accumulator 23 is decompressed and partially vaporized, thereby changing into a low-temperature, low-pressure mist refrigerant.

[0062] The evaporator 26 functions as an evaporator for absorbing heat from the refrigerant and evaporating the refrigerant. Specifically, the evaporator 26 causes the refrigerant to absorb heat from the air around the evaporator 26 and evaporates the refrigerant. Therefore, in the evaporator 26, the low-temperature, low-pressure mist refrigerant flowing out from the first expansion valve 24 evaporates, thereby changing into a low-temperature, low-pressure gaseous refrigerant. As a result, the air around the evaporator 26 is cooled, and refrigeration in the passenger compartment can be performed.

[0063] The chiller 27 has a refrigerant pipe 27a and a cooling water pipe 27b. The chiller 27 functions as an intermediate heat exchanger that absorbs heat from the cooling water flowing through the cooling water pipe 27b of the low-temperature circuit 3 described later and evaporates the refrigerant. The refrigerant pipe 27a of the chiller 27 functions as an evaporator that evaporates the refrigerant. In addition, in the refrigerant pipe 27a of the chiller 27, the low-temperature and low-pressure mist-like refrigerant flowing out of the second expansion valve 25 evaporates, thereby changing into a low-temperature and low-pressure gaseous refrigerant. As a result, the cooling water in the low-temperature circuit 3 is cooled.

[0064] The first electromagnetic regulating valve 28 and the second electromagnetic regulating valve 29 are used to change the flow mode of the refrigerant in the refrigeration circuit 2. The larger the opening degree of the first electromagnetic regulating valve 28, the more refrigerant flows into the evaporator flow path 2b, and thus the more refrigerant flows into the evaporator 26. In addition, the larger the opening degree of the second electromagnetic regulating valve 29, the more refrigerant flows into the chiller flow path 2c, and thus the more refrigerant flows into the chiller 27. In addition, as long as the flow rates of the refrigerant flowing from the refrigeration basic flow path 2a into the evaporator flow path 2b and the chiller flow path 2c can be adjusted, any valve can be provided to replace these electromagnetic regulating valves 28 and 29.

[0065] In addition, in the present embodiment, the refrigeration circuit 2 has only the condenser 22 as a heat exchanger that releases heat from the refrigerant in the refrigeration circuit 2 to the outside. However, the refrigeration circuit 2 may also have other heat exchangers that release heat from the refrigerant to the outside (for example, outside air).

[0066] 《Low-temperature Circuit》

[0067] Next, the low-temperature circuit 3 will be described. The low-temperature circuit 3 has a first pump 31, the cooling water pipe 27b of the chiller 27, a low-temperature radiator 32, a first three-way valve 33, and a second three-way valve 34. In addition, the low-temperature circuit 3 has a battery heat exchanger 35, a PCU heat exchanger 36, and an MG heat exchanger 37. In the low-temperature circuit 3, the cooling water circulates through these components. In addition, the cooling water is an example of the second heat medium, and any other heat medium can be used in place of the cooling water in the low-temperature circuit 3.

[0068] The low-temperature circuit 3 has a low-temperature basic flow path 3a, a low-temperature radiator flow path 3b, and a heating device flow path 3c. The low-temperature radiator flow path 3b and the heating device flow path 3c are arranged in parallel with each other and are respectively connected to the low-temperature basic flow path 3a.

[0069] In the low-temperature basic flow path 3a, in the circulating direction of the cooling water, a first pump 31, a cooling water pipe 27b of the chiller 27, and a battery heat exchanger 35 are sequentially provided. In addition, a battery bypass flow path 3d that bypasses the battery heat exchanger 35 is connected to the low-temperature basic flow path 3a. A first three-way valve 33 is provided at the connection portion between the low-temperature basic flow path 3a and the battery bypass flow path 3d.

[0070] In addition, a low-temperature radiator 32 is provided in the low-temperature radiator flow path 3b. In the heating device flow path 3c, in the circulating direction of the cooling water, a PCU heat exchanger 36 and an MG heat exchanger 37 are sequentially provided. In the heating device flow path 3c, a heat exchanger that exchanges heat with heating devices other than the PCU and the MG may also be provided. A second three-way valve 34 is provided between the low-temperature basic flow path 3a, the low-temperature radiator flow path 3b, and the heating device flow path 3c.

[0071] The first pump 31 pressurizes and conveys the cooling water circulating in the low-temperature circuit 3. In the present embodiment, the first pump 31 is an electric water pump and is configured to have its discharge capacity vary steplessly by adjusting the power supplied to the first pump 31.

[0072] The low-temperature radiator 32 is a heat exchanger that exchanges heat between the cooling water circulating in the low-temperature circuit 3 and the outside air (outside air) of the vehicle 100. The low-temperature radiator 32 is configured to dissipate heat from the cooling water to the outside air when the temperature of the cooling water is higher than the temperature of the outside air, and to absorb heat from the outside air by the cooling water when the temperature of the cooling water is lower than the temperature of the outside air.

[0073] The first three-way valve 33 is configured to selectively allow the cooling water flowing out of the cooling water pipe 27b of the chiller 27 to flow between the battery heat exchanger 35 and the battery bypass flow path 3d. The second three-way valve 34 is configured to selectively allow the cooling water flowing out of the low-temperature basic flow path 3a to flow between the low-temperature radiator flow path 3b and the heating device flow path 3c.

[0074] The battery heat exchanger 35 is configured to exchange heat with the battery 120 of the vehicle 100. The PCU heat exchanger 36 is configured to exchange heat with the PCU 118 of the vehicle 100. In addition, the MG heat exchanger 37 is configured to exchange heat with the MG 112 of the vehicle 100.

[0075] In addition, in the present embodiment, a chiller 27 is provided in the refrigeration circuit 2 and the low-temperature circuit 3, and the chiller 27 functions as an intermediate heat exchanger that causes heat to move from the cooling water in the low-temperature circuit 3 to the refrigerant in the refrigeration circuit 2. However, in the refrigeration circuit 2, a heat exchanger that exchanges heat with the gas in the atmosphere outside the vehicle and causes heat to move from the gas in the atmosphere to the refrigerant in the refrigeration circuit 2 may be provided instead of the chiller 27. In this case, the low-temperature circuit 3 is not provided in the in-vehicle temperature control system 1, and the cooling of the battery 120, the PCU 118, and the MG 112 is performed by an institution other than the in-vehicle temperature control system 1.

[0076] 《High-temperature Circuit》

[0077] Next, the high-temperature circuit 4 will be described. The high-temperature circuit 4 includes a second pump 41, a cooling water pipe 22b of the condenser 22, a high-temperature radiator 42, a heater core 43, a third three-way valve 44, a fourth three-way valve 45, and an internal combustion engine heat circuit 5. Similarly in the high-temperature circuit 4, the cooling water circulates through these components. In addition, this cooling water is an example of the first heat medium, and any other heat medium may be used instead of the cooling water in the high-temperature circuit 4.

[0078] In addition, the high-temperature circuit 4 has a first communication path 4a and a second communication path 4b.

[0079] The first communication path 4a is connected to the internal combustion engine heat circuit 5 on the downstream side of an internal combustion engine heat exchanger 52 to be described later and the outlet of the cooling water pipe 22b of the condenser 22, and is also connected to the inlet of the heater core 43 and the inlet of the high-temperature radiator 42. Specifically, the first communication path 4a has a condenser outflow path (fourth path) 4a1 connected to the outlet of the cooling water pipe 22b of the condenser 22, an internal combustion engine outflow path (fifth path) 4a2 connected to the internal combustion engine heat circuit 5, a core inflow path (sixth path) 4a3 connected to the condenser outflow path 4a1 and the internal combustion engine outflow path 4a2 and connected to the inlet of the heater core 43, and a radiator inflow path 4a4 branched from the core inflow path 4a3 and connected to the inlet of the high-temperature radiator 42. Therefore, the first communication path 4a can cause the cooling water flowing out from the internal combustion engine heat circuit 5 and the cooling water flowing out from the condenser 22 to flow into the heater core 43 and / or the high-temperature radiator 42.

