JP2006143012A - Temperature adjusting device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a temperature adjusting device for a vehicle having a sufficiently improved heating performance by a heater core. <P>SOLUTION: The temperature adjusting device for the vehicle is equipped with a heater core 31 heating the air fed into a vehicle cabin, an engine 12 having an exhaust manifold 57 having flowing exhaust gas, and a heat pipe 21 which is connected to the heater core 31 and streams the cooling water toward the heater core 31. The heater pipe 21 is provided so that the cooling water flowing in the heater pipe 21 receives radiation heat of the exhaust manifold 57. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention generally relates to a temperature control device for a vehicle, and more specifically, for a vehicle that warms air sent to a vehicle interior by supplying cooling water heated by a water jacket of an internal combustion engine to a heater core. The present invention relates to a temperature control device.

As a conventional technique related to a vehicle temperature control device, for example, Japanese Patent Laid-Open No. 60-85215 discloses that the function of a catalyst is sufficiently exerted and a significant weight reduction is realized to control an exhaust temperature. An internal combustion engine for this purpose is disclosed (Patent Document 1). In the internal combustion engine disclosed in Patent Document 1, cooling water is selectively caused to flow around the exhaust port of the cylinder head based on signals from the first cooling water jacket and a temperature sensor provided in the catalyst. A second cooling water jacket is formed. The first and second cooling water jackets are formed integrally with the cylinder head.
JP-A-60-85215

  The heat generated in the engine is recovered in cooling water circulating in the water jacket and used for heating using a heater. However, in recent years, as the combustion efficiency of the engine has improved, it has become difficult to sufficiently raise the temperature of the cooling water. For this reason, it is feared that the heater does not warm up immediately after starting the engine, or that sufficient heater performance cannot be ensured in a cold region.

  In order to solve such a problem, a means for providing an auxiliary electric heater may be considered. However, in this case, the fuel consumption is deteriorated and the manufacturing cost is increased. The internal combustion engine disclosed in Patent Document 1 can be an effective means for increasing the exhaust temperature, but the temperature of the cooling water cannot be sufficiently increased.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems and to provide a vehicle temperature adjustment device in which the heating performance by the heater core is sufficiently improved.

  A vehicle temperature control device according to the present invention includes a heater core that warms air sent into a vehicle compartment, an internal combustion engine having an exhaust manifold through which exhaust gas flows, a heater pipe that is connected to the heater core and flows a heat medium toward the heater core, Is provided. The heater pipe is provided so that the heat medium receives the radiant heat of the exhaust manifold.

  According to the vehicle temperature control apparatus configured as described above, the heat medium receives the radiant heat of the exhaust manifold while flowing through the heater pipe, and is thus supplied to the heater core while being heated to a sufficiently high temperature. For this reason, the heating effect of the vehicle by a heater core can be improved.

  Further, a cooling jacket through which a heat medium flows is formed in the internal combustion engine. The heater pipe connects between the cooling jacket and the heater core, and the heat medium flowing through the cooling jacket is supplied to the heater core through the heater pipe. According to the vehicle temperature control apparatus configured as described above, the temperature of the heat medium that has been increased by cooling the internal combustion engine while flowing through the cooling jacket can be further increased by the radiant heat of the exhaust manifold.

  Preferably, the heater pipe is provided so as to have a portion directly facing the exhaust manifold. Preferably, the heater pipe is provided to have a portion overlapping with the exhaust manifold when the vehicle is viewed from above.

  The internal combustion engine further includes a main body portion to which an exhaust manifold is attached and exhaust gas is discharged to the exhaust manifold. Preferably, the heater pipe extends in a space between the main body portion and the exhaust manifold. According to the vehicle temperature control apparatus configured as described above, the radiant heat of the exhaust manifold is efficiently transmitted to the heat medium flowing through the heater pipe. For this reason, the heat medium supplied to the heater core can be heated to a higher temperature.

