Vehicle temperature control system

Abstract

To suppress deterioration of heating capacity of a heater core.SOLUTION: An on-vehicle temperature control system 1 comprises: a heater core 43 which utilizes heat of a heat medium; an engine heat exchanger 52 which utilizes waste-heat of an internal combustion engine 110 to heat the heat medium; a capacitor 22 which utilizes heat other than the waste-heat of the internal combustion engine to heat the heat medium; a heat circuit where the heater core and the capacitor 22 are arranged in a flow channel; a communication flow channel which communicates the engine heat exchanger 52 with the heat circuit; and a circulation state switching mechanism which switches a circulation state of the heat medium between a first circulation state and a second circulation state. The first circulation state is given in which the heat medium circulates in the heater core and in a part of the heat circuit, and the second circulation state is given in which the heat medium does not circulate in the heater core and circulates in the part of the heat circuit. The heat circuit is arranged in a front side of a vehicle cabin, and the engine heat exchanger 52 is arranged in a rear side of the vehicle cabin.SELECTED DRAWING: Figure 3

Description

[Technical field]

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

[0002] There is known an in-vehicle temperature control system that uses a heater core provided in a thermal circuit of a vehicle to heat the interior of the vehicle. In particular, in such an in-vehicle temperature control system, it is known that a heat medium flowing into the heater core is heated by exhaust heat from an internal combustion engine and heat released in a condenser of a refrigeration circuit provided separately from the internal combustion engine (for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2009-180103 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in some vehicle designs, it may be necessary to mount the internal combustion engine and the heater core separately. In this case, the piping for the heat medium between the internal combustion engine and the heater core is long. Therefore, when the heat medium warmed by the internal combustion engine is flowed into the heater core, the cold heat medium remaining in the piping flows into the heater core first. As a result, the heating capacity of the heater core is low.

[0005] In particular, when the heat medium flowing into the heater core can be heated by the heat released in the condenser of the refrigeration circuit, a high-temperature heat medium can be supplied from the condenser to the heater core before the heat medium is heated by the internal combustion engine. Therefore, even though a high-temperature heat medium is supplied to the heater core and heating is performed before the heat medium warmed by the internal combustion engine is used, when the heat medium flowing from the internal combustion engine is started to be used, a cold heat medium temporarily flows into the heater core. As a result, the heating capacity is temporarily reduced.

[0006] In view of the above problems, an object of the present disclosure is to prevent a decrease in the heating capacity of the heater core due to the heat medium remaining in the heat medium piping between the internal combustion engine and the heater core flowing through the heater core. [Means for solving the problem]

[0007] The gist of the present disclosure is as follows.

[0008] (1) A heater core used to heat a vehicle interior by utilizing heat of a heat medium, a first heating section that utilizes exhaust heat from an internal combustion engine to heat the heat medium, a second heating section that utilizes heat other than the exhaust heat from the internal combustion engine to heat the heat medium, a thermal circuit having the heater core and the second heating section in a flow path, a communication flow path that connects the first heating section to the thermal circuit, a flow state switching mechanism that switches a flow state of the heat medium between the heater core, the first heating section, and the second heating section between a first flow state and a second flow state, and a control device that controls the flow state switching mechanism. and a device, wherein in the first flow state, at least a portion of the heat medium heated by the first heating unit flows through a portion of the heat circuit while flowing through the heater core, and in the second flow state, at least a portion of the heat medium heated by the first heating unit flows through a portion of the heat circuit without flowing through the heater core, the heat circuit is disposed on a first side of the passenger compartment in a front-to-rear direction of the vehicle, and the first heating unit is disposed on a second side opposite the first side in the front-to-rear direction of the vehicle. (2) The vehicle-mounted temperature control system according to (1) above, wherein the first side of the vehicle compartment is a rear side of the vehicle compartment, and the second side of the vehicle compartment is a front side of the vehicle compartment. (3) The control device, when heating of the vehicle cabin is required, controls the flow state switching mechanism to switch the flow state of the heat medium between the second flow state and the first flow state in that order. (4) The in-vehicle temperature control system according to any one of (1) to (3) above, wherein the flow state switching mechanism switches the flow state of the heat medium among the first flow state, the second flow state, and the third flow state, and in the third flow state, the heat medium does not flow from the first heating section into the thermal circuit, and the heat medium heated by the second heating section in the thermal circuit flows through the heater core. (5) The in-vehicle temperature control system described in (4) above, wherein the direction in which the heat medium heated by the first heating unit flows through the thermal circuit when the flow state is in the third flow state is opposite to the direction in which the heat medium heated by the first heating unit flows through the thermal circuit when the flow state is in the second flow state. (6) The vehicle-mounted temperature control system according to (4) or (5) above, further comprising an engine thermal circuit configured so that at least a portion of the heat medium flowing out of the first heating section can flow back into the first heating section without circulating through the thermal circuit, and in the third flow state, the heat medium heated by the first heating section circulates only within the engine thermal circuit. (7) The control device, when heating of the vehicle cabin is required, controls the flow state switching mechanism to switch the flow state of the heat medium in the order of the third flow state, the second flow state, and the first flow state. The vehicle temperature control system described in any one of (4) to (6) above. (8) The vehicle-mounted temperature control system according to any one of (1) to (7) above, further comprising a refrigeration circuit, and the second heating section heats the heat medium by utilizing heat of a condenser of the refrigeration circuit. (9) The vehicle temperature control system according to any one of (1) to (8) above, wherein the thermal circuit includes a radiator arranged in parallel with the heater core for the second heating section, and is configured to be able to adjust the flow rate of the heat medium flowing through the heater core and the radiator. Effect of the Invention

[0009] According to the present disclosure, a reduction in the heating capacity of the heater core is suppressed, which would otherwise be caused by the heat medium remaining in the heat medium piping between the internal combustion engine and the heater core flowing through the heater core. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram illustrating a schematic configuration of a vehicle equipped with an in-vehicle temperature regulation system according to one embodiment. [Diagram 2] FIG. 2 is a diagram showing a schematic configuration of another vehicle equipped with an in-vehicle temperature regulation system according to an embodiment. [Diagram 3] FIG. 3 is a schematic diagram showing a configuration of an in-vehicle temperature adjustment system according to one embodiment. [Figure 4] FIG. 4 is a schematic diagram showing an air passage for air conditioning of a vehicle equipped with an in-vehicle temperature regulation system. [Diagram 5] FIG. 5 shows the flow state of the heat medium in the vehicle temperature regulation system (first stop mode) when neither cooling nor heating of the vehicle interior is required and cooling of heat-generating devices such as the battery is required. [Figure 6] FIG. 6 shows the flow state of the heat medium in the vehicle temperature regulation system (second stop mode) when neither cooling nor heating of the vehicle interior is required and rapid cooling of heat-generating equipment is required. [Figure 7] FIG. 7 shows the flow state of the heat medium in the vehicle-mounted temperature adjustment system when cooling of the vehicle cabin is required and cooling of heat-generating equipment is also required (first cooling mode). [Figure 8]FIG. 8 shows the flow state of the heat medium in the vehicle-mounted temperature adjustment system (second cooling mode) when cooling of the vehicle interior is required and rapid cooling of heat-generating equipment is necessary. [Figure 9] FIG. 9 shows the flow state of the heat medium in the vehicle-mounted temperature regulation system when heating of the vehicle compartment is required and the internal combustion engine is operating (first heating mode). [Figure 10] FIG. 10 shows the flow state of the heat medium in the vehicle temperature regulation system when heating of the vehicle compartment is required and the internal combustion engine is stopped (fourth heating mode). [Figure 11] FIG. 11 shows the flow state of the heat medium in the vehicle-mounted temperature regulation system during cold start of the internal combustion engine (third heating mode). [Figure 12] FIG. 12 shows the flow state of the heat medium in the vehicle temperature regulation system during cold start of the internal combustion engine (second heating mode). [Figure 13] FIG. 13 is a time chart showing the transition of various parameters when the internal combustion engine is cold started in a state in which heating of the passenger compartment is required. [Figure 14] FIG. 14 is a flowchart of a control routine for controlling the flow state of the heat medium in the vehicle temperature adjustment system. [Figure 15] FIG. 15 is a flowchart showing a control routine for the heating control executed in step S12 of FIG. [Figure 16] FIG. 16 is a schematic diagram of an in-vehicle temperature adjustment system showing an example of a high-temperature circuit 4 having a different configuration. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, the embodiments will be described in detail with reference to the drawings. In the following description, like elements are designated by like reference numerals.

[0012] <Vehicle configuration> Fig. 1 is a diagram that shows a schematic configuration of a vehicle 100 equipped with an in-vehicle temperature adjustment system 1 according to one embodiment. In Fig. 1, the left side shows the front of the vehicle 100, and the right side shows the rear of the vehicle 100. As shown in Fig. 1, the vehicle 100 includes an internal combustion engine 110, a motor generator (MG) 112, and a power split mechanism 116. In addition, the vehicle 100 includes a power control unit (PCU) 118 that is electrically connected to the MG 112, and a battery 120 that is electrically connected to the PCU 118.

[0013] The internal combustion engine 110 is a prime mover that burns fuel inside the engine and converts the thermal energy of the combustion gas into mechanical energy. The internal combustion engine 110 is connected to a power split mechanism 116, and the output of the internal combustion engine 110 is used to drive the vehicle 100 and generate electricity in the MG 112.