[0080] The second communication path 4b communicates with the outlet of the heater core 43 and the outlet of the high-temperature radiator 42, and communicates with the internal combustion engine heat circuit 5 on the upstream side of the internal combustion engine heat exchanger 52 and the inlet of the cooling water pipe 22b of the condenser 22. Specifically, the second communication path 4b has a condenser inflow path (first path) 4b1 that communicates with the inlet of the cooling water pipe 22b of the condenser 22, an internal combustion engine inflow path (second path) 4b2 that communicates with the internal combustion engine heat circuit 5, a core outflow path (third path) 4b3 that communicates with the condenser inflow path 4b1 and the internal combustion engine inflow path 4b2 and communicates with the outlet of the heater core 43, and a radiator outflow path 4b4 that communicates with the outlet of the high-temperature radiator 42 and the condenser inflow path 4b1. Therefore, the second communication path 4b can make the cooling water flowing out from the heater core 43 and the cooling water flowing out from the high-temperature radiator 42 flow into the internal combustion engine heat circuit 5 and / or the condenser 22.

[0081] Therefore, in the present embodiment, the high-temperature circuit 4 has: a first communication path 4a that communicates with the internal combustion engine heat circuit 5 on the downstream side of the internal combustion engine heat exchanger 52, the outlet of the condenser 22, and the inlet of the heater core 43 to allow the cooling water to flow from the internal combustion engine heat circuit 5 and the condenser 22 to the heater core 43; and a second communication path 4b that communicates with the internal combustion engine heat circuit 5 on the upstream side of the internal combustion engine heat exchanger 52, the inlet of the condenser 22, and the outlet of the heater core 43 to allow the cooling water to flow from the heater core 43 to the internal combustion engine heat circuit 5 and the condenser 22.

[0082] The second pump 41 pressurizes and conveys the cooling water circulating in the high-temperature circuit 4. In the present embodiment, the second pump 41 is an electric water pump similar to the first pump 31. In particular, in the present embodiment, the second pump 41 is provided in the condenser inflow path 4b1. In addition, the high-temperature radiator 42, like the low-temperature radiator 32, is a heat exchanger that exchanges heat between the cooling water circulating in the high-temperature circuit 4 and the outside air.

[0083] The heater core 43 heats the interior of the vehicle using the heat of the cooling water in the high-temperature circuit 4. That is to say, the heater core 43 is configured to exchange heat between the cooling water circulating in the high-temperature circuit 4 and the air around the heater core 43 to heat the air around the heater core 43, and as a result, heat the interior of the vehicle. Specifically, the heater core 43 is configured to discharge heat from the cooling water to the air around the heater core 43. Therefore, if the high-temperature cooling water flows to the heater core 43, the temperature of the cooling water decreases, and the air around the heater core 43 is heated.

[0084] A third three-way valve 44 is provided at a branch portion where the radiator inflow passage 4a4 branches from the core inflow passage 4a3. Therefore, the cooling water flowing out from the condenser outlet passage 4a1 of the condenser 22 to the first communication passage 4a and the cooling water flowing out from the internal combustion engine outlet passage 4a2 of the internal combustion engine heat circuit 5 to the first communication passage 4a flow into the third three-way valve 44. Further, the third three-way valve 44 switches between a first state in which the core inflow passages 4a3 communicate with each other and a second state in which the core inflow passage 4a3 and the radiator inflow passage 4a4 communicate with each other. When the third three-way valve 44 is in the first state, all of the cooling water that has flowed into the third three-way valve 44 flows into the heater core 43. On the other hand, when the third three-way valve 44 is in the second state, all of the cooling water that has flowed into the third three-way valve 44 flows into the high-temperature radiator 42.

[0085] In addition, in the present embodiment, the third three-way valve 44 is configured to switch between the first state and the second state. However, the third three-way valve 44 can also be switched to an intermediate state between these first state and the second state. In this case, the third three-way valve 44 adjusts the ratio of the flow rate of the cooling water that flows into the heater core 43 through the core inflow passage 4a3 and the flow rate of the cooling water that flows into the high-temperature radiator 42 through the radiator inflow passage 4a4 among the cooling water that has flowed into the third three-way valve 44.

[0086] A fourth three-way valve 45 is provided at a branch portion where the core outflow passage 4b3 branches into the condenser inflow passage 4b1 and the internal combustion engine inflow passage 4b2. Therefore, the cooling water flowing out from the heater core 43 to the core outflow passage 4b3 flows into the fourth three-way valve 45.

[0087] Figures 3A to 3D is a diagram schematically showing different operating states of the fourth three-way valve 45. As Figures 3A to 3D shown, the fourth three-way valve 45 has a housing 45a and a valve element 45b that rotates within the housing 45a. The housing 45a has an inlet X that communicates with the core outflow passage 4b3, a first outlet Y that communicates with the condenser inflow passage 4b1, and a second outlet Z that communicates with the internal combustion engine inflow passage 4b2. The valve element 45b rotates within the housing 45a to change the communication state between the inlet X and the first outlet Y and the second outlet Z.

[0088] When the valve element 45b of the fourth three-way valve 45 is in Figure 3A the first state shown, the inlet X communicates with the first outlet Y. Therefore, in this case, all of the cooling water that has flowed into the fourth three-way valve 45 (i.e., the cooling water flowing out from the heater core) flows into the condenser 22 through the condenser inflow passage 4b1. On the other hand, when the valve element 45b of the fourth three-way valve 45 is in Figure 3BIn the second state shown, the inlet X communicates with the second outlet Z. Therefore, in this case, all the cooling water flowing into the fourth three-way valve 45 flows into the internal combustion engine heat circuit 5 through the internal combustion engine inflow passage 4b2.

[0089] In addition, when the fourth three-way valve 45 is in Figure 3C the third state shown, the inlet X communicates with both the first outlet Y and the second outlet Z. Therefore, in this case, the cooling water flowing into the fourth three-way valve 45 flows into both the condenser inflow passage 4b1 and the internal combustion engine inflow passage 4b2. However, the opening area from the inlet X to the first outlet Y is larger than the opening area of the passage from the inlet X to the second outlet Z. Therefore, the inflow ratio into the condenser inflow passage 4b1 is larger than the inflow ratio into the internal combustion engine inflow passage 4b2.

[0090] Moreover, when the fourth three-way valve 45 is in Figure 3D the fourth state shown, the inlet X communicates with both the first outlet Y and the second outlet Z. However, in the fourth state, the opening area from the inlet X to the second outlet Z is larger than the opening area of the passage from the inlet X to the first outlet Y. Therefore, in this case, although the cooling water flowing into the fourth three-way valve 45 flows into both the condenser inflow passage 4b1 and the internal combustion engine inflow passage 4b2, the inflow ratio into the internal combustion engine inflow passage 4b2 is larger than the inflow ratio into the condenser inflow passage 4b1.