  Preferably, the vehicle temperature adjustment device further includes a heating adjustment unit that is provided in the heater pipe and adjusts the magnitude of the radiant heat of the exhaust manifold received by the heat medium. According to the vehicle temperature adjustment device configured as described above, the heat medium supplied to the heater core can be adjusted to an appropriate temperature in accordance with the situation at that time.

  Preferably, the heating adjustment unit includes a first position where a state where the heater pipe and the exhaust manifold are directly opposed to each other and a second position where a state where the heater pipe and the exhaust manifold are blocked are obtained. It is the insulator provided so that movement was possible between. According to the vehicle temperature control apparatus configured as described above, when the insulator is moved to the first position, the magnitude of the radiant heat of the exhaust manifold received by the heat medium increases, and the temperature of the heat medium supplied to the heater core. Can be set high. Further, when the insulator is moved to the second position, the magnitude of the radiant heat of the exhaust manifold received by the heat medium is reduced, and the temperature of the heat medium supplied to the heater core can be set low.

  Further preferably, the insulator is positioned at the first position during the warming-up of the internal combustion engine and at least one of when the heating request is high, and after the warming-up of the internal combustion engine and the heating request Is positioned in the second position when not present. The term “while warming up” refers to a period of time until the heat medium rises to a predetermined temperature at which the internal combustion engine starts up at a constant transition. According to the vehicle temperature control device configured as described above, immediately after the start of the internal combustion engine, when the heating performance of the heater core is ensured at an early stage, or when the heating request is high, such as when the vehicle is in a cold region, The heating performance of the heater core can be sufficiently improved. Moreover, when it is not in such a situation, it can prevent that a heat medium raises a temperature excessively.

  Preferably, the heating adjustment unit is an actuator that moves the heater pipe so that the distance between the heater pipe and the exhaust manifold changes. According to the vehicle temperature control apparatus configured as described above, the magnitude of the radiant heat of the exhaust manifold received by the heat medium when the heater pipe is moved in the direction in which the distance between the heater pipe and the exhaust manifold decreases. The temperature of the heat medium supplied to the heater core can be set high. In addition, if the heater pipe is moved in a direction that increases the distance between the heater pipe and the exhaust manifold, the amount of radiant heat of the exhaust manifold that the heat medium receives decreases, and the temperature of the heat medium supplied to the heater core is reduced. Can be set low.

  Preferably, the actuator moves the heater pipe in a direction in which the distance between the heater pipe and the exhaust manifold is reduced during at least one of the period when the internal combustion engine is warming up and when the heating requirement is high. The heater pipe is moved in the direction in which the distance between the heater pipe and the exhaust manifold is increased after the internal combustion engine is warmed up and when there is no heating requirement. According to the vehicle temperature control device configured as described above, immediately after the start of the internal combustion engine, when the heating performance of the heater core is ensured at an early stage, or when the heating request is high, such as when the vehicle is in a cold region, The heating performance of the heater core can be sufficiently improved. Moreover, when it is not in such a situation, it can prevent that a heat medium raises a temperature excessively.

  As described above, according to the present invention, it is possible to provide a vehicle temperature control device in which the heating performance by the heater core is sufficiently improved.

  Embodiments of the present invention will be described with reference to the drawings. In the drawings referred to below, the same or corresponding members are denoted by the same reference numerals.

(Embodiment 1)
FIG. 1 is a schematic diagram showing an engine cooling system to which a vehicle temperature control apparatus according to Embodiment 1 of the present invention is applied. FIG. 2 is a perspective view of the engine shown in FIG. 1 when viewed from the exhaust manifold side. Referring to FIGS. 1 and 2, vehicle engine 12 is an in-line multi-cylinder engine in which a plurality of cylinders 56 are formed side by side in one direction.

  The engine 12 includes a cylinder block 53 and a cylinder head 52 assembled to the cylinder block 53. A plurality of cylinders 56 into which pistons are fitted are formed in the cylinder block 53 side by side. A combustion chamber is formed at a position surrounded by the cylinder 56 and the cylinder head 52, and an intake port and an exhaust port communicating with the combustion chamber are formed in the cylinder head 52.