[0014] The MG 112 functions as an electric motor and a generator. The MG 112 is connected to the power split mechanism 116, and is used to drive the vehicle 100 and to perform regeneration when braking the vehicle 100. Note that, in this embodiment, the MG 112 having a power generating function is used as the motor that drives the vehicle 100, but a motor without a power generating function may also be used.

[0015] The PCU 118 is connected between the 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 a motor, a boost converter for controlling voltage, and a DC-DC converter for stepping down a high voltage. The battery 120 is connected to the PCU 118 and the MG 112, and supplies power for driving the vehicle 100 to the MG 112.

[0016] In this embodiment, the internal combustion engine 110, the MG 112, and the PCU 118 are disposed at the rear of the vehicle 100, that is, behind the passenger compartment. On the other hand, the battery 120 is disposed in the center of the vehicle 100, that is, below the passenger compartment.

[0017] The vehicle 100 may be any type of vehicle provided with the internal combustion engine 110 and the MG (or motor) 112. Therefore, for example, the vehicle 100 may be configured such that the internal combustion engine is used only for generating electricity and the vehicle 100 is driven only by the motor.

[0018] An example of a specific configuration in which an internal combustion engine is used only for generating electricity and only a motor drives the vehicle 100 is the vehicle 100 shown in Fig. 2. As shown in Fig. 2, the vehicle 100 includes an internal combustion engine 110, two MGs 112a and 112b, two PCUs 118a and 118b, and a battery 120.

[0019] The second MG 112b is driven by the driving force of the internal combustion engine 110 to generate power. The power generated by the second MG 112b is supplied to the battery 120 for storage, or is supplied to the first MG 112a. The first MG 112a is supplied with power from the battery 120 or the second MG 112b to drive the vehicle 100. The first MG 112a is used as a generator when generating power through regeneration, and the second MG 112b is used as an electric motor when starting the internal combustion engine 110.

[0020] <Configuration of in-vehicle temperature control system> The configuration of an in-vehicle temperature adjustment system 1 according to one embodiment will be described with reference to Fig. 1 to Fig. 4. Fig. 3 is a schematic diagram of the in-vehicle temperature adjustment system 1. The in-vehicle temperature adjustment system 1 includes 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 thermal circuits that transfer heat between the circuits and the outside.

[0021] <Refrigeration circuit> First, the refrigeration circuit 2 will be described. The refrigeration circuit 2 includes a compressor 21, a refrigerant pipe 22a of a condenser 22, a receiver 23, a first expansion valve 24, a second expansion valve 25, an evaporator 26, a refrigerant pipe 27a of a chiller 27, a first solenoid control valve 28, and a second solenoid control valve 29. The refrigeration circuit 2 is configured to realize a refrigeration cycle by circulating a refrigerant through these components. As the refrigerant, any substance generally used as a refrigerant in a refrigeration cycle, such as hydrofluorocarbon (e.g., HFC-134a), is used.

[0022] The refrigeration circuit 2 is divided into a refrigeration basic 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 provided in parallel with each other and are each connected to the refrigeration basic flow path 2a.

[0023] In the refrigeration basic flow path 2a, a compressor 21, a refrigerant pipe 22a of a condenser 22, and a receiver 23 are provided in this order in the refrigerant circulation direction. In the evaporator flow path 2b, a first solenoid control valve 28, a first expansion valve 24, and an evaporator 26 are provided in this order in the refrigerant circulation direction. In addition, in the chiller flow path 2c, a second solenoid control valve 29, a second expansion valve 25, and a refrigerant pipe 27a of a chiller 27 are provided in this order.

[0024] The compressor 21 functions as a compressor that compresses the refrigerant. In this embodiment, the compressor 21 is electrically driven and configured so that the discharge capacity can be changed steplessly by adjusting the power supplied to the compressor 21. In the compressor 21, the low-temperature, low-pressure, mainly gaseous refrigerant flowing out from the evaporator 26 or the chiller 27 is adiabatically compressed to be changed into a high-temperature, high-pressure, mainly gaseous refrigerant.

[0025] The condenser 22 includes a refrigerant pipe 22a and a cooling water pipe 22b. The condenser 22 functions as a heat exchanger that releases heat from the refrigerant to the cooling water flowing through the cooling water pipe 22b of the high temperature circuit 4 described later, and condenses the refrigerant. From another perspective, the condenser 22 functions as a second heating section that heats the cooling water of the high temperature circuit 4 by 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 that condenses the refrigerant in the refrigeration cycle. In addition, in the refrigerant pipe 22a of the condenser 22, the high temperature / high pressure refrigerant that flows out of the compressor 21 and is mainly in a gaseous state is isobarically cooled and changed into a high temperature / high pressure refrigerant that is mainly in a liquid state.

[0026] The receiver 23 stores the refrigerant condensed by the refrigerant pipe 22a of the condenser 22. In addition, the receiver 23 is configured to separate gas and liquid because the condenser 22 cannot necessarily liquefy all the refrigerant. Only liquid refrigerant from which the gaseous refrigerant has been separated flows out of the receiver 23.

[0027] The first expansion valve 24 and the second expansion valve 25 function as expanders that expand the refrigerant. These expansion valves 24, 25 have narrow passages and spray the refrigerant from the narrow passages to rapidly reduce the pressure of the refrigerant. The first expansion valve 24 sprays the liquid refrigerant supplied from the receiver 23 into the evaporator 26 in the form of mist. Similarly, the second expansion valve 25 sprays the liquid refrigerant supplied from the receiver 23 into the refrigerant pipe 27a of the chiller 27 in the form of mist. In these expansion valves 24, 25, the high-temperature, high-pressure liquid refrigerant flowing out from the receiver 23 is reduced in pressure and partially vaporized, thereby changing it into a low-temperature, low-pressure mist of refrigerant.

[0028] The evaporator 26 functions as an evaporator that evaporates the refrigerant. Specifically, the evaporator 26 absorbs heat from the air around the evaporator 26 into the refrigerant, evaporating the refrigerant. Thus, in the evaporator 26, the low-temperature, low-pressure mist refrigerant flowing out from the first expansion valve 24 evaporates and is changed into low-temperature, low-pressure gaseous refrigerant. As a result, the air around the evaporator 26 is cooled, and the vehicle interior can be cooled.

[0029] The chiller 27 includes a refrigerant pipe 27a and a cooling water pipe 27b. The chiller 27 functions as a heat exchanger that causes the refrigerant to absorb heat from the cooling water flowing through the cooling water pipe 27b of the low-temperature circuit 3 (described later) and evaporate the refrigerant. The refrigerant pipe 27a of the chiller 27 functions as an evaporator that evaporates the refrigerant. In the refrigerant pipe 27a of the chiller 27, the low-temperature, low-pressure mist refrigerant flowing out from the second expansion valve 25 evaporates and is changed into a low-temperature, low-pressure gaseous refrigerant. As a result, the cooling water in the low-temperature circuit 3 is cooled.

[0030] The first solenoid regulating valve 28 and the second solenoid regulating valve 29 are used to change the flow pattern of the refrigerant in the refrigeration circuit 2. The larger the opening of the first solenoid regulating valve 28, the more refrigerant flows into the evaporator flow path 2b, and therefore the more refrigerant flows into the evaporator 26. Also, the larger the opening of the second solenoid regulating valve 29, the more refrigerant flows into the chiller flow path 2c, and therefore the more refrigerant flows into the chiller 27. Note that any valve may be provided in place of these solenoid regulating valves 28 and 29 as long as it is possible to adjust the flow rate of the refrigerant flowing from the refrigeration basic flow path 2a to the evaporator flow path 2b and the chiller flow path 2c.

[0031] As shown in FIG. 3, in this embodiment, the refrigeration circuit 2 is disposed at the front of the vehicle 100, that is, forward of the passenger compartment of the vehicle 100.

[0032] ≪Low temperature circuit≫ Next, the low-temperature circuit 3 will be described. The low-temperature circuit 3 includes a first pump 31, a 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 includes 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. Note that the cooling water is an example of a second heat medium, and in the low-temperature circuit 3, any other heat medium may be used instead of the cooling water.

[0033] The low-temperature circuit 3 is divided into a low-temperature main flow path 3a, a low-temperature radiator flow path 3b, and a heat generating device flow path 3c. The low-temperature radiator flow path 3b and the heat generating device flow path 3c are provided in parallel with each other and are each connected to the low-temperature main flow path 3a.

[0034] In the low-temperature basic flow path 3a, a first pump 31, a cooling water pipe 27b of the chiller 27, and a battery heat exchanger 35 are provided in this order in the circulation direction of the cooling water. In addition, a battery bypass flow path 3d is connected to the low-temperature basic flow path 3a so as to bypass the battery heat exchanger 35. A first three-way valve is provided at the connection between the low-temperature basic flow path 3a and the battery bypass flow path 3d.

[0035] Further, a low-temperature radiator 32 is provided in the low-temperature radiator flow path 3b. A PCU heat exchanger 36 and an MG heat exchanger 37 are provided in this order in the heat-generating device flow path 3c in the circulation direction of the coolant. A heat exchanger that exchanges heat with a heat-generating device other than the MG or PCU may be provided in the heat-generating device flow path 3c. A second three-way valve 34 is provided between the low-temperature basic flow path 3a and the low-temperature radiator flow path 3b and the heat-generating device flow path 3c.