[0091] As described above, in the present embodiment, the fourth three-way valve 45 functions as a regulating valve to adjust the ratio of the flow rate of the cooling water flowing from the core outflow passage 4b3 into the condenser inflow passage 4b1 and the flow rate of the cooling water flowing from the core outflow passage 4b3 into the internal combustion engine inflow passage 4b2. That is to say, the fourth three-way valve 45 functions as a regulating valve as follows: gradually (stage by stage, step by step) adjusts the ratio of the flow rate of the cooling water flowing into the fourth three-way valve 45 that flows into the condenser 22 through the condenser inflow passage 4b1 and the flow rate that flows into the internal combustion engine heat circuit 5 through the internal combustion engine inflow passage 4b2. In other words, the fourth three-way valve 45 functions as a regulating valve as follows: adjusts the ratio of the flow rate of the cooling water flowing into the heater core 43 that flows out from the condenser 22 and flows into the heater core 43 via the condenser outflow passage 4a1 and the flow rate of the cooling water that flows out from the internal combustion engine heat circuit 5 and flows into the heater core 43 via the internal combustion engine outflow passage 4a2.

[0092] In addition, the fourth three-way valve 45 can also be at a ratio higher than Figures 3A to 3DThe regulating valve shown for regulating the flow rate ratio of the cooling water flowing into the condenser 22 and the internal combustion engine heat circuit 5 in multiple stages of four or more levels can also be a continuously adjustable regulating valve. Additionally, for example, two electromagnetic regulating valves respectively provided in the condenser inflow passage 4b1 and the internal combustion engine inflow passage 4b2 can be used as the regulating valves for stepwise or continuously regulating the flow rate ratio of the cooling water flowing into the condenser 22 and the internal combustion engine heat circuit 5 to replace the fourth three-way valve 45.

[0093] Internal Combustion Engine Heat Circuit

[0094] Next, the internal combustion engine heat circuit 5 will be described. The internal combustion engine heat circuit 5 is a heat circuit for releasing the heat generated in the internal combustion engine 110. The internal combustion engine heat circuit 5 includes a third pump 51, an internal combustion engine heat exchanger 52, an internal combustion engine radiator 53, and a thermostat 54. In the internal combustion engine heat circuit 5, the same cooling water as in the high-temperature circuit 4 circulates through these components. Therefore, the internal combustion engine heat circuit 5 allows the cooling water to flow through the internal combustion engine heat exchanger 52 without passing through the cooling water pipe 22b of the condenser 22, the high-temperature radiator 42, and the heater core 43.

[0095] In addition, the internal combustion engine heat circuit 5 is divided into an internal combustion engine basic flow path 5a, an internal combustion engine radiator flow path 5b, and an internal combustion engine bypass flow path 5c. The internal combustion engine radiator flow path 5b and the internal combustion engine bypass flow path 5c are arranged in parallel with each other and are respectively connected to the internal combustion engine basic flow path 5a.

[0096] In the internal combustion engine basic flow path 5a, the third pump 51 and the internal combustion engine heat exchanger 52 are sequentially arranged in the circulating direction of the cooling water. The internal combustion engine radiator 53 is arranged in the internal combustion engine radiator flow path 5b. Additionally, the internal combustion engine outflow passage 4a2 and the internal combustion engine inflow passage 4b2 are connected to the internal combustion engine bypass flow path 5c. In particular, the internal combustion engine outflow passage 4a2 is connected to the upstream side portion of the internal combustion engine bypass flow path 5c. As a result, the internal combustion engine outflow passage 4a2 is connected to the vicinity of the outlet of the internal combustion engine heat exchanger 52. On the other hand, the internal combustion engine inflow passage 4b2 is connected to the downstream side portion of the internal combustion engine bypass flow path 5c. As a result, the internal combustion engine inflow passage 4b2 is connected to the vicinity of the inlet of the internal combustion engine heat exchanger 52. Therefore, the internal combustion engine heat exchanger 52 is configured to be connected to the high-temperature circuit 4 and allow the cooling water of the high-temperature circuit 4 to flow through. A thermostat 54 is provided between the internal combustion engine basic flow path 5a and the internal combustion engine radiator flow path 5b and the internal combustion engine bypass flow path 5c. In addition, in Figure 2 In the example shown, the internal combustion engine outflow passage 4a2 is connected to the internal combustion engine bypass flow path 5c, but it can also be connected to the internal combustion engine basic flow path 5a or the like.

[0097] The third pump 51 pressurizes and conveys the cooling water circulating within the internal combustion engine heat circuit 5. In the present embodiment, the third pump 51 is an electric water pump similar to the first pump 31. Additionally, the internal combustion engine radiator 53, similar to the low-temperature radiator 32, is a heat exchanger that performs heat exchange between the cooling water circulating within the internal combustion engine heat circuit 5 and the outside air.

[0098] The internal combustion engine heat exchanger 52 uses the exhaust heat of the internal combustion engine 110 to heat the cooling water. That is to say, the internal combustion engine heat exchanger 52 discharges heat from the internal combustion engine 110 to the cooling water within the internal combustion engine heat circuit 5 to heat the cooling water. The internal combustion engine heat exchanger 52 discharges the heat generated by the combustion of the fuel within the internal combustion engine 110 to the cooling water, thereby suppressing the excessive temperature rise of the internal combustion engine 110. The internal combustion engine heat exchanger 52 is constituted by, for example, the cooling water passages provided within the cylinder block and cylinder head of the internal combustion engine 110.

[0099] The thermostat 54 is a valve that switches between a closed valve state where the flow of the cooling water through the internal combustion engine radiator flow path 5b is cut off and an open valve state where the cooling water is allowed to flow through the internal combustion engine radiator flow path 5b. The thermostat 54 opens to allow the cooling water to flow into the internal combustion engine radiator flow path 5b when the temperature of the cooling water circulating through the internal combustion engine bypass flow path 5c is equal to or higher than a preset temperature. On the other hand, the thermostat 54 closes to prevent the cooling water from flowing into the internal combustion engine radiator flow path 5b when the temperature of the cooling water circulating through the internal combustion engine bypass flow path 5c is less than the preset temperature. As a result, the temperature of the cooling water flowing through the internal combustion engine heat exchanger 52 is maintained substantially constant.

[0100] 《Air Passage》

[0101] Figure 4 It is a schematic diagram showing the configuration of the air passage 7 for the air conditioner of the vehicle 100 equipped with the in-vehicle temperature control system 1. In the air passage 7, air flows in the direction indicated by the arrow in the figure. Figures 3A to 3D The shown air passage 7 is connected to the air intake of the outside of the vehicle 100 or the passenger compartment, and according to the control state of the control device 6, outside air or the air inside the passenger compartment flows into the air passage 7. Additionally, Figures 3A to 3D The shown air passage 7 is connected to a plurality of air outlets that blow air into the passenger compartment, and according to the control state of the control device 6, air is supplied from the air passage 7 to any of the air outlets.

[0102] As Figure 4 shown, in the air passage 7 for the air conditioner of the present embodiment, in the air flow direction, a blower 71, an evaporator 26, an air mix door 72, and a heater core 43 are sequentially provided.

[0103] The blower 71 includes a blower motor 71a and a blower fan 71b. The blower 71 is configured such that when the blower fan 71b is driven by the blower motor 71a, outside air or air inside the vehicle compartment flows into the air passage 7, and the air flows through the air passage 7. When heating or cooling of the vehicle compartment is required, the blower fan 71b is basically driven.

[0104] The air mix door 72 adjusts the flow rate of the air flowing through the heater core 43 among the air flowing through the air passage 7. The air mix door 72 is configured to be adjustable between a state where all the air flowing through the air passage 7 flows through the heater core 43, a state where all the air flowing through the air passage 7 does not flow through the heater core 43, and a state therebetween.

[0105] In the air passage 7 configured as described above, when the blower 71 is driven and the refrigerant circulates in the evaporator 26, the air flowing through the air passage 7 is cooled. Further, when the blower 71 is driven and the cooling water circulates in the heater core 43 and the air mix door 72 is controlled such that the air flows through the heater core 43, the air flowing through the air passage 7 is heated.

