The present disclosure relates to a temperature control system of an electric vehicle. A circulation flow path includes 1.sup.st-4.sup.th and a high-temperature flow paths. A liquid temperature adjustment device is disposed on the first flow path. A compartment heat exchanger is communicated with the liquid temperature adjustment device through the first flow path, and communicated with a heat-dissipation device through the second flow path. A motor cooling circuit is communicated with the heat-dissipation device. A flow path switch is connected with a first inlet, a second outlet and a fourth outlet through the first flow path, the third flow path and the fourth flow path. The high-temperature flow path is bridged between the second flow path and the fourth flow path. The first flow path is selectively communicated with the third flow path or the fourth flow path by the flow path switch. Therefore, the issues and inconvenience are solved.

This vehicle air conditioner includes a first water-refrigerant heat exchanger, a second water-refrigerant heat exchanger, a heater core, a distributing unit which distributes the coolant, fed from a heat generating component of a vehicle, to a plurality of cooling path, and a junction unit which causes the coolant guided from a plurality of cooling paths to join, and feeds the coolant to the heat generating component. The first water-refrigerant heat exchanger inputs the coolant distributed by the distributing unit, through a first cooling path, and feeds the coolant to be guided to the junction unit, to a second cooling path. The second water-refrigerant heat exchanger inputs the coolant distributed by the distributing unit, through a third cooling path, and feeds the coolant to the heater core. The heater core inputs the coolant fed by the second water-refrigerant heat exchanger, and feeds the coolant to be guided to the junction unit, to a fourth cooling path.

This vehicle air conditioner includes a first water-refrigerant heat exchanger, a second water-refrigerant heat exchanger, a heater core, a distributing unit which distributes the coolant, fed from a heat generating component of a vehicle, to a plurality of cooling path, and a junction unit which causes the coolant guided from a plurality of cooling paths to join, and feeds the coolant to the heat generating component. The first water-refrigerant heat exchanger inputs the coolant distributed by the distributing unit, through a first cooling path, and feeds the coolant to be guided to the junction unit, to a second cooling path. The second water-refrigerant heat exchanger inputs the coolant distributed by the distributing unit, through a third cooling path, and feeds the coolant to the heater core. The heater core inputs the coolant fed by the second water-refrigerant heat exchanger, and feeds the coolant to be guided to the junction unit, to a fourth cooling path.

The present invention provides a cooling system for an internal combustion engine, comprising: a flow channel switching valve for switching between a plurality of cooling water channels at least including a heater line for air heating, a block line for cooling an engine block, and a transmission line for an oil warmer of a transmission so as to sequentially open at least one of the plurality of cooling water channels in accordance with a warm-up state of the internal combustion engine; and a control device for controlling opening and closing of the flow channel switching valve so as to restrict a cooling water distribution rate of the heater line. The cooling system allows acceleration of cooling water temperature recovery from a temporary drop.

A thermal management system for a vehicle includes a first pump and a second pump, temperature adjustment target devices, heat exchangers, numerous flow paths including a first pump arrangement flow path, a second pump arrangement flow path, and device arrangement flow paths, a first switching portion for allowing the numerous flow paths to selectively communicate with each other, a second switching portion for allowing the numerous flow paths to selectively communicate with each other, and a reserve tank for storing therein heat medium. The reserve tank is configured to set the pressure of the liquid surface of the stored heat medium to a predetermined pressure (e.g., atmospheric pressure), and is connected to one flow path of the numerous flow paths.

A thermal management system for a vehicle includes a first pump and a second pump, temperature adjustment target devices, heat exchangers, numerous flow paths including a first pump arrangement flow path, a second pump arrangement flow path, and device arrangement flow paths, a first switching portion for allowing the numerous flow paths to selectively communicate with each other, a second switching portion for allowing the numerous flow paths to selectively communicate with each other, and a reserve tank for storing therein heat medium. The reserve tank is configured to set the pressure of the liquid surface of the stored heat medium to a predetermined pressure (e.g., atmospheric pressure), and is connected to one flow path of the numerous flow paths.

An ECU controls waste heat quantity of an engine according to a required heat quantity in response to a heat-utilize requirement. The ECU controls a valve opening period of an intake valve based on an engine driving condition and an ignition timing based on a most efficient timing at which fuel economy is highest. The ECU determines whether there is an ignition advance margin relative to the most efficient timing. When there is no margin, an actual compression ration of the engine is decreased by advancing or retarding a valve close timing of the intake valve and the ignition timing is advanced relative to the most efficient timing in order to increase the waste heat quantity.

An ECU controls waste heat quantity of an engine according to a required heat quantity in response to a heat-utilize requirement. The ECU controls a valve opening period of an intake valve based on an engine driving condition and an ignition timing based on a most efficient timing at which fuel economy is highest. The ECU determines whether there is an ignition advance margin relative to the most efficient timing. When there is no margin, an actual compression ration of the engine is decreased by advancing or retarding a valve close timing of the intake valve and the ignition timing is advanced relative to the most efficient timing in order to increase the waste heat quantity.

A transmission heat exchange system comprising: a transmission heat exchanger (103); a first valve (106), the first valve comprising at least a first coolant input and a temperature responsive component which changes condition according to its temperature; and a pump (104), the pump being arranged to pump coolant from the transmission heat exchanger to the first valve through the first coolant input. The first valve (106) is arranged to operate in a closed state and an open state according to the condition of the temperature responsive component, such that in the closed state coolant is allowed to flow from the transmission heat exchanger (103) through the first valve (106) at a first rate and in the open state coolant is allowed to flow from the transmission heat exchanger (103) through the first valve (106) at a second rate, the second rate being greater than the first rate. The temperature responsive component is at least partially immersed within the coolant in the first coolant input, and such that the condition of the temperature responsive component is at least partially determined by the temperature of the coolant within the first coolant input.

A transmission heat exchange system comprising: a transmission heat exchanger (103); a first valve (106), the first valve comprising at least a first coolant input and a temperature responsive component which changes condition according to its temperature; and a pump (104), the pump being arranged to pump coolant from the transmission heat exchanger to the first valve through the first coolant input. The first valve (106) is arranged to operate in a closed state and an open state according to the condition of the temperature responsive component, such that in the closed state coolant is allowed to flow from the transmission heat exchanger (103) through the first valve (106) at a first rate and in the open state coolant is allowed to flow from the transmission heat exchanger (103) through the first valve (106) at a second rate, the second rate being greater than the first rate. The temperature responsive component is at least partially immersed within the coolant in the first coolant input, and such that the condition of the temperature responsive component is at least partially determined by the temperature of the coolant within the first coolant input.