[0036] The first pump 31 pumps the cooling water circulating in the low-temperature circuit 3. In this embodiment, the first pump 31 is an electric water pump, and is configured so that the discharge capacity of the first pump 31 can be changed continuously by adjusting the power supplied to the first pump 31.

[0037] The low-temperature radiator 32 is a heat exchanger that exchanges heat between the coolant circulating in the low-temperature circuit 3 and the air (outside air) outside the vehicle 100. The low-temperature radiator 32 is configured to dissipate heat from the coolant to the outside air when the temperature of the coolant is higher than the temperature of the outside air, and to absorb heat from the outside air to the coolant when the temperature of the coolant is lower than the temperature of the outside air.

[0038] The first three-way valve 33 is configured to allow the coolant flowing out from the coolant pipe 27b of the chiller 27 to selectively flow between the battery heat exchanger 35 and the battery bypass flow path 3d. The second three-way valve 34 is configured to allow the coolant flowing out from the low-temperature basic flow path 3a to selectively flow between the low-temperature radiator flow path 3b and the heat-generating device flow path 3c.

[0039] Note that, as long as the flow rates of the cooling water flowing into the battery heat exchanger 35 and the battery bypass flow path 3d can be appropriately adjusted, other adjustment devices such as a regulating valve or an on-off valve may be used instead of the first three-way valve 33. Similarly, as long as the flow rates of the cooling water flowing into the low-temperature radiator flow path 3b and the heat-generating device flow path 3c can be appropriately adjusted, other adjustment devices such as a regulating valve or an on-off valve may be used instead of the second three-way valve 34.

[0040] The battery heat exchanger 35 is configured to exchange heat with the battery 120 of the vehicle 100. Specifically, the battery heat exchanger 35 is configured to include, for example, a pipe provided around the battery 120, and to perform heat exchange between the battery and the cooling water flowing through the pipe.

[0041] The PCU heat exchanger 36 is configured to exchange heat with the PCU 118 of the vehicle 100. Specifically, the PCU heat exchanger 36 includes piping provided around the PCU 118, and is configured to exchange heat between the PCU and the coolant flowing through the piping. The MG heat exchanger 37 is configured to exchange heat with the MG 112 of the vehicle 100. Specifically, the MG heat exchanger 37 is configured to exchange heat between the oil flowing around the MG 112 and the coolant.

[0042] As shown in FIG. 3, in this embodiment, since the MG 112 and the PCU 118 are disposed at the rear of the vehicle, the PCU heat exchanger 36 and the MG heat exchanger 37 are disposed at the rear of the vehicle, i.e., behind the passenger compartment of the vehicle 100. On the other hand, the chiller 27, the first pump 31, the low-temperature radiator 32, the first three-way valve 33 and the second three-way valve 34 are disposed at the front of the vehicle, i.e., forward of the passenger compartment. In this embodiment, since the battery 120 is disposed below the passenger compartment, the battery heat exchanger 35 is disposed in the center of the vehicle 100, i.e., below the passenger compartment. The battery 120 may be disposed at a location other than the bottom of the passenger compartment, and therefore the battery heat exchanger 35 may be disposed at a location other than the bottom of the passenger compartment.

[0043] ≪High temperature circuit≫ 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 third solenoid control valve 46, a fourth solenoid control valve 47, and an engine cooling circuit 5. In the high temperature circuit 4, cooling water also circulates through these components. Note that this cooling water is an example of the first heat medium, and in the high temperature circuit 4, any other heat medium may be used instead of the cooling water.

[0044] The high-temperature circuit 4 is divided into a condenser flow path 4a, a high-temperature radiator flow path 4b, a bidirectional flow path 4c, an engine inflow flow path 4d, and an engine outflow flow path 4e. In the condenser flow path 4a, a second pump 41, a cooling water pipe 22b of the condenser 22, a fourth electromagnetic adjustment valve 47, and a heater core 43 are provided in this order in the cooling water circulation direction. Note that an electric heater may be provided in the condenser flow path 4a upstream of the heater core 43 in the cooling water circulation direction. In the high-temperature radiator flow path 4b, a third electromagnetic adjustment valve 46 and a high-temperature radiator 42 are provided in this order in the cooling water circulation direction. An engine cooling circuit 5 is provided between the engine inflow flow path 4d and the engine outflow flow path 4e.

[0045] Both ends of the high-temperature radiator flow path 4b communicate with the condenser flow path 4a. Specifically, the upstream end of the high-temperature radiator flow path 4b communicates with the condenser flow path 4a between the cooling water pipe 22b of the condenser 22 and the fourth solenoid control valve 47. On the other hand, the downstream end of the high-temperature radiator flow path 4b communicates with the condenser flow path 4a upstream of the second pump 41. In addition, both ends of the condenser flow path 4a communicate with both ends of the bidirectional flow path 4c. Therefore, the heater core 43 and the high-temperature radiator 42 are provided in parallel with the second heating section.

[0046] The engine inflow passage 4d connects the condenser passage 4a and the bidirectional passage 4c to the engine cooling circuit 5. In particular, the engine inflow passage 4d connects the downstream end of the condenser passage 4a to the engine cooling circuit 5 on the inlet side of the engine heat exchanger 52.

[0047] The engine outflow passage 4e also connects the condenser passage 4a and the bidirectional passage 4c to the engine cooling circuit 5. In particular, the engine outflow passage 4e connects the upstream end of the condenser passage 4a to the engine cooling circuit 5 on the outlet side of the engine heat exchanger 52.

[0048] Further, a third three-way valve 44 is provided between the condenser flow path 4a, the bidirectional flow path 4c, and the engine inflow flow path 4d. The third three-way valve 44 may be provided between the condenser flow path 4a, the bidirectional flow path 4c, and the engine outflow flow path 4e.

[0049] From another perspective, the high-temperature circuit 4 can be considered to have a basic circuit (thermal circuit) including the heater core 43 and the cooling water pipe 22b of the condenser 22, and a communicating flow path that communicates with the basic circuit. Of these, the basic circuit has a condenser flow path 4a, a high-temperature radiator flow path 4b, and a bidirectional flow path 4c. Therefore, in the basic circuit, cooling water can circulate between the cooling water pipe 22b of the condenser 22 and the heater core 43 or the high-temperature radiator 42. On the other hand, the communicating flow path has an engine inflow flow path 4d and an engine outflow flow path 4e. Therefore, the communicating flow path communicates the engine cooling circuit 5 (particularly, the engine heat exchanger 52) with the basic circuit.

[0050] The second pump 41 pumps the cooling water circulating in the high-temperature circuit 4. In this embodiment, the second pump 41 is an electric water pump similar to the first pump 31. Similarly to the low-temperature radiator 32, the high-temperature radiator 42 is a heat exchanger that exchanges heat between the cooling water circulating in the high-temperature circuit 4 and the outside air.

[0051] The heater core 43 is used to heat the vehicle interior by utilizing the heat of the coolant in the high-temperature circuit 4. That is, the heater core 43 is configured to exchange heat between the coolant circulating in the high-temperature circuit 4 and the air around the heater core 43, thereby heating the vehicle interior. Specifically, the heater core 43 is configured to discharge heat from the coolant to the air around the heater core 43. Therefore, when high-temperature coolant flows through the heater core 43, the temperature of the coolant drops and the air around the heater core 43 is heated.

[0052] The third three-way valve 44 functions as a communication mode control device that can be switched among a first communication state in which the condenser flow path 4a communicates with the bidirectional flow path 4c, a second communication state in which the engine inflow flow path 4d communicates with the bidirectional flow path 4c, and a third communication state in which the condenser flow path 4a communicates with the engine inflow flow path 4d. In other words, the third three-way valve 44 functions as a flow state switching mechanism that switches the flow state of the heat medium in the high-temperature circuit 4. When the third three-way valve 44 is set to the first communication state, the cooling water in the high-temperature circuit 4 flows so as to circulate in the basic circuit. On the other hand, when the third three-way valve 44 is set to the second communication state, the cooling water in the engine cooling circuit 5 flows through the bidirectional flow path 4c. In addition, when the third three-way valve 44 is set to the third communication state, the cooling water in the engine cooling circuit 5 flows through the condenser flow path 4a. In addition, other flow control devices such as an adjustment valve or an on-off valve may be used in place of the third three-way valve 44 as long as the flow pattern of the cooling water can be controlled as described above.

[0053] The third electromagnetic adjustment valve 46 and the fourth electromagnetic adjustment valve 47 are used as a flow mode control device that controls the flow mode of the cooling water in the high-temperature circuit 4, particularly the flow mode of the cooling water from the cooling water pipe 22b of the condenser 22 to the high-temperature radiator 42 and the heater core 43. In other words, the third electromagnetic adjustment valve 46 and the fourth electromagnetic adjustment valve 47 function as a flow state switching mechanism that switches the flow state of the heat medium in the high-temperature circuit 4. The larger the opening degree of the third electromagnetic adjustment valve 46, the more cooling water flows into the high-temperature radiator flow path 4b, and therefore the more cooling water flows into the high-temperature radiator 42. In addition, the larger the opening degree of the fourth electromagnetic adjustment valve 47, the more cooling water flows into the heater core 43 through the condenser flow path 4a. In this embodiment, the electromagnetic adjustment valves 46 and 47 are configured as valves whose opening degree can be adjusted, but they may also be opening / closing valves that can be switched between an open state and a closed state. Also, a three-way valve that can selectively allow the cooling water from the condenser flow path 4a to flow only into the high-temperature radiator flow path 4b, only into the bidirectional flow path 4c, and / or into both may be provided instead of the third solenoid control valve 46 and the fourth solenoid control valve 47. Therefore, as long as the flow rate of the cooling water flowing from the condenser flow path 4a to the high-temperature radiator flow path 4b and the bidirectional flow path 4c can be adjusted, any valve may be provided as the flow mode control device instead of these solenoid control valves 46, 47.