[0106] In addition, as Figure 1 shown, the low-temperature radiator 32, the high-temperature radiator 42, and the internal combustion engine radiator 53 are arranged inside the front grille of the vehicle 100. Therefore, when the vehicle 100 is running, the running wind blows on these radiators 32, 42, 53. Further, a fan 76 is provided adjacent to these radiators 32, 42, 53. The fan 76 is configured such that when driven, the wind blows on the radiators 32, 42, 53. Therefore, even when the vehicle 100 is not running, by driving the fan 76, the wind can be made to blow on the radiators 32, 42, 53.

[0107] 《Control Device》

[0108] Referring to Figure 2 , the control device 6 includes an electronic control unit (ECU) 61. The ECU 61 includes a processor that performs various operations, a memory that stores programs and various information, and an interface that is connected to various actuators and various sensors.

[0109] In addition, the control device 6 has a first water temperature sensor 62, which is provided in the basic flow path 5a of the internal combustion engine or the bypass flow path 5c of the internal combustion engine and detects the temperature of the cooling water in the heat circuit 5 of the internal combustion engine, particularly the temperature of the cooling water flowing out of the internal combustion engine heat exchanger 52. Further, the control device 6 has a second water temperature sensor 63, which is provided in the core inflow passage 4a3 and detects the temperature of the cooling water flowing into the heater core 43. The ECU 61 is connected to these sensors, and the output signals from these sensors are input to the ECU 61.

[0110] In addition, the control device 6 has an in-vehicle temperature sensor 66 that detects the temperature inside the vehicle 100, an outside air temperature sensor 67 that detects the temperature outside the vehicle 100, and an operation panel 68 operated by the user. The ECU 61 is connected to these sensors and the operation panel 68, and the output signals from these sensors and the operation panel 68 are input to the ECU 61.

[0111] The ECU 61 determines the presence or absence of a cooling requirement and a heating requirement based on the output signals from the sensors 66, 67 and the operation panel 68. For example, when the user turns on the heating switch of the operation panel 68, the ECU 61 determines that heating is required. Further, when the user turns on the automatic switch of the operation panel 68, for example, when the in-vehicle temperature set by the user is higher than the temperature detected by the in-vehicle temperature sensor 66, the ECU 61 determines that heating is required.

[0112] In addition, the ECU 61 is connected to various actuators of the in-vehicle temperature control system 1 to control these actuators. Specifically, the ECU 61 is connected to the compressor 21, the electromagnetic control valves 28, 29, the pumps 31, 41, 51, the three-way valves 33, 34, 44, 45, the blower motor 71a, the air mix door 72 and the fan 76 to control them. Therefore, the ECU 61 functions as a control device for controlling the flow state of the heat medium (refrigerant and cooling water) in the refrigeration circuit 2, the low-temperature circuit 3, and the high-temperature circuit 4 (including the heat circuit 5 of the internal combustion engine).

[0113] <Operation of the in-vehicle temperature control system>

[0114] Next, with reference to Figures 5 to 8 , the flow state of the heat medium (refrigerant and cooling water) when heating is required for the in-vehicle temperature control system 1 will be described. In Figures 5 to 8 , the flow paths through which the refrigerant and the cooling water flow are represented by solid lines, and the flow paths through which the refrigerant and the cooling water do not flow are represented by dashed lines. In addition, the thin arrows in the figure indicate the flow direction of the refrigerant and the cooling water, and the thick arrows in the figure indicate the heat transfer direction.

[0115] <<First heating mode>>

[0116] Figure 5 Shows the flow state of the heat medium in the in-vehicle temperature control system 1 when there is a heating requirement and the internal combustion engine 110 is stopped (first heating mode). In the first heating mode, the heater core 43 is heated by using the heat obtained from the refrigeration circuit 2 instead of the heat obtained from the internal combustion engine 110.

[0117] As Figure 5 shown, in the first heating mode, the compressor 21 of the refrigeration circuit 2 operates, and the first electromagnetic regulating valve 28 is closed and the second electromagnetic regulating valve 29 is opened. Therefore, in the refrigeration circuit 2, the refrigerant circulates through the cooler 27 without passing through the evaporator 26. In addition, in the first heating mode, in order to also perform dehumidification, the first electromagnetic regulating valve 28 can also be opened to allow the refrigerant to flow to the evaporator 26 as well.

[0118] In addition, in the first heating mode, the first pump 31 of the low-temperature circuit 3 operates. In addition, in the first heating mode, the first three-way valve 33 is set so that the cooling water flows to the battery heat exchanger 35, and the second three-way valve 34 is set so that the cooling water flows to both the low-temperature radiator flow path 3b and the heating device flow path 3c. As a result, in the low-temperature circuit 3, the cooling water circulates through the cooling water pipe 27b of the cooler 27, the low-temperature radiator 32, the battery heat exchanger 35, the PCU heat exchanger 36, and the MG heat exchanger 37. In addition, in the first heating mode, according to the necessity of cooling the battery 120, the PCU 118, and the MG 112, the first three-way valve 33 can also be set so that the cooling water flows to the battery bypass flow path 3d, and the second three-way valve 34 can also be set so that the cooling water flows only to either the low-temperature radiator flow path 3b or the heating device flow path 3c.

[0119] Moreover, in the first heating mode, the second pump 41 of the high-temperature circuit 4 operates. In addition, in the first heating mode, the third three-way valve 44 is set to the first state so that the cooling water flows into the heater core 43, and the fourth three-way valve 45 is set to the first state ( Figure 3A ) so that the cooling water flows into the condenser inflow path 4b1. As a result, in the high-temperature circuit 4, the cooling water circulates through the heater core 43 and the cooling water pipe 22b of the condenser 22. In other words, in the high-temperature circuit 4, the cooling water does not flow into the heater core 43 from the internal combustion engine heat circuit 5 but from the condenser 22 into the heater core 43.

[0120] As a result, in the first heating mode, in the low-temperature circuit 3, in the low-temperature radiator 32, the cooling water absorbs heat from the outside air, and depending on the situation, in the battery heat exchanger 35, the PCU heat exchanger 36, and the MG heat exchanger 37, the cooling water absorbs heat from the battery 120, the PCU 118, and the MG 112, respectively. Also, in the chiller 27, heat moves from the cooling water in the low-temperature circuit 3 to the refrigerant. In the refrigeration circuit 2, in the chiller 27, the refrigerant absorbs heat, and in the condenser 22, heat moves from the refrigerant to the cooling water in the high-temperature circuit 4. Therefore, the refrigeration circuit 2 functions as a heat pump that releases the heat absorbed in the chiller 27 and the like in the condenser 22.

[0121] Also, in the first heating mode, in the high-temperature circuit 4, in the condenser 22, the cooling water in the high-temperature circuit 4 absorbs heat and releases this heat in the heater core 43. Therefore, in the first heating mode, heat is absorbed from the outside air in the low-temperature radiator 32, and depending on the situation, heat is absorbed from the battery 120, the PCU 118, and the MG 112 in the battery heat exchanger 35, the PCU heat exchanger 36, and the MG heat exchanger 37, respectively, and this heat is released in the heater core 43. In other words, the heater core 43 performs heating using the heat obtained through the refrigeration cycle.

[0122] 《Second Heating Mode》

[0123] Figure 6 Shows the flow state of the heat medium in the in-vehicle temperature control system 1 (second heating mode) when there is a heating requirement and the internal combustion engine 110 is operating. In particular, in the second heating mode, the heater core 43 is heated using the heat obtained from the internal combustion engine 110 instead of the heat obtained from the refrigeration circuit 2. In this case, since the vehicle 100 is basically driven by the internal combustion engine 110, cooling of the MG 112 and the like can be substantially not performed.