  An exhaust manifold 57 that fixes exhaust gas discharged from the engine 12 through the exhaust port to an exhaust pipe (not shown) is fixed to the cylinder head 52. The exhaust manifold 57 includes a plurality of branch pipe portions 61 through which exhaust gas discharged from each cylinder flows separately, and a collecting pipe portion 62 through which exhaust gases flowing through the plurality of branch pipe portions 61 gather.

  The plurality of branch pipe portions 61 extend from the mounting surface 52a of the cylinder head 52 in a direction away from the cylinder head 52, and further extend toward the collecting pipe portion 62 while changing the direction downward where the cylinder block 53 is located. Yes. The plurality of branch pipe portions 61 are provided side by side in the same direction as the cylinder 56, and branch pipe portions 61p and 61q are respectively located at both ends of the row direction. The cylinder block 53 and the cylinder head 52 constitute a main body 51 to which the exhaust manifold 57 is attached.

  The engine 12 is formed with a water jacket 55 through which cooling water flows. Although not shown in detail in the drawing, the water jacket 55 is formed in the cylinder block 53 and the cylinder head 52 so as to pass through the periphery of the cylinder 56 and the vicinity of the intake port and the exhaust port in order. A position entering the cylinder block 53 toward the periphery of the cylinder 56 is an entrance of the water jacket 55, and a position exiting from the cylinder head 52 through the vicinity of the intake port and the exhaust port is an exit of the water jacket 55.

  The inlet and outlet of the water jacket 55 are respectively connected to the radiator 32, and a cooling water path through which the cooling water circulates is formed between the water jacket 55 and the radiator 32. In the cooling water path, a thermostat 33 and a water pump 34 are arranged in order from a position close to the radiator 32, located between the entrance of the water jacket 55 and the radiator 32. The engine 12 is further provided with a return passage 35 so as to connect the outlet of the water jacket 55 and the coolant passage in which the thermostat 33 is disposed.

  A vehicle equipped with the engine 12 is provided with a heater core 31. The heater core 31 is connected by a heater pipe 21 to a cooling water path that connects the outlet of the water jacket 55 and the radiator 32. The heater core 31 is further connected to a cooling water path located between the thermostat 33 and the water pump 34. With such a configuration, the cooling water that circulates between the heater core 31 and the water jacket 55 is also cooled. A water path is formed.

  The cooling water sent to the water jacket 55 by the water pump 34 cools the cylinder block 53 and the cylinder head 52 in order (flows indicated by arrows 101 and 102). When the temperature of the cooling water is lower than the predetermined temperature, the thermostat 33 allows the cooling water to flow from the return passage 35 toward the water pump 34. At this time, the cooling water discharged from the water jacket 55 flows through the return passage 35 and is sent out again to the water jacket 55 by the water pump 34 (flows indicated by arrows 108 and 101). On the other hand, when the temperature of the cooling water is higher than a predetermined temperature, the thermostat 33 allows the cooling water to flow from the radiator 32 toward the water pump 34. At this time, the cooling water whose temperature has risen is guided to the radiator 32, where the temperature is lowered, and then the water pump 34 sends out the water jacket 55 to the water jacket 55 (flows indicated by arrows 103, 104 and 101).

  A part of the cooling water discharged from the water jacket 55 is guided to the heater core 31 through the heater pipe 21 (flows indicated by arrows 105 and 106). The cooling water exchanges heat therewith with surrounding air and warms the air supplied into the vehicle compartment. The cooling water whose temperature has been lowered by heat exchange is returned from the heater core 31 to the engine 12 and sent out again to the water jacket 55 (flows indicated by arrows 107 and 101).