[0054] As shown in Fig. 3, in this embodiment, the engine cooling circuit 5 is disposed at the rear of the vehicle 100, i.e., behind the passenger compartment of the vehicle 100. On the other hand, the components of the high-temperature circuit 4 other than the engine cooling circuit 5 (the condenser 22, the high-temperature radiator 42, the heater core 43, etc.) are disposed at the front of the vehicle, i.e., forward of the passenger compartment. In particular, the basic circuit of the high-temperature circuit 4 is disposed at the front of the vehicle. Therefore, the engine inflow passage 4d and the engine outflow passage 4e are disposed so as to extend between the front and rear of the passenger compartment.

[0055] <Engine cooling circuit> Next, a description will be given of the engine cooling circuit 5. The engine cooling circuit 5 includes a third pump 51, an engine heat exchanger 52, an engine radiator 53, and a thermostat 54. In the engine cooling circuit 5, the same cooling water as that in the high temperature circuit 4 circulates through these components.

[0056] The engine cooling circuit 5 is divided into an engine main flow path 5a, an engine radiator flow path 5b, and an engine bypass flow path 5c. The engine radiator flow path 5b and the engine bypass flow path 5c are provided in parallel with each other and are each connected to the engine main flow path 5a.

[0057] In the engine basic flow path 5a, a third pump 51 and an engine heat exchanger 52 are provided in this order in the circulation direction of the cooling water. In the engine radiator flow path 5b, an engine radiator 53 is provided. In addition, the engine inflow flow path 4d and the engine outflow flow path 4e communicate with the engine bypass flow path 5c. In particular, the engine inflow flow path 4d communicates with the downstream part of the engine bypass flow path 5c. As a result, the engine inflow flow path 4d communicates with the vicinity of the inlet of the engine heat exchanger 52. On the other hand, the engine outflow flow path 4e communicates with the upstream part of the engine bypass flow path 5c. As a result, the engine inflow flow path 4e communicates with the vicinity of the outlet of the engine heat exchanger 52. Therefore, the engine heat exchanger 52 is configured to communicate with the high temperature circuit 4 so that the cooling water of the high temperature circuit 4 flows. A thermostat 54 is provided between the engine basic flow path 5a and the engine radiator flow path 5b and the engine bypass flow path 5c. In the example shown in FIG. 3, the engine outflow passage 4e communicates with the engine bypass passage 5c, but it may also communicate with the engine radiator passage 5b.

[0058] The third pump 51 pumps and pumps the cooling water circulating in the engine cooling circuit 5. In this embodiment, the third pump 51 is an electric water pump similar to the first pump 31. Similarly to the low-temperature radiator 32, the engine radiator 53 is a heat exchanger that exchanges heat between the cooling water circulating in the engine cooling circuit 5 and the outside air.

[0059] The engine heat exchanger 52 functions as a first heating section used to heat the coolant by utilizing the exhaust heat of the internal combustion engine 110. That is, the engine heat exchanger 52 exhausts heat from the internal combustion engine 110 to the coolant in the engine cooling circuit 5 to heat the coolant. The engine heat exchanger 52 suppresses an excessive rise in temperature of the internal combustion engine 110 by discharging heat generated by the combustion of fuel in the internal combustion engine 110 to the coolant. The engine heat exchanger 52 has, for example, a coolant passage provided in a cylinder block or a cylinder head of the internal combustion engine 110.

[0060] The thermostat 54 is a valve that can be switched between a closed state in which the flow of cooling water through the engine radiator flow passage 5b is blocked and an open state in which the flow of cooling water through the engine radiator flow passage 5b is permitted. When the temperature of the cooling water circulating through the engine bypass flow passage 5c is equal to or higher than a preset temperature, the thermostat 54 is opened to allow the cooling water to flow through the engine radiator flow passage 5b. On the other hand, when the temperature of the cooling water circulating through the engine bypass flow passage 5c is lower than the preset temperature, the thermostat 54 is closed to prevent the cooling water from flowing through the engine radiator flow passage 5b. As a result, the temperature of the cooling water circulating through the engine heat exchanger 52 is kept substantially constant.

[0061] <Air passage> FIG. 4 is a schematic diagram showing an air passage 7 for air conditioning of a vehicle 100 equipped with an in-vehicle temperature adjustment system 1. In the air passage 7, air flows in the direction shown by the arrow in the figure. The air passage 7 shown in FIG. 4 is connected to an air intake port outside the vehicle 100 or in the passenger compartment, and outside air or passenger compartment air flows into the air passage 7 depending on the control state by the control device 6. In addition, the air passage 7 shown in FIG. 4 is connected to a plurality of outlets that blow air into the passenger compartment, and air is supplied from the air passage 7 to any of these outlets depending on the control state by the control device 6.

[0062] As shown in FIG. 4, in the air passage 7 for air conditioning of this embodiment, a blower 71, an evaporator 26, an air mix door 72, and a heater core 43 are provided in this order in the air flow direction.

[0063] 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 cabin flows into the air passage 7 and the air flows through the air passage 7. When heating or cooling of the vehicle cabin is required, the blower fan 71b is basically driven.

[0064] The air mix door 72 adjusts the flow rate of the air flowing through the heater core 43 out of the air flowing through the air passage 7. The air mix door 72 is configured so as to be able to adjust between a state in which all the air flowing through the air passage 7 flows through the heater core 43, a state in which none of the air flowing through the air passage 7 flows through the heater core 43, and a state in between.

[0065] In the air passage 7 configured as above, when the blower 71 is driven and refrigerant is circulating in the evaporator 26, the air flowing through the air passage 7 is cooled. When the blower 71 is driven and cooling water is circulating in the heater core 43 and the air mix door 72 is controlled so that air flows through the heater core 43, the air flowing through the air passage 7 is warmed.

[0066] 1, low-temperature radiator 32, high-temperature radiator 42, and engine radiator 53 are disposed inside the front grille of vehicle 100. Therefore, when vehicle 100 is moving, these radiators 32, 42, and 53 are exposed to wind caused by the vehicle's movement. In addition, fan 76 is provided adjacent to these radiators 32, 42, and 53. Fan 76 is configured such that, when driven, wind blows onto radiators 32 and 42. Therefore, even when vehicle 100 is not moving, wind can be blown onto radiators 32, 42, and 53 by driving fan 76.

[0067] Control Device 3, the control device 6 includes an electronic control unit (ECU) 61. The ECU 61 includes a processor that performs various calculations, a memory that stores programs and various information, and an interface that is connected to various actuators and various sensors.

[0068] The control device 6 also includes a first water temperature sensor 62 that detects the temperature of the cooling water in the engine cooling circuit 5, particularly the temperature of the cooling water flowing through the engine bypass flow path 5c. In addition, the control device 6 includes a second water temperature sensor 63 that detects the temperature of the cooling water flowing through the engine inflow flow path 4d at the front of the vehicle or the temperature of the cooling water circulating through the bidirectional flow path 4c. The ECU 61 is connected to these sensors, and output signals from these sensors are input to the ECU 61.

[0069] In addition, the control device 6 includes an interior 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 that is operated by a user. The ECU 61 is connected to these sensors and the operation panel 68, and output signals from these sensors and the operation panel 68 are input to the ECU 61.

[0070] The ECU 61 determines whether or not there is a cooling or heating request based on 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 requested. Also, when the user turns on the auto switch of the operation panel 68, the ECU 61 determines that heating is requested when, for example, the indoor temperature set by the user is lower than the temperature detected by the indoor temperature sensor 66.

[0071] In addition, the ECU 61 is connected to and controls various actuators of the in-vehicle temperature adjustment system 1. Specifically, the ECU 61 is connected to and controls the compressor 21, the electromagnetic regulating valves 28, 29, 46, 47, the pumps 31, 41, 51, the three-way valves 33, 34, 44, the blower motor 71a, the air mix door 72, and the fan 76. Thus, the ECU 61 functions as a control device that controls a flow state switching mechanism that switches the flow state of the heat medium (refrigerant and coolant) in the refrigeration circuit 2, the low temperature circuit 3, and the high temperature circuit 4 (including the engine cooling circuit 5).

[0072] <Operation of in-vehicle temperature control system> Next, referring to Figures 5 to 10, the flow state of a representative heat medium (refrigerant and coolant) in the vehicle-mounted temperature adjustment system 1 will be described. In Figures 5 to 10, flow paths through which the refrigerant or coolant flows are indicated by solid lines, and flow paths through which the refrigerant or coolant does not flow are indicated by dashed lines. Furthermore, thin arrows in the figures indicate the direction in which the refrigerant or coolant flows, and thick arrows in the figures indicate the direction in which heat moves.

[0073] FIG. 5 shows the heat medium flow state in the vehicle temperature regulation system 1 when neither cooling nor heating of the vehicle interior is required and cooling of heat-generating devices such as the battery is required (first stop mode).