[0124] As Figure 6 shown, in the second heating mode, the compressor 21 and the first pump 31 of the refrigeration circuit 2 stop. Therefore, the refrigerant does not circulate in the refrigeration circuit 2, and also, the cooling water does not circulate in the low-temperature circuit 3.

[0125] In addition, in the second heating mode, the first pump 31 can also operate. In this case, the cooling water circulates through the low-temperature radiator 32 and the battery heat exchanger 35, or the cooling water circulates through the low-temperature radiator 32, the battery heat exchanger 35, the PCU heat exchanger 36, and the MG heat exchanger 37. As a result, in the battery heat exchanger 35, the PCU heat exchanger 36, and the MG heat exchanger 37, the cooling water absorbs heat from the battery 120, the PCU 118, and the MG 112, and this heat is released to the atmosphere in the low-temperature radiator 32.

[0126] In addition, in the second heating mode, the second pump 41 of the high-temperature circuit 4 stops, and the third pump 51 of the internal combustion engine heat circuit 5 operates. In addition, the third three-way valve 44 is set to the first state so that the cooling water flows into the heater core 43, and the fourth three-way valve 45 is set to the second state ( Figure 3B ) so that the cooling water flows into the internal combustion engine heat circuit 5. As a result, in the high-temperature circuit 4, the cooling water circulates through the internal combustion engine heat circuit 5 and the heater core 43 by means of the third pump 51. In other words, in the high-temperature circuit 4, the heat medium does not flow from the condenser 22 into the heater core 43 but from the internal combustion engine heat circuit 5 into the heater core 43. In addition, in Figure 6 the example shown, the cooling water does not flow through the internal combustion engine radiator flow path 5b, but the thermostat 54 is opened according to the temperature of the cooling water in the internal combustion engine heat circuit 5, and the cooling water also flows to the internal combustion engine radiator flow path 5b.

[0127] As a result, in the second heating mode, heat is absorbed from the internal combustion engine 110 in the internal combustion engine heat exchanger 52, and this heat is released in the heater core 43. Therefore, the heater core 43 performs heating using the heat obtained from the internal combustion engine 110. In addition, in the second heating mode, the refrigerant does not circulate in the refrigeration circuit 2, so heat dissipation from the refrigerant to the cooling water in the high-temperature circuit 4 does not occur in the condenser 22, and thus the refrigeration circuit 2 does not function as a heat pump.

[0128] In this way, in the present embodiment, by simply switching the fourth three-way valve 45, the inflow source of the cooling water to the heater core 43 can be switched between the condenser 22 and the internal combustion engine heat circuit 5, and thus it is possible to simply switch between heating using the refrigeration cycle (heat pump) and heating using the exhaust heat of the internal combustion engine 110. Therefore, according to the in-vehicle temperature control system 1 of the present embodiment, heating in two modes can be performed with a simple configuration.

[0129] 《Transitional Mode (Changeover Mode)》

[0130] Next, the change in the flow state of the heat medium in the in-vehicle temperature control system 1 during the period when the flow state of the heat medium in the in-vehicle temperature control system 1 changes from Figure 5 the first heating mode shown to Figure 6 the second heating mode shown will be described. In particular, in the present embodiment, during the change from the first heating mode to the second heating mode, the flow state changes in the order of the first transitional mode, the second transitional mode, and the third transitional mode.

[0131] Figure 7 The flow state of the heat medium in the in-vehicle temperature control system 1 in the first transitional mode is shown. Figure 7 The first transitional mode shown is the flow state adopted when the stopped internal combustion engine 110 is cold-started.

[0132] From Figure 7 it can be seen that in the first transition mode, the vehicle temperature control system 1 operates substantially in the same manner as in the first heating mode. Therefore, in the high-temperature circuit 4, the second pump 41 operates, the third three-way valve 44 is set to the first state, and the fourth three-way valve 45 is set to the first state ( Figure 3A ). As a result, the cooling water absorbs heat in the condenser 22 and releases the heat in the heater core 43.

[0133] In addition, in the first transition mode, as the internal combustion engine 110 operates, the third pump 51 in the internal combustion engine heat circuit 5 operates. Therefore, the cooling water circulates within the internal combustion engine heat circuit 5. However, since the fourth three-way valve 45 is set to the first state ( Figure 3A ), the cooling water does not flow from the internal combustion engine inflow passage 4b2 into the internal combustion engine heat circuit 5, and thus the cooling water does not flow out from the internal combustion engine heat circuit 5 into the internal combustion engine outflow passage 4a2.

[0134] If the cooling water circulates within the internal combustion engine heat circuit 5 as the internal combustion engine 110 operates, heat is absorbed from the internal combustion engine 110 in the internal combustion engine heat exchanger 52. Therefore, the temperature of the cooling water in the internal combustion engine heat circuit 5, which is low before the operation of the internal combustion engine 110, gradually rises. On the other hand, the cooling water does not flow through the internal combustion engine outflow passage 4a2 and the internal combustion engine inflow passage 4b2. Therefore, the temperature of the cooling water in the internal combustion engine outflow passage 4a2 and the internal combustion engine inflow passage 4b2 is maintained at a low temperature.

[0135] Figure 8 Shows the flow state of the heat medium in the vehicle temperature control system 1 in the second transition mode. The second transition mode is a flow state adopted after the temperature of the cooling water in the internal combustion engine heat circuit 5 has risen to a certain extent through the first transition mode.

[0136] In the second transition mode, in the refrigeration circuit 2, the refrigerant circulates in the same manner as in the first heating mode. In addition, in the second transition mode, the first pump 31 in the low-temperature circuit 3 operates. Further, in the second transition mode, the first three-way valve 33 is set so that the cooling water flows through the battery bypass passage 3d, and the second three-way valve 34 is set so that the cooling water flows through the low-temperature radiator passage 3b. As a result, in the low-temperature circuit 3, the cooling water circulates through the cooling water pipe 27b of the cooler 27 and the low-temperature radiator 32. This is because: since the vehicle 100 is driven by the internal combustion engine 110, there is no need to drive the vehicle 100 by the MG112, and thus there is substantially no heat generation in the PCU118, the MG112, and the battery 120, and therefore there is no need to cool them.

[0137] In addition, in the second transition mode, the second pump 41 of the high-temperature circuit 4 operates. Further, in the second transition mode, the third three-way valve 44 is set to the first state so that the cooling water flows into the heater core 43, and the fourth three-way valve 45 is set so that the cooling water flows into both the condenser inflow passage 4b1 and the internal combustion engine inflow passage 4b2. In particular, the fourth three-way valve 45 is set to the third state so that the inflow ratio into the condenser inflow passage 4b1 is larger than the inflow ratio into the internal combustion engine inflow passage 4b2.

[0138] Therefore, in the second transition mode, a part of the cooling water flowing out from the heater core 43 flows into the condenser inflow passage 4b1, and the remaining part flows into the internal combustion engine inflow passage 4b2. At this time, the flow rate of the cooling water flowing into the condenser inflow passage 4b1 is larger than the flow rate of the cooling water flowing into the internal combustion engine inflow passage 4b2. As a result, in the second transition mode, the cooling water flows from the condenser 22 through the condenser outflow passage 4a1 into the heater core 43, and the cooling water flows from the internal combustion engine heat circuit 5 through the internal combustion engine outflow passage 4a2 into the heater core 43. At this time, the flow rate of the cooling water flowing into the heater core 43 from the condenser 22 is larger than the flow rate of the cooling water flowing into the heater core 43 from the internal combustion engine heat circuit 5.