  The heater pipe 21 extends between the water jacket 55 and the heater core 31 so as to pass through the vicinity of the exhaust manifold 57. The heater pipe 21 extends so as to have a portion 21 s that overlaps the exhaust manifold 57 when the vehicle is viewed from above. The heater pipe 21 extends over a range from the branch pipe portions 61p disposed at both ends of the plurality of branch pipe portions 61 to the branch pipe portion 61q. That is, the heater pipe 21 extends between one end 57m and the other end 57n of the exhaust manifold 57 in the direction in which the plurality of branch pipe portions 61 are arranged. The heater pipe 21 extends so as to pass through a space 63 formed between the exhaust manifold 57 and the cylinder head 52. The heater pipe 21 is provided so that the plurality of branch pipe portions 61 extend in a direction orthogonal to the direction extending from the mounting surface 52 a of the cylinder head 52 and intersect the plurality of branch pipe portions 61.

  In the present embodiment, the heater pipe 21 passes below the exhaust manifold 57, but may extend so as to pass above the exhaust manifold 57. Further, the heater pipe 21 may extend while being bent in a zigzag manner around the exhaust manifold 57, and extends so as to reciprocate a plurality of times between one end 57m and the other end 57n of the exhaust manifold 57. May be.

  A movable insulator 23 is provided at a position where the heater pipe 21 extends in the vicinity of the exhaust manifold 57. The movable insulator 23 extends along the direction in which the heater pipe 21 extends. The movable insulator 23 has an opening 23h. The opening 23 h exposes the heater pipe 21 only during a predetermined phase around the axis of the heater pipe 21. That is, the heater pipe 21 extends along the axial direction of the heater pipe 21 so as to partially cover the heater pipe 21. The movable insulator 23 extends between one end 57m and the other end 57n of the exhaust manifold 57.

  The movable insulator 23 is connected to the actuator 24. The actuator 24 rotates the movable insulator 23 so as to change the phase position of the opening 23h. The opening 23 h is positioned on the exhaust manifold 57 side and on the opposite side of the exhaust manifold 57 by the rotation of the movable insulator 23. When the opening 23h is positioned on the exhaust manifold 57 side, the state in which the opening 23h is disposed between the exhaust manifold 57 and the heater pipe 21 is obtained, and the opening 23h is positioned on the opposite side of the exhaust manifold 57. As a result, a state in which the movable insulator 23 is disposed between the exhaust manifold 57 and the heater pipe 21 is obtained. The actuator 24 may be a hydraulic cylinder or an electric motor. Further, the mechanism is not limited to these, and a mechanism using a negative pressure generated in the intake port of the engine 12 may be used.

  FIG. 3 is a side view showing a heating acceleration mode of the vehicle temperature control device in the present embodiment. FIG. 4 is a side view showing a heating suppression mode of the vehicle temperature adjustment device in the present embodiment. 3 and 4 show side views of the engine 12 as seen from the direction indicated by the arrow III in FIG.

  Referring to FIG. 3, since the high-temperature exhaust gas exhausted from engine 12 flows inside exhaust manifold 57, exhaust manifold 57 emits radiant heat radially toward itself. When the movable insulator 23 is rotated and the opening 23h is positioned on the exhaust manifold 57 side, the exhaust manifold 57 and the heater pipe 21 are not obstructed by the movable insulator 23 and directly face each other at a distance from each other. It becomes. For this reason, the radiant heat of the exhaust manifold 57 is efficiently transmitted to the cooling water in the heater pipe 21, and the temperature of the cooling water can be greatly increased.

  Referring to FIG. 4, on the other hand, when the opening 23 h is positioned on the opposite side of the exhaust manifold 57, the exhaust manifold 57 and the heater pipe 21 are blocked by the movable insulator 23. At this time, the radiant heat of the exhaust manifold 57 is cut by the movable insulator 23, and the temperature of the cooling water in the heater pipe 21 can be suppressed from rising.

  FIG. 5 is a diagram illustrating the control timing of the movable insulator. Referring to FIG. 5, first, during warm-up of engine 12, movable insulator 23 is rotated so that opening 23h is positioned on the exhaust manifold 57 side. Thereby, the temperature of the cooling water sent to the heater core 31 can be raised in a short time, and heating performance can be improved at an early stage.