[0074] As shown in Fig. 5, in the first stop mode, the operation of the compressor 21 and the second pump 41 is stopped. Therefore, the refrigerant does not circulate in the refrigeration circuit 2, and the cooling water does not circulate in the high temperature circuit 4. On the other hand, in the first stop mode, the first pump 31 is operated. Therefore, the cooling water circulates in the low temperature circuit 3.

[0075] In the first stop mode, the first three-way valve 33 is set to allow the coolant to flow through the battery heat exchanger 35. In the example shown in Fig. 5, the second three-way valve 34 is set to allow the coolant to flow through both the low-temperature radiator flow path 3b and the heat-generating device flow path 3c. Note that the first three-way valve 33 may be set not to allow the coolant to flow through the battery heat exchanger 35 in the first stop mode.

[0076] As a result, in the first stop mode, heat from the battery, MG 112, and PCU 118 (heat generating devices) is transferred to the coolant in the battery heat exchanger 35, PCU heat exchanger 36, and MG heat exchanger 37 (hereinafter collectively referred to as "heat exchangers of heat generating devices"). Therefore, the heat generating devices are cooled and the temperature of the coolant rises to above the temperature of the outside air. The coolant is then cooled by exchanging heat with the outside air in the low-temperature radiator 32, and flows again into the heat exchangers of the heat generating devices. Therefore, in the first stop mode, heat is absorbed from the heat generating devices in the heat exchangers of the heat generating devices and the heat is released in the low-temperature radiator 32.

[0077] 5, the internal combustion engine 110 is operating at this time. Therefore, the third pump 51 is operated and the third three-way valve 44 is set to the first communication state, so that the coolant circulates in the engine cooling circuit 5. When the temperature of the coolant in the engine cooling circuit 5 is high, the thermostat 54 opens and the coolant circulates also to the engine radiator 53. When the internal combustion engine 110 is stopped, the operation of the third pump 51 is stopped and so that the coolant does not circulate in the engine cooling circuit 5.

[0078] Fig. 6 shows the flow state of the heat medium in the vehicle temperature adjustment system 1 when neither cooling nor heating of the vehicle interior is required and rapid cooling of heat-generating equipment is required (second stop mode). In the example shown in Fig. 6, the internal combustion engine 110 is operating.

[0079] 6, in the second stop mode, the compressor 21, the first pump 31, and the second pump 41 are all operated. Therefore, the refrigerant or coolant circulates in any of the refrigeration circuit 2, the low temperature circuit 3, and the high temperature circuit 4.

[0080] In the second stop mode, the first solenoid regulating valve 28 is closed and the second solenoid regulating valve 29 is opened. Therefore, the refrigerant does not flow through the evaporator 26, but flows through the chiller 27. In addition, in the second stop mode, the first three-way valve 33 is set so that the coolant flows through the battery heat exchanger 35. In the example shown in FIG. 6, the second three-way valve 34 is set so that the coolant flows through both the low-temperature radiator flow path 3b and the heat-generating device flow path 3c. As a result, the coolant also flows through the PCU heat exchanger 36 and the MG heat exchanger 37, so that the MG 112 and the PCU 118 can be cooled. In the second stop mode, the third solenoid regulating valve 46 is opened and the fourth solenoid regulating valve 47 is closed. Therefore, the coolant in the high-temperature circuit 4 flows into the high-temperature radiator flow path 4b after passing through the condenser 22.

[0081] As a result, in the second stop mode, the heat of the coolant in the low-temperature circuit 3 is transferred to the refrigerant in the chiller 27, and the coolant is cooled. Then, this low-temperature coolant flows to the heat exchanger of the heat-generating device, such as the battery heat exchanger 35, and the heat-generating device is cooled. Meanwhile, in the condenser 22, the heat of the refrigerant is transferred to the high-temperature circuit 4, and the coolant in the high-temperature circuit 4 is warmed. Then, this high-temperature coolant is cooled by heat exchange with the outside air in the high-temperature radiator 42, and flows back into the condenser 22. Therefore, in the second stop mode, heat is absorbed from the heat-generating device by the heat exchanger of the heat-generating device, and the heat is released by the high-temperature radiator 42.

[0082] Fig. 7 shows the flow state of the heat medium in the vehicle temperature adjustment system 1 when cooling of the vehicle cabin is required and cooling of heat-generating equipment is required (first cooling mode). In the example shown in Fig. 7, the internal combustion engine 110 is operating.

[0083] As shown in Fig. 7, in the first cooling mode, the compressor 21, the first pump 31, and the second pump 41 are all operated. In the first cooling mode, the first solenoid regulating valve 28 is opened, the second solenoid regulating valve 29 is closed, the third solenoid regulating valve 46 is opened, and the fourth solenoid regulating valve 47 is closed. In the example shown in Fig. 7, the second three-way valve 34 is set so that the coolant flows through both the low-temperature radiator flow path 3b and the heat-generating device flow path 3c.

[0084] As a result, in the first cooling mode, the heat of the surrounding air is transferred to the refrigerant in the evaporator 26, and the surrounding air is cooled. Meanwhile, the heat of the refrigerant is transferred to the high-temperature circuit 4 in the condenser 22, and the coolant in the high-temperature circuit 4 is warmed. Thereafter, this high-temperature coolant is cooled by heat exchange with outside air in the high-temperature radiator 42, and flows back into the condenser 22. Therefore, in the first cooling mode, heat is absorbed from the surrounding air in the evaporator 26, and the heat is released in the high-temperature radiator 42.

[0085] In the first cooling mode, heat from the heat generating device is transferred to the coolant in the heat exchanger of the heat generating device, and then the coolant is cooled by exchanging heat with outside air in the low-temperature radiator 32 and flows again into the battery heat exchanger 35. Therefore, heat is absorbed from the heat generating device in the heat exchanger of the heat generating device and released by the low-temperature radiator 32.

[0086] FIG. 8 shows the flow state of the heat medium in the vehicle temperature adjustment system 1 when cooling of the vehicle interior is required and rapid cooling of heat-generating equipment is necessary (second cooling mode).

[0087] As shown in FIG. 8, in the second cooling mode, the compressor 21, the first pump 31, and the second pump 41 are all operated. In addition, in the second cooling mode, the first electromagnetic adjustment valve 28 and the second electromagnetic adjustment valve 29 are all opened, and therefore the refrigerant flows through both the evaporator 26 and the chiller 27. The opening degree of each of the electromagnetic adjustment valves 28, 29 at this time is adjusted according to the cooling intensity, the temperature of the battery, and the like. In addition, in the second cooling mode, the first three-way valve 33 is set so that the coolant flows through the battery heat exchanger 35. In addition, in the example shown in FIG. 8, the second three-way valve 34 is set so that the coolant flows through both the low-temperature radiator flow path 3b and the heat-generating device flow path 3c. However, the second three-way valve 34 may be set so that the coolant flows only through the low-temperature radiator flow path 3b. In addition, in the second cooling mode, the third electromagnetic adjustment valve 46 is opened, and the fourth electromagnetic adjustment valve 47 is closed.

[0088] As a result, in the second cooling mode, the heat of the cooling water in the low-temperature circuit 3 is transferred to the refrigerant in the chiller 27, and the cooling water is cooled. Then, this low-temperature cooling water flows into the heat exchanger of the heat-generating device, and the heat-generating device is cooled. Also, in the second cooling mode, the heat of the surrounding air is transferred to the refrigerant in the evaporator 26, and the surrounding air is cooled. Meanwhile, the heat of the refrigerant is transferred to the high-temperature circuit 4 in the condenser 22, and the cooling water in the high-temperature circuit 4 is warmed. Then, this high-temperature cooling water is cooled by heat exchange with the outside air in the high-temperature radiator 42, and flows into the condenser 22 again. Therefore, in the second cooling mode, heat is absorbed from the heat-generating device in the heat exchanger of the heat-generating device, and heat is absorbed from the surrounding air in the evaporator 26, and the heat is released in the high-temperature radiator 42.

[0089] FIG. 9 shows the flow state (first flow state) of the heat medium in the vehicle temperature adjustment system 1 when heating of the vehicle cabin is required and the internal combustion engine is operating in a warmed-up state (first heating mode).

[0090] As shown in Fig. 9, in the first heating mode, the compressor 21 is stopped. Therefore, the refrigerant does not circulate in the refrigeration circuit 2. Also, as shown in Fig. 9, the first pump 31, the second pump 41, and the third pump 51 are all operated. Therefore, the cooling water circulates in the low temperature circuit 3 and the engine cooling circuit 5.

[0091] In the first heating mode, the third three-way valve 44 is set to the third communication state. Therefore, the engine outflow passage 4e communicates with the condenser passage 4a, and the condenser passage 4a communicates with the engine inflow passage 4d. As a result, in the high temperature circuit 4, the cooling water flowing out from the engine cooling circuit 5 flows into the condenser passage 4a through the engine outflow passage 4e, and then returns to the engine cooling circuit 5 through the engine inflow passage 4d. Therefore, in the first heating mode, the cooling water heated in the engine heat exchanger 52 flows through a part of the heat circuit while flowing through the heater core 43.

[0092] In addition, in the first heating mode, the coolant in the low-temperature circuit 3 circulates in the low-temperature circuit 3 in the same manner as in the first stop mode. Therefore, in the first heating mode, heat is absorbed from the heat-generating equipment by the heat exchanger of the heat-generating equipment and the heat is released by the low-temperature radiator 32.