[0139] As a result, a large amount of the cooling water heated in the condenser 22 flows into the heater core 43. In addition, the relatively low-temperature cooling water staying in the internal combustion engine outflow passage 4a2 and the cooling water not sufficiently heated in the internal combustion engine heat circuit 5 flow into the heater core 43. However, since the amount of the cooling water flowing in from the internal combustion engine heat circuit 5 through the internal combustion engine outflow passage 4a2 is small, even if the cooling water heated in the condenser 22 merges with the cooling water coming through the internal combustion engine outflow passage 4a2, its temperature does not decrease much. Therefore, also in the second transition mode, relatively high-temperature cooling water flows into the heater core 43, and thus heating can be effectively performed.

[0140] The third transition mode basically becomes the same flow state of the heat medium as that of the second transition mode. However, in the third transition mode, the fourth three-way valve 45 of the high-temperature circuit 4 is set to the fourth state so that the inflow ratio into the internal combustion engine inflow passage 4b2 is larger than the inflow ratio into the condenser inflow passage 4b1.

[0141] Therefore, also in the third transition mode, a part of the cooling water flowing out from the heater core 43 flows into the condenser inflow passage 4b1, and the remaining part flows into the internal combustion engine inflow passage 4b2. At this time, the flow rate of the cooling water flowing into the internal combustion engine inflow passage 4b2 is larger than the flow rate of the cooling water flowing into the condenser inflow passage 4b1. As a result, in the third transition mode, the cooling water flows from the condenser 22 through the condenser outflow passage 4a1 into the heater core 43, and also flows from the internal combustion engine heat circuit 5 through the internal combustion engine outflow passage 4a2 into the heater core 43. At this time, the flow rate of the cooling water flowing into the heater core 43 from the internal combustion engine heat circuit 5 is larger than the flow rate of the cooling water flowing into the heater core 43 from the condenser 22.

[0142] As a result, a small amount of the high-temperature cooling water heated in the condenser 22 flows into the heater core 43. In addition, a large amount of the cooling water in the internal combustion engine heat circuit 5 flows into the heater core 43. At this time, the cooling water in the internal combustion engine heat circuit 5 is heated to a certain extent by the internal combustion engine 110 via the internal combustion engine heat exchanger 52, and the relatively high-temperature cooling water also flows to the internal combustion engine outflow passage 4a2. Therefore, the temperature of the cooling water flowing into the heater core 43 from the internal combustion engine heat circuit 5 through the internal combustion engine outflow passage 4a2 is not very low. However, this cooling water is not at a high temperature sufficient to perform heating in the heater core 43. In the third transition mode, such cooling water merges with the cooling water heated by the condenser 22, so that the cooling water at a high temperature sufficient to perform heating flows into the heater core 43.

[0143] Therefore, in the present embodiment, when switching the flow state from the first heating mode to the second heating mode by switching the fourth three-way valve 45 from the first state ( Figure 3A ) to the second state ( Figure 3B ), the fourth three-way valve 45 is controlled such that the ratio of the flow rate of the cooling water flowing out from the internal combustion engine heat circuit 5 to the flow rate of the cooling water flowing out from the condenser 22 in the cooling water flowing into the heater core 43 increases in four levels (in the order of the first heating mode, the second transition mode, the third transition mode, and the second heating mode). As a result, as described above, when switching the flow state, it is possible to suppress the excessive cooling of the cooling water flowing into the heater core 43 due to the low-temperature cooling water staying in the internal combustion engine outflow passage 4a2, and thus it is possible to suppress the temporary reduction of the heating effect of the heater core 43.

[0144] In addition, in the present embodiment, when switching the flow state from the first heating mode to the second heating mode, the ratio of the flow rate of the cooling water changes in four levels. However, as described above, in the case where a regulating valve capable of regulating the ratio of the flow rate of the cooling water in more than four levels or continuously is provided instead of the fourth three-way valve 45, when switching the flow state from the first heating mode to the second heating mode, the ratio of the flow rate of the cooling water may also change in more than four levels or continuously.

[0145] <Control of the three-way valve>

[0146] As described above, the control of the fourth three-way valve 45 is performed by the ECU 61. Basically, when the first heating condition for heating the heater core 43 with the heat obtained from the refrigeration cycle is satisfied, the ECU 61 controls the flow state of the heat medium in the vehicle temperature control system 1 to the first heating mode described above. The first heating condition is satisfied, for example, when the internal combustion engine 110 is stopped, and when the temperature of the cooling water in the internal combustion engine heat circuit 5 is less than the reference temperature (for example, 50°C) even when the internal combustion engine 110 is operating.

[0147] In addition, when the second heating condition for heating the heater core 43 with the heat obtained from the internal combustion engine 110 is satisfied, the ECU 61 controls the flow state of the heat medium in the vehicle temperature control system 1 to the second heating mode described above. The second heating condition is satisfied, for example, when the internal combustion engine 110 is operating and the temperature of the cooling water in the internal combustion engine heat circuit 5 is equal to or higher than the reference temperature.

[0148] However, even when the second heating condition is satisfied while the operating mode of the vehicle temperature control system 1 is in the first heating mode, the ECU 61 does not immediately switch the flow state of the heat medium in the vehicle temperature control system 1 to the second heating mode but switches it step by step. Hereinafter, with reference to Figure 9 , the switching control of the fourth three-way valve 45 using the ECU 61 will be described. Figure 9 is a flowchart showing the process of switching the fourth three-way valve 45 using the ECU 61. The illustrated switching process is executed at regular time intervals.

[0149] First, the ECU 61 determines whether the switching permission flag is set to ON (step S11). The switching permission flag is a flag that is set to ON (activated) when there is a heating requirement and the flow state of the heat medium in the vehicle temperature control system 1 is in the first heating mode, the stopped internal combustion engine 110 starts, and the temperature of the cooling water in the internal combustion engine heat circuit 5 becomes equal to or higher than a predetermined switching start temperature (for example, 50°C). Therefore, when the switching permission flag is switched from OFF (deactivated) to ON, the flow state of the heat medium in the vehicle temperature control system 1 becomes the first transition mode. The temperature of the cooling water in the internal combustion engine heat circuit 5 is detected by the first water temperature sensor 62. In step S11, if it is determined that the switching permission flag is not set to ON, the switching of the fourth three-way valve 45 in this switching process is not performed.

[0150] When it is determined in step S11 that the switching permission flag is set to ON, the ECU 61 determines whether the switching completion flag is set to ON (step S12). When the switching of the fourth three-way valve 45 is completed, the switching completion flag is set to ON. Further, for example, when the second heating condition no longer holds due to the stop of the internal combustion engine 110, the decrease in the temperature of the cooling water in the internal combustion engine heat circuit 5, etc., the switching completion flag is set to OFF.

[0151] When it is determined in step S12 that the switching completion flag is set to OFF, the ECU 61 determines whether the temperature difference ΔTw obtained by subtracting the temperature of the cooling water flowing into the heater core 43 from the temperature of the cooling water in the internal combustion engine heat circuit 5 is equal to or higher than the first reference value Tref1 (step S13). The temperature of the cooling water in the internal combustion engine heat circuit 5 is detected by the first water temperature sensor 62, and the temperature of the cooling water flowing into the heater core 43 is detected by the second water temperature sensor 63. Further, the first reference value Tref1 is, for example, a temperature at which if the temperature difference further increases, the low-temperature cooling water flows into the heater core 43 and the heating effect deteriorates, for example, 10°C. In addition, from the viewpoint of the heating effect, it is preferable that the first reference value Tref1 be small, but if it is too small, the stop timing of the compressor 21 of the refrigeration circuit 2 is delayed, so it is determined through experiments in consideration of these factors.

[0152] When it is determined in step S13 that the temperature difference ΔTw is equal to or higher than the first reference value Tref1, that is, when the temperature of the cooling water flowing into the heater core 43 is low, the ECU 61 sets the operating state of the fourth three-way valve 45 to the third state (step S14). Therefore, the fourth three-way valve 45 is set such that the opening degree of the condenser inflow passage 4b1 is larger than the opening degree of the internal combustion engine inflow passage 4b2. As a result, the flow state of the heat medium in the in-vehicle temperature control system 1 becomes the second transition mode.

[0153] On the other hand, when it is determined in step S13 that the temperature difference ΔTw is less than the first reference value Tref1, the ECU 61 determines whether the temperature difference ΔTw is less than or equal to the second reference value Tref2 (step S15). The second reference value Tref2 is a temperature lower than the first reference value Tref1, for example, 5°C. Similarly, from the viewpoint of the heating effect, it is preferable that the second reference value Tref2 be small, but if it is too small, the stop timing of the compressor 21 of the refrigeration circuit 2 is delayed. Therefore, it is determined through experiments considering these factors. When it is determined in step S15 that the temperature difference ΔTw is greater than or equal to the second reference value Tref2, that is, when the temperature of the cooling water flowing into the heater core 43 is slightly low, the ECU 61 sets the operating state of the fourth three-way valve 45 to the fourth state (step S16). Therefore, the fourth three-way valve 45 is set such that the opening degree of the condenser inflow passage 4b1 is smaller than the opening degree of the internal combustion engine inflow passage 4b2. As a result, the flow state of the heat medium in the in-vehicle temperature control system 1 becomes the third transition mode. On the other hand, when it is determined in step S15 that the temperature difference ΔTw is less than the second reference value Tref2, the ECU 61 sets the switching completion flag to on (step S17).

[0154] If the switching completion flag is set to on in step S17, then in the next switching process, when it is determined in step S12 that the switching completion flag is set to on, the ECU 61 sets the operating state of the fourth three-way valve 45 to the second state (step S18). Therefore, the fourth three-way valve 45 is set such that the opening degree of the condenser inflow passage 4b1 becomes fully closed and the opening degree of the internal combustion engine inflow passage 4b2 becomes fully open. As a result, the flow state of the heat medium in the in-vehicle temperature control system 1 becomes the second heating mode. Then, the switching permission flag and the switching completion flag are set to off (step S19). Then, during the period when the second heating condition for heating the heater core 43 using the heat obtained from the internal combustion engine 110 is satisfied, the operating state of the fourth three-way valve 45 continues to be set to the second state.

[0155] As described above, in the present embodiment, the operating state of the fourth three-way valve 45 is switched step by step according to the temperature difference ΔTw between the temperature of the cooling water at the inlet of the heater core 43 and the temperature of the cooling water in the internal combustion engine heat circuit 5. Specifically, the fourth three-way valve 45 is controlled such that the ratio of the flow rate of the cooling water flowing out of the internal combustion engine heat circuit 5 in the cooling water flowing into the heater core 43 to the flow rate of the cooling water flowing out of the condenser 22 gradually increases as the temperature difference ΔTw becomes smaller. In this way, by controlling the fourth three-way valve 45 according to the temperature of the cooling water, it is possible to switch the heating mode while appropriately maintaining the heating effect of the heater core 43. In addition, in order to reduce the short-term variation of the heating effect, it is preferable that the first reference value Tref1 and the second reference value Tref2 are small. However, if the first reference value Tref1 and the second reference value Tref2 are too small, the refrigeration circuit 2 stops being delayed and the power consumption increases. Therefore, considering these, the first reference value Tref1 and the second reference value Tref2 are determined through experiments.

[0156] In addition, in the present embodiment, the fourth three-way valve 45 is controlled based on the temperature difference ΔTw between the temperature of the cooling water at the inlet of the heater core 43 and the temperature of the cooling water in the internal combustion engine heat circuit 5. However, as long as the heating effect of the heater core 43 can be appropriately maintained, instead of the temperature difference ΔTw, the fourth three-way valve 45 can also be controlled based on the temperature of the cooling water flowing into the heater core 43, the elapsed time since the start of the switching of the heating mode, and the like.

[0157] <Modification Example>

[0158] Next, with reference to Figures 10 to 12 , a modification example of the in-vehicle temperature control system 1 will be described. Figure 10 FIG. is a schematic configuration diagram of the in-vehicle temperature control system 1 according to the first modification example. As Figure 10 shown, the in-vehicle temperature control system 1 according to the first modification example has substantially the same configuration as the in-vehicle temperature control system 1 of the above-described embodiment except for the arrangement of the fourth three-way valve 45'.

[0159] From Figure 10 it can be seen that in the first modification example, the fourth three-way valve 45' is provided at the connection portion of the condenser outflow passage 4a1, the internal combustion engine outflow passage 4a2, and the core inflow passage 4a3. Therefore, the cooling water flowing out of the condenser 22 and the internal combustion engine heat circuit 5 flows into the fourth three-way valve 45', and the flowing cooling water flows out to the core inflow passage 4a3.

[0160] Figures 11A to 11D FIG. is a schematic diagram showing different operating states of the fourth three-way valve 45' of this modification example. As Figures 11A to 11DAs shown, the fourth three-way valve 45' of this modification has substantially the same configuration as the fourth three-way valve of the above-described embodiment. However, in this modification, the outlet X communicates with the core inflow passage (sixth passage) 4a3 that communicates with the heater core 43, and the first inlet Y communicates with the condenser outflow passage (fourth passage) 4a1 that communicates with the outlet of the condenser 22, and the second inlet Z communicates with the internal combustion engine outflow passage (fifth passage) 4a2.

[0161] Therefore, when the fourth three-way valve 45' is in Figure 11A the first state shown, the cooling water flowing out from the condenser 22 flows into the heater core 43. In addition, when the fourth three-way valve 45' is in Figure 11B the second state shown, the cooling water flowing out from the internal combustion engine heat circuit 5 flows into the heater core 43. In addition, when the fourth three-way valve 45' is in Figure 11C the third state shown, the cooling water flowing out from both the condenser 22 and the internal combustion engine heat circuit 5 flows into the heater core 43, but more cooling water flows out from the condenser 22. Moreover, when the fourth three-way valve 45' is in Figure 11D the fourth state shown, similarly, the cooling water flowing out from both the condenser 22 and the internal combustion engine heat circuit 5 flows into the heater core 43, but more cooling water flows out from the internal combustion engine heat circuit 5.

[0162] Therefore, in this modification, the fourth three-way valve 45' functions as a regulating valve to adjust the ratio of the flow rate of the cooling water flowing from the condenser outflow passage 4a1 into the core inflow passage 4a3 and the flow rate of the cooling water flowing from the internal combustion engine outflow passage 4a2 into the core inflow passage 4a3. Therefore, similarly in this modification, the fourth three-way valve 45' functions as a regulating valve that adjusts the ratio of the flow rate of the cooling water flowing out from the condenser 22 and flowing into the heater core 43 via the condenser outflow passage 4a1 and the flow rate of the cooling water flowing out from the internal combustion engine heat circuit 5 and flowing into the heater core 43 via the internal combustion engine outflow passage 4a2 among the cooling water flowing into the heater core 43.

[0163] In the vehicle temperature control system 1 of the first modification configured in this way, when switching to the heating mode, similarly to the above-described embodiment, the fourth three-way valve 45' is sequentially switched to the first state, the third state, the fourth state, and the second state.