[0093] As a result, in the first heating mode, a part of the coolant in the engine cooling circuit 5, which has been heated by the heat of the internal combustion engine in the engine heat exchanger 52, flows into the heater core 43. The coolant that has flowed into the heater core 43 is cooled by heat exchange with the surrounding air in the heater core 43, and the surrounding air is heated accordingly. Therefore, in the first heating mode, heat is absorbed from the internal combustion engine in the engine heat exchanger 52 and released in the heater core 43. In addition, in the first heating mode, heat is absorbed from the heat-generating device in the heat exchanger of the heat-generating device and released in the low-temperature radiator 32.

[0094] When heating and dehumidifying the passenger compartment is required and the internal combustion engine is operating in a warmed-up state, in the first heating mode, the compressor 21 is operated, the first electromagnetic control valve 28 is opened, and the second electromagnetic control valve 29 is closed. Thus, the refrigerant circulates in the refrigeration circuit 2. In addition, the second pump 41 is operated and the third electromagnetic control valve 46 is opened. Thus, the cooling water circulates between the high-temperature radiator 42 and the condenser 22.

[0095] The flow state of the heat medium shown in Fig. 9 is one example in the first heating mode. Therefore, as long as part of the coolant heated in the engine heat exchanger 52 flows through the heater core 43, the flow state may be different from the flow state shown in Fig. 9. For example, in the first heating mode, the coolant may not circulate in the low-temperature circuit 3, or may not flow through the heat exchangers of some of the heat-generating devices. Also, the refrigerant may circulate in the refrigeration circuit 2.

[0096] FIG. 10 shows a flow state (fourth flow state) of the heat medium in the vehicle temperature regulation system 1 when heating of the vehicle compartment is required and the internal combustion engine is stopped (fourth heating mode).

[0097] As shown in FIG. 10, in the fourth heating mode, the compressor 21, the first pump 31, and the second pump 41 are operated. In addition, in the fourth heating mode, the first electromagnetic adjustment valve 28 is closed and the second electromagnetic adjustment valve 29 is opened. Therefore, the refrigerant does not flow through the evaporator 26, but flows through the chiller 27. In addition, in the fourth heating mode, the first three-way valve 33 is set so that the coolant flows through the battery heat exchanger 35. In addition, in the example shown in FIG. 10, the second three-way valve 34 is set so that the coolant flows through both the low-temperature radiator flow path 3b and the heat-generating device flow path 3c. However, the second three-way valve 34 may be set so that the coolant flows only through the low-temperature radiator flow path 3b. In addition, in the fourth heating mode, the third electromagnetic adjustment valve 46 is closed, the fourth electromagnetic adjustment valve 47 is opened, and the third three-way valve 44 is set to the first communication state. Therefore, the cooling water in the high temperature circuit 4 passes through the condenser 22, then flows through the heater core 43 and the bidirectional flow path 4c, and is returned to the condenser 22. In addition, the internal combustion engine 110 is stopped, and therefore the third pump 51 is also stopped. For this reason, the cooling water does not flow through the engine inlet flow path 4d or the engine outlet flow path 4e.

[0098] As a result, in the fourth heating mode, the heat of the coolant in the low-temperature circuit 3 is transferred to the refrigerant in the chiller 27, and the coolant is cooled. When the first three-way valve 33 and the second three-way valve 34 are set so that the coolant flows through the heat exchanger of the heat-generating device as shown in Fig. 10, the low-temperature coolant flows through the heat exchanger of the heat-generating device and the low-temperature radiator 32, and heat is absorbed from the heat-generating device and the outside air into the coolant.

[0099] Furthermore, the heat of the refrigerant is transferred to the high-temperature circuit 4 in the condenser 22, and the coolant in the high-temperature circuit 4 is heated. Thereafter, this high-temperature coolant is cooled by heat exchange with the surrounding air in the heater core 43, and the surrounding air is heated accordingly. Therefore, in the fourth heating mode, heat is absorbed from the outside air by the low-temperature radiator 32, and in some cases, heat is absorbed from the heat-generating device by the heat exchanger of the heat-generating device, and the heat is released by the heater core 43.

[0100] The flow state of the heat medium shown in Fig. 10 is one example in the fourth heating mode. Therefore, as long as the coolant heated in the condenser 22 flows through the heater core 43, a flow state different from the flow state shown in Fig. 10 may be used. For example, in the fourth heating mode, the coolant does not need to flow through the heat exchangers of some of the heat-generating devices in the low-temperature circuit 3. Also, when heating and dehumidification of the vehicle cabin is required and the internal combustion engine is stopped, the refrigerant may flow through the evaporator 26 in the refrigeration circuit 2.

[0101] <Cold starting of internal combustion engine> Next, control of the heat medium flow state when the internal combustion engine 110 is in cold start and heating of the vehicle interior is required will be described. Here, "during cold start of the internal combustion engine 110" refers to a period during warm-up from when the internal combustion engine 110 starts operating while the temperature of the internal combustion engine 110 is low until the temperature of the internal combustion engine 110 becomes sufficiently high. Specifically, "during cold start of the internal combustion engine 110" refers to a period until the temperature of the cooling water circulating in the engine cooling circuit 5 reaches a warm-up reference temperature (e.g., 90°C), for example.

[0102] Before the start of cold start of the internal combustion engine 110, the internal combustion engine 110 is stopped. If heating of the vehicle compartment is requested before the start of cold start of the internal combustion engine 110, the vehicle-mounted temperature regulation system 1 is operated in the fourth heating mode (FIG. 10) before the start of cold start of the internal combustion engine 110. On the other hand, if a request for heating of the vehicle compartment is initiated simultaneously with the start of cold start of the internal combustion engine 110, the vehicle-mounted temperature regulation system 1 is operated in the first stop mode (FIG. 5) or is stopped before the start of cold start. Therefore, before the start of cold start of the internal combustion engine 110, no cooling water flows at least in the engine cooling circuit 5, the engine inflow passage 4d, and the engine outflow passage 4e.

[0103] In this embodiment, when a cold start of the internal combustion engine 110 is initiated in a state in which heating of the vehicle compartment is required, the flow state of the heat medium in the vehicle temperature adjustment system 1 is set to a third flow state (third heating mode). Fig. 11 shows the third flow state of the heat medium in the vehicle temperature adjustment system 1.

[0104] 11, in the third heating mode, the third pump 51 is operated and the third three-way valve 44 is set to the first communication state. Therefore, the cooling water in the engine cooling circuit 5 circulates within the engine cooling circuit 5 without flowing out to the engine outflow passage 4e. Therefore, the cooling water that flows out of the engine heat exchanger 52 flows back into the engine heat exchanger 52 without flowing through the heater core 43 and the basic circuit.

[0105] At this time, the temperature of the internal combustion engine 110 is low, and therefore the temperature of the cooling water in the engine cooling circuit 5 is also low, so the thermostat 54 is closed. Therefore, the cooling water does not circulate through the engine radiator flow path 5b, and the cooling water does not flow through the engine radiator 53. Therefore, in the engine cooling circuit 5, the cooling water circulates through the engine main flow path 5a and the engine bypass flow path 5c. As a result, the temperature of the cooling water in the engine cooling circuit 5 that flows through the engine heat exchanger 52 gradually rises.

[0106] 11, in the third heating mode, the compressor 21, the first pump 31, and the second pump 41 are operated in the same manner as in the fourth heating mode shown in FIG 10. In the third heating mode, the first solenoid regulating valve 28 is closed, the second solenoid regulating valve 29 is opened, and the fourth three-way valve 45 is set to the first communicating state in the same manner as in the fourth heating mode. As a result, in the third heating mode, heat is absorbed from the outside air by the low-temperature radiator 32, and in some cases, heat is absorbed from the heat-generating device by the heat exchanger of the heat-generating device, and the heat is released by the heater core 43.

[0107] When the temperature of the cooling water in the engine cooling circuit 5 flowing through the engine heat exchanger 52 rises and becomes equal to or higher than the first reference temperature, the flow state of the heat medium in the vehicle-mounted temperature adjustment system 1 is set to the second flow state (second heating mode). Fig. 12 shows the second flow state of the heat medium in the vehicle-mounted temperature adjustment system 1. The first reference temperature is, for example, a temperature somewhat higher than a temperature (e.g., 40°C) below which exhaust emissions will deteriorate if the temperature falls, and is specifically, for example, 60°C.

[0108] The flow state of the heat medium shown in Fig. 11 is one example in the third heating mode. Therefore, as long as the coolant heated in the condenser 22 flows through the heater core 43 and the coolant circulates in the engine cooling circuit 5, a flow state different from the flow state shown in Fig. 11 may be used. For example, in the third heating mode, the coolant does not need to flow through the heat exchangers of some of the heat-generating devices in the low-temperature circuit 3. Furthermore, when heating and dehumidification of the vehicle cabin is required, the refrigerant may flow through the evaporator 26 in the refrigeration circuit 2.

[0109] As shown in Fig. 12, in the second heating mode, the third pump 51 is operated and the third three-way valve 44 is set to the second communication state. Therefore, a part of the cooling water in the engine cooling circuit 5 flows out to the engine outflow passage 4e, and then passes through the bidirectional passage 4c and the engine inflow passage 4d and is returned to the engine cooling circuit 5 again. Therefore, in the second heating mode, a part of the cooling water heated in the engine heat exchanger 52 flows through the bidirectional passage 4c (i.e., through a part of the basic circuit) without passing through the heater core 43. The direction in which the cooling water flows through the bidirectional passage 4c in the second heating mode is opposite to the direction in which the cooling water flows through the bidirectional passage 4c in the third heating mode.