[0164] Figure 12 is a schematic configuration diagram showing the vehicle temperature control system 1 of the second modification. As Figure 12 shown, the vehicle temperature control system 1 of the second modification has substantially the same configuration as the vehicle temperature control system 1 of the above-described embodiment except for the arrangement of the radiator inflow passage 4a4' and the third three-way valve 44'.

[0165] FromFigure 12 It can be seen that the radiator inflow passage 4a4' is not connected to the core inflow passage 4a3 but is connected to the condenser outflow passage 4a1. In addition, the third three-way valve 44' is provided at the branch portion from the condenser outflow passage 4a1 to the core inflow passage 4a3.

[0166] Similarly, in such a configuration, the fourth three-way valve 45 adjusts the ratio of the flow rate of the cooling water flowing into the heater core 43 that flows out from the condenser 22 and flows into the heater core 43 via the condenser outflow passage 4a1 and the flow rate of the cooling water flowing into the heater core 43 that flows out from the internal combustion engine heat circuit 5 and flows into the heater core 43 via the internal combustion engine outflow passage 4a2.

[0167] As described above, one embodiment and a modification example have been described, but the present invention is not limited to these embodiments, and various corrections and changes can be made within the scope of the claims.

Claims

1. A vehicle temperature control system having: A refrigeration circuit having an inter-medium heat exchanger that dissipates heat from a refrigerant to a heat medium to condense the refrigerant and an evaporator that absorbs heat from the refrigerant to evaporate the refrigerant, and configured to achieve a refrigeration cycle by circulating the refrigerant through the inter-medium heat exchanger and the evaporator; A heat circuit having a heater core for heating inside the vehicle compartment, the inter-medium heat exchanger, and an internal combustion engine heat circuit, and capable of circulating the heat medium through the heater core, the inter-medium heat exchanger, and the internal combustion engine heat circuit; And A control device that controls the flow state of the heat medium in the heat circuit; The internal combustion engine heat circuit allows the heat medium to flow through an internal combustion engine heat exchanger that exchanges heat with the internal combustion engine without passing through the heater core and the inter-medium heat exchanger; The heat circuit has: a first communication path that communicates with the internal combustion engine heat circuit on the downstream side of the internal combustion engine heat exchanger, the outlet of the inter-medium heat exchanger, and the inlet of the heater core, and allows the heat medium to flow from the internal combustion engine heat circuit and the inter-medium heat exchanger to the heater core; a second communication path that communicates with the internal combustion engine heat circuit on the upstream side of the internal combustion engine heat exchanger, the inlet of the inter-medium heat exchanger, and the outlet of the heater core, and allows the heat medium to flow from the heater core to the internal combustion engine heat circuit and the inter-medium heat exchanger; and a regulating valve that regulates the ratio of the flow rate of the heat medium flowing out of the inter-medium heat exchanger and flowing into the heater core via the first communication path to the flow rate of the heat medium flowing out of the internal combustion engine heat circuit and flowing into the heater core among the heat medium flowing into the heater core; When a first heating condition for using the heat obtained from the refrigeration cycle to heat using the heater core is satisfied, the control device controls the regulating valve to a first state in which the heat medium does not flow from the internal combustion engine heat circuit to the heater core but flows from the inter-medium heat exchanger to the heater core. When a second heating condition for using the heat obtained from the internal combustion engine to heat using the heater core is satisfied, the control device controls the regulating valve to a second state in which the heat medium does not flow from the inter-medium heat exchanger to the heater core but flows from the internal combustion engine heat circuit to the heater core. When the control device switches the regulating valve from the first state to the second state, the control device controls the regulating valve such that the ratio of the flow rate of the heat medium flowing out of the internal combustion engine heat circuit to the flow rate of the heat medium flowing out of the inter-medium heat exchanger among the heat medium flowing into the heater core increases stepwise or continuously. The second communication path has: a third path that communicates with the outlet of the heater core; and a first path and a second path that communicate with the third path and respectively communicate with the inlet of the inter-medium heat exchanger and the internal combustion engine heat circuit. The control valve is provided at the branch portion where the third passage branches into the first passage and the second passage, and is configured to adjust the ratio of the flow rate of the heat medium flowing from the third passage into the first passage to the flow rate of the heat medium flowing from the third passage into the second passage.

2. A vehicle temperature control system having: A refrigeration circuit having an inter-medium heat exchanger that dissipates heat from the refrigerant to the heat medium to condense the refrigerant and an evaporator that absorbs heat from the refrigerant to evaporate the refrigerant, and configured to achieve a refrigeration cycle by circulating the refrigerant through the inter-medium heat exchanger and the evaporator; A heat circuit having a heater core for heating the passenger compartment, the inter-medium heat exchanger, and an internal combustion engine heat circuit, and capable of circulating the heat medium through the heater core, the inter-medium heat exchanger, and the internal combustion engine heat circuit; And A control device that controls the flow state of the heat medium in the heat circuit; The internal combustion engine heat circuit allows the heat medium to flow through an internal combustion engine heat exchanger that exchanges heat with the internal combustion engine without passing through the heater core and the inter-medium heat exchanger; The heat circuit has: a first communication path that communicates with the internal combustion engine heat circuit on the downstream side of the internal combustion engine heat exchanger, the outlet of the inter-medium heat exchanger, and the inlet of the heater core, and allows the heat medium to flow from the internal combustion engine heat circuit and the inter-medium heat exchanger to the heater core; a second communication path that communicates with the internal combustion engine heat circuit on the upstream side of the internal combustion engine heat exchanger, the inlet of the inter-medium heat exchanger, and the outlet of the heater core, and allows the heat medium to flow from the heater core to the internal combustion engine heat circuit and the inter-medium heat exchanger; and a control valve that adjusts the ratio of the flow rate of the heat medium flowing out of the inter-medium heat exchanger and flowing into the heater core via the first communication path to the flow rate of the heat medium flowing out of the internal combustion engine heat circuit and flowing into the heater core via the first communication path among the heat medium flowing into the heater core; When a first heating condition for heating the heater core using the heat obtained from the refrigeration cycle is satisfied, the control device controls the control valve to a first state in which the heat medium does not flow from the internal combustion engine heat circuit into the heater core but flows from the inter-medium heat exchanger into the heater core, and when a second heating condition for heating the heater core using the heat obtained from the internal combustion engine is satisfied, the control device controls the control valve to a second state in which the heat medium does not flow from the inter-medium heat exchanger into the heater core but flows from the internal combustion engine heat circuit into the heater core; When the control device switches the control valve from the first state to the second state, the control device controls the control valve such that the ratio of the flow rate of the heat medium flowing out of the internal combustion engine heat circuit to the flow rate of the heat medium flowing out of the inter-medium heat exchanger among the heat medium flowing into the heater core increases stepwise or continuously. The first communication path has: a fourth path communicating with the outlet of the inter-medium heat exchanger; a fifth path communicating with the internal combustion engine heat circuit; and a sixth path communicating with the fourth path and the fifth path and communicating with the inlet of the heater core; The regulating valve is disposed at the communication part of the fourth path, the fifth path and the sixth path, and is configured to regulate the ratio of the flow rate of the heat medium flowing from the fourth path into the sixth path to the flow rate of the heat medium flowing from the fifth path into the sixth path.

3. The vehicle temperature control system according to claim 1 or 2, The control device controls the regulating valve such that as the difference between the temperature of the heat medium at the inlet of the heater core and the temperature of the heat medium in the internal combustion engine heat circuit becomes smaller, the ratio of the flow rate of the heat medium flowing out of the internal combustion engine heat circuit in the heat medium flowing into the heater core to the flow rate of the heat medium flowing out of the inter-medium heat exchanger becomes larger.

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