[0110] At this time, the temperature of the internal combustion engine 110 is not so high, and the temperature of the cooling water in the engine cooling circuit 5 is also lower than the warm-up reference temperature. For this reason, the thermostat 54 is closed, and the cooling water does not circulate through the engine radiator flow path 5b. Therefore, in the second heating mode, as in the third heating mode, the cooling water basically circulates through the engine main flow path 5a and the engine bypass flow path 5c in the engine cooling circuit 5. In addition, in the second heating mode, a part of the cooling water circulates through the engine outflow flow path 4e, the bidirectional flow path 4c, and the engine inflow flow path 4d. As a result, the temperature of the cooling water flowing through the engine outflow flow path 4e, the bidirectional flow path 4c, and the engine inflow flow path 4d gradually increases.

[0111] 12, in the second heating mode, the compressor 21 and the second pump 41 are stopped, and the first pump 31 is operated. As a result, in the second heating mode, the coolant in the low-temperature circuit 3 circulates through the low-temperature circuit 3 in the same manner as in the first stop mode. Therefore, in the second heating mode, heat is absorbed from the heat-generating equipment by the heat exchanger of the heat-generating equipment, and the heat is released by the low-temperature radiator 32.

[0112] Thereafter, when the temperature of the cooling water flowing through the engine inflow passage 4d rises and becomes equal to or higher than the second reference temperature, the flow state of the heat medium of the vehicle-mounted temperature adjustment system 1 is set to the first flow state (first heating mode) shown in FIG. 9. Here, after the warm-up of the internal combustion engine 110 is completed, heat is discharged from the internal combustion engine 110, so it is more efficient to perform heating using the heat discharged from the internal combustion engine 110 than to use the heat generated by driving the refrigeration circuit 2. For this reason, in this embodiment, after the temperature of the cooling water flowing through the engine heat exchanger 52 becomes equal to or higher than the second reference temperature, the vehicle-mounted temperature adjustment system 1 is operated in the first heating mode shown in FIG. 9. The second reference temperature is, for example, a temperature at which heating can be continued even if the cooling water at that temperature flows into the heater core 43, and is specifically, for example, 60°C. The second reference temperature is, for example, set to a temperature equal to or higher than the first reference temperature.

[0113] The flow state of the heat medium shown in Fig. 12 is one example in the second heating mode. Therefore, as long as a part of the coolant in the engine cooling circuit 5 circulates through the engine outflow passage 4e, the bidirectional passage 4c, and the engine inflow passage 4d, the flow state may be different from the flow state shown in Fig. 12. For example, in the second heating mode, the coolant in the low-temperature circuit 3 may not flow through the heat exchangers of some of the heat-generating devices.

[0114] <Time chart> 13 is a time chart showing the transition of various parameters when the internal combustion engine 110 is cold started in a state where heating of the vehicle cabin is required. In the figure, the engine water temperature indicates the temperature of the cooling water circulating in the engine cooling circuit 5, the heater water temperature indicates the temperature of the cooling water flowing through the heater core 43, and the communication passage water temperature indicates the temperature of the cooling water flowing through the engine inlet passage 4d. In addition, in the figure, the flow rate from the engine indicates the flow rate of the cooling water flowing out from the engine cooling circuit 5 through the engine outlet passage 4e, and the heater flow rate indicates the flow rate of the cooling water flowing through the heater core 43.

[0115] 13, before the cold start of the internal combustion engine 110 is initiated at time t1, the in-vehicle temperature adjustment system 1 operates in the fourth heating mode (FIG. 10). Therefore, before time t1, the coolant circulates through the condenser 22 and the heater core 43. In addition, the coolant heated in the condenser 22 flows into the heater core 43, so that the coolant at a relatively high temperature flows.

[0116] 13, at time t1, the internal combustion engine 110 is cold started and the heat medium flow state in the vehicle temperature adjustment system 1 is switched to the third heating mode (FIG. 11). As a result, the temperature of the coolant circulating in the engine cooling circuit 5 gradually increases. Meanwhile, the coolant heated in the condenser 22 continues to flow into the heater core 43, so that the coolant at a relatively high temperature flows.

[0117] After that, when the temperature of the cooling water circulating in the engine cooling circuit 5 reaches the first reference temperature Tw1 at time t2, the flow state of the heat medium in the vehicle-mounted temperature adjustment system 1 is switched to the second heating mode (FIG. 12). Therefore, after time t2, a part of the cooling water in the engine cooling circuit 5 flows through the engine outflow passage 4e, the bidirectional passage 4c, and the engine inflow passage 4d. Therefore, the temperature of the cooling water flowing through the engine outflow passage 4e, the bidirectional passage 4c, and the engine inflow passage 4d gradually increases. On the other hand, the cooling water that has been stagnant in the engine outflow passage 4e, the bidirectional passage 4c, and the engine inflow passage 4d flows into the engine cooling circuit 5, so that the temperature of the cooling water in the engine cooling circuit 5 temporarily decreases. However, when the temperature of the cooling water flowing through the engine outflow passage 4e, the bidirectional passage 4c, and the engine inflow passage 4d gradually increases, the temperature of the cooling water in the engine cooling circuit 5 also decreases and then increases again. On the other hand, the cooling water does not flow into the heater core 43, so that the temperature of the cooling water in the heater core 43 decreases slightly. At this time, in order to suppress a decrease in the temperature of the cooling water in the heater core 43, the blower motor 71a may be stopped.

[0118] Then, when the temperature of the coolant flowing through the engine inflow passage 4d reaches the second reference temperature Tw2 at time t3, the flow state of the heat medium in the in-vehicle temperature adjustment system 1 is switched to the first heating mode (FIG. 9). Therefore, after time t3, a part of the high-temperature coolant in the engine cooling circuit 5 flows through the condenser 22 and the heater core 43. Therefore, the temperature of the coolant flowing through the heater core 43 rises again and is eventually maintained at a relatively high constant temperature.

[0119] Thus, according to the vehicle temperature control system 1 of this embodiment, during a cold start of the internal combustion engine 110 when vehicle heating is required, the temperature of the cooling water in the heater core 43 is always maintained at a relatively high temperature.

[0120] <Flowchart> 14 is a flowchart of a control routine for controlling the flow state of the heat medium in the vehicle temperature adjustment system 1. The illustrated control routine is executed at regular time intervals.

[0121] First, in step S11, the ECU 61 determines whether or not heating is required. If it is determined in step S11 that heating is required, the control routine proceeds to step S12. In step S12, the heating control shown in FIG. 15 is executed.

[0122] On the other hand, if it is determined in step S11 that heating is not required, the control routine proceeds to step S13. In step S13, the ECU 61 determines whether or not cooling is required. If it is determined in step S13 that cooling is required, the control routine proceeds to step S14. In step S14, cooling control is executed. In cooling control, for example, depending on whether rapid cooling of heat-generating equipment is required, the flow state of the heat medium in the vehicle temperature adjustment system 1 is set to either a first cooling mode or a second cooling mode.

[0123] If it is determined in step S13 that cooling is not required, the control routine proceeds to step S15. In step S15, stop control is executed. In the stop control, for example, depending on whether rapid cooling of heat-generating equipment is required, the flow state of the heat medium in the vehicle temperature adjustment system 1 is set to either a first stop mode or a second stop mode.

[0124] Fig. 15 is a flowchart showing a control routine for heating control executed in step S12 of Fig. 14. The control routine of Fig. 15 is executed every time the control routine of Fig. 14 reaches step S12.

[0125] First, in step S21, the ECU 61 determines whether the internal combustion engine 110 is operating. Whether the internal combustion engine 110 is operating is determined based on, for example, the output of a sensor or the like that indicates the rotation speed of the internal combustion engine 110. If it is determined in step S21 that the internal combustion engine 110 is not operating, the control routine proceeds to step S22. In step S22, the ECU 61 sets the flow state of the heat medium in the vehicle temperature adjustment system 1 to the fourth heating mode (FIG. 10).

[0126] On the other hand, if it is determined in step S21 that the internal combustion engine 110 is operating, the control routine proceeds to step S23. In step S23, the ECU 61 determines whether the temperature Twe of the coolant in the engine cooling circuit 5 detected by the first water temperature sensor 62 is less than the first reference temperature Tw1. If it is determined in step S23 that the temperature Twe of the coolant in the engine cooling circuit 5 is less than the first reference temperature Tw1, the control routine proceeds to step S24. In step S24, the ECU 61 sets the flow state of the heat medium in the vehicle temperature adjustment system 1 to the third heating mode (FIG. 11).

[0127] On the other hand, when it is determined in step S23 that the temperature Twe of the cooling water in the engine cooling circuit 5 is equal to or higher than the first reference temperature Tw1, the control routine proceeds to step S25. In step S25, the ECU 61 determines whether the temperature Twp of the cooling water in the engine inflow passage 4d detected by the second water temperature sensor 63 is lower than the second reference temperature Tw2.

[0128] If it is determined in step S25 that the temperature Twp of the coolant in the engine inflow passage 4d is lower than the second reference temperature Tw2, the control routine proceeds to step S26. In step S26, the ECU 61 sets the flow state of the heat medium in the vehicle temperature adjustment system 1 to the second heating mode (FIG. 12).

[0129] On the other hand, if it is determined in step S25 that the temperature Twp of the coolant in the engine inflow passage 4d is equal to or higher than the second reference temperature Tw2, the control routine proceeds to step S27. In step S27, the ECU 61 sets the flow state of the heat medium in the vehicle temperature adjustment system 1 to the first heating mode (FIG. 9).

[0130] In the above embodiment, the flow state of the coolant in the high-temperature circuit 4 is switched based on the temperature of the coolant in the engine cooling circuit 5 and the temperature of the coolant in the engine inflow passage 4d. However, the flow state may be switched based on other conditions as long as the flow state of the coolant is switched to the third heating mode, the second heating mode, and the first heating mode in this order during cold start of the internal combustion engine. Therefore, for example, the flow state may be switched based on the elapsed time since the flow state was last switched. In this case, for example, when the elapsed time since the flow state was switched from the third heating mode to the second heating mode reaches a predetermined certain time, the flow state is switched from the second heating mode to the first heating mode.

[0131] <Effects> In the vehicle-mounted temperature regulation system 1 of this embodiment, the engine inflow passage 4d and the engine outflow passage 4e extend from the front to the rear of the vehicle cabin. During a cold start of the internal combustion engine 110, the coolant is initially circulated in the engine cooling circuit 5 to raise the temperature of the coolant in the engine cooling circuit 5 to a certain temperature. Therefore, even if the temperature of the coolant in the engine cooling circuit 5 rises to a certain temperature, the temperatures of the coolant in the engine inflow passage 4d and the engine outflow passage 4e may remain low.

[0132] In this state, when the cooling water is caused to flow from the engine cooling circuit 5 to the heater core 43, the low-temperature cooling water that has been stagnating in the engine inflow passage 4d and the engine outflow passage 4e flows into the heater core 43. Therefore, for example, if the temperature of the cooling water flowing into the heater core 43 has been increased in advance by using the condenser 22 of the refrigeration circuit 2, the temperature of the cooling water flowing through the heater core 43 will temporarily drop. As a result, the heating capacity of the heater core 43 will temporarily decrease.

[0133] In contrast, in the vehicle-mounted temperature regulation system 1 according to the present embodiment, the flow state of the heat medium is set to the second heating mode (FIG. 12) and then to the first heating mode (FIG. 9). That is, the coolant in the engine cooling circuit 5 flows through the bidirectional flow path 4c constituting a part of the basic circuit located at the front of the vehicle before flowing through the condenser flow path 4a (i.e., before flowing through the heater core 43). As a result, the coolant in the engine cooling circuit 5 flows into the heater core 43 after the coolant in the engine inflow flow path 4d and the engine outflow flow path 4e is sufficiently warmed. Therefore, according to the vehicle-mounted temperature regulation system 1 according to the present embodiment, during a cold start of the internal combustion engine 110 in a state in which heating of the passenger compartment is required, the temperature of the coolant in the heater core 43 is always maintained at a relatively high temperature as shown in FIG. 13. Therefore, a temporary decrease in the temperature of the coolant flowing through the heater core 43 is suppressed.

[0134] <Modification> In the above, a case where the internal combustion engine 110 is started in a cold state while the heating of the passenger compartment is required is described as an example. However, even when the heating of the passenger compartment is required for the first time after the warm-up of the internal combustion engine 110 is completed, the temperature of the coolant in the engine inflow passage 4d and the engine outflow passage 4e may remain low. Therefore, even in such a case, the flow state of the heat medium may be set in the second heating mode and then the first heating mode as described above. Therefore, to summarize, when the heating of the passenger compartment is required while the temperature of the coolant in the engine inflow passage 4d and the engine outflow passage 4e is lower than the temperature required for heating, the flow state of the heat medium is set in the second heating mode and then the first heating mode.

[0135] In the above embodiment, the engine heat exchanger 52 and the engine cooling circuit 5 are disposed at the rear of the vehicle 100, and the basic circuit including the condenser 22 and the heater core 43 is disposed at the front of the vehicle. However, the engine heat exchanger 52 and the engine cooling circuit 5 may be disposed at the front of the vehicle 100, and the condenser 22, the heater core 43, and the bypass flow path 4f may be disposed at the rear of the vehicle. Thus, the engine heat exchanger 52 is disposed on a first side of the passenger compartment in the front-rear direction of the vehicle 100, and the basic circuit including the condenser 22 and the heater core 43 is disposed on a second side opposite to the first side in the front-rear direction of the vehicle 100.

[0136] In the above embodiment, the condenser 22 is provided as a second heating section that heats the coolant of the high-temperature circuit 4 by utilizing heat other than the exhaust heat of the internal combustion engine 110. However, a heating means other than the condenser 22 may be provided as the second heating section. Specifically, the second heating section may be, for example, an electric heater.

[0137] In addition, the high-temperature circuit 4 may have a configuration different from that in the above embodiment. However, even in that case, the high-temperature circuit 4 must include a thermal circuit having the heater core 43 and the cooling water pipe 22b of the condenser 22 in a flow path, a communication flow path that communicates the engine heat exchanger 52 with the thermal circuit, and a flow state switching mechanism that switches the flow state of the heat medium between a first flow state and a second flow state, and the control device must be able to control the flow state switching mechanism. In the first flow state, at least a part of the heat medium heated by the engine heat exchanger 52 flows through a part of the heat circuit while flowing through the heater core 43, and in the second flow state, at least a part of the heat medium heated by the engine heat exchanger 52 flows through a part of the heat circuit without flowing through the heater core 43.

[0138] FIG. 16 shows an example of a high-temperature circuit 4 having a different configuration from the above embodiment. In the example shown in FIG. 16, one end of the bidirectional flow path 4c communicates with the high-temperature radiator flow path 4b, not with the condenser flow path 4a. One end of the high-temperature radiator flow path 4b communicates with the condenser flow path 4a and the engine outflow flow path 4e. In addition, in the example shown in FIG. 16, a bypass flow path 4f is provided that communicates with the engine outflow flow path 4e and the condenser flow path 4a. The bypass flow path 4f communicates with the condenser flow path 4a between the fourth electromagnetic adjustment valve 47 and the heater core 43. The bypass flow path 4f is provided with a fifth electromagnetic adjustment valve 48 that controls the flow rate of the cooling water flowing through the bypass flow path 4f.

[0139] Although the preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims. [Explanation of symbols]

[0140] 1. Vehicle temperature control system 2 Refrigeration circuit 3 Low temperature circuit 4 High temperature circuit 5 Engine cooling circuit 6. Control device 7 Air passage 22 Capacitor 43 Heater core 52 Engine heat exchanger

Claims

1. An in-vehicle temperature control system comprising: a heater core used to heat a vehicle interior by utilizing heat of a heat medium; a first heating section that heats the heat medium by utilizing exhaust heat from an internal combustion engine; a second heating section that heats the heat medium by utilizing heat other than the exhaust heat from the internal combustion engine; a thermal circuit having the heater core and the second heating section in a flow path; a communication flow path that connects the first heating section to the thermal circuit; a flow state switching mechanism that switches a flow state of the heat medium between the heater core, the first heating section, and the second heating section between a first flow state and a second flow state; and a control device that controls the flow state switching mechanism, In the first flow state, at least a portion of the heat medium heated by the first heating unit flows through the heater core and the thermal circuit, In the second flow state, at least a portion of the heat medium heated by the first heating unit flows through the heat circuit without flowing through the heater core, The flow state switching mechanism switches a flow state of the heat medium among the first flow state, the second flow state, and a third flow state, In the third flow state, the heat medium does not flow from the first heating section into the thermal circuit, and the heat medium heated by the second heating section in the thermal circuit flows through the heater core, the communication passage has a length such that when the heat medium heated by the first heating unit using exhaust heat from the internal combustion engine is flowed into the thermal circuit during a cold start of the internal combustion engine, the heat medium remaining in the communication passage first flows into the heater core, thereby reducing the heating capacity, The control device, when heating of the vehicle cabin is required, controls the flow state switching mechanism to switch the flow state of the heat medium between the third flow state, the second flow state, and the first flow state in that order.

2. 2. The vehicle-mounted temperature control system according to claim 1, wherein the control device controls the flow state switching mechanism to switch the flow state of the heat medium between the second flow state and the first flow state in that order when heating of the vehicle interior is required.

3. 3. The in-vehicle temperature control system according to claim 1, wherein the direction in which the heat medium heated by the second heating unit flows through the thermal circuit when the flow state is in the third flow state is opposite to the direction in which the heat medium heated by the first heating unit flows through the thermal circuit when the flow state is in the second flow state.

4. The engine heat circuit is configured so that at least a part of the heat medium flowing out of the first heating section can flow back into the first heating section without flowing through the heat circuit, 4. The vehicle-mounted temperature regulation system according to claim 1, wherein in the third flow state, the heat medium heated by the first heating section circulates only within the engine heat circuit.

5. The vehicle-mounted temperature control system further includes a refrigeration circuit, 5. The vehicle-mounted temperature adjustment system according to claim 1, wherein the second heating section heats the heat medium by utilizing heat of a condenser of the refrigeration circuit.

6. The thermal circuit includes a radiator arranged in parallel with the heater core for the second heating section, and is configured to be able to adjust the flow rate of the heat medium flowing through the heater core and the radiator. The vehicle temperature control system according to any one of claims 1 to 5.

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