  Next, when the thermostat 33 is activated and cooling water is supplied to the radiator 32, the movable insulator 23 is rotated so that the opening 23h is positioned on the opposite side of the exhaust manifold 57. Thereby, it is possible to prevent the cooling water sent to the heater core 31 from being heated excessively and boiling.

  Further, when the vehicle on which the engine 12 is mounted is traveling in a cold region, the opening 23h may be positioned on the exhaust manifold 57 side to ensure heating performance. In this case, for example, the temperature of the hot air is measured by a temperature sensor arranged immediately after the heater core 31. The measured temperature is input to the air conditioner computer, and the temperature is compared with the temperature set in the air conditioner to determine whether the heating performance is sufficient. When it is determined that the heating performance is insufficient, the movable insulator 23 is rotated, and the opening 23h may be positioned on the exhaust manifold 57 side. In addition, the timing which rotates the movable insulator 23 demonstrated above is an example, and can be moved at an appropriate timing according to the situation at that time.

  The vehicle temperature control apparatus according to the first embodiment of the present invention is connected to the heater core 31 that warms the air sent into the vehicle compartment, the engine 12 that has an exhaust manifold 57 through which exhaust gas flows, and the heater core 31, And a heater pipe 21 for flowing cooling water as a medium toward the heater core 31. The heater pipe 21 is provided so that the cooling water flowing through the heater pipe 21 receives the radiant heat of the exhaust manifold 57. The engine 12 is formed with a water jacket 55 as a cooling jacket through which cooling water flows. The heater pipe 21 connects between the water jacket 55 and the heater core 31, and cooling water flowing through the water jacket 55 is supplied to the heater core 31 through the heater pipe 21.

  The engine 12 is further provided with a main body 51 to which an exhaust manifold 57 is attached and exhaust gas is discharged to the exhaust manifold 57. The heater pipe 21 extends in a space 63 between the main body 51 and the exhaust manifold 57.

  The vehicle temperature adjustment device further includes a heating adjustment unit that is provided in the heater pipe 21 and adjusts the magnitude of the radiant heat of the exhaust manifold 57 received by the cooling water. The heating adjustment unit is a first position where the heater pipe 21 and the exhaust manifold 57 are directly opposed to each other, the position where the opening 23h is positioned on the exhaust manifold 57 side, the heater pipe 21 and the exhaust manifold. As a second position where a state of being blocked from the exhaust manifold 57 is obtained, the movable insulator 23 as an insulator provided so as to be movable between a position where the opening 23 h is positioned on the opposite side of the exhaust manifold 57. is there.

  According to the vehicle temperature control apparatus in Embodiment 1 of the present invention configured as described above, the temperature of the cooling water sent to the heater core 31 can be positively increased using the radiant heat of the exhaust manifold 57. . This makes it possible to sufficiently improve the heating performance when the amount of heat generated by the heater tends to be insufficient, such as when the vehicle is warming up or running in a cold region. Moreover, since the movable insulator 23 is provided, the temperature of the cooling water sent to the heater core 31 can be adjusted according to the occasional situation.

  Engines to which the present invention is applied include gasoline engines and diesel engines, and there are various types of engines such as V-type, W-type, and horizontally opposed types in addition to in-line types.

(Embodiment 2)
FIG. 6 is a side view showing a heating acceleration mode of the vehicle temperature control apparatus in Embodiment 2 of the present invention. FIG. 7 is a side view showing a heating suppression mode of the vehicle temperature adjustment device in the embodiment of the present invention. In the drawing, a side view of the engine 12 viewed from the same direction as that in FIGS. 3 and 4 in the first embodiment is shown. Compared with the vehicle temperature adjusting device in the first embodiment, the vehicle temperature adjusting device in the present embodiment basically has the same structure. Hereinafter, the description of the overlapping structure will not be repeated.

  With reference to FIGS. 6 and 7, in the present embodiment, heater pipe 21 is positioned at a portion extending in the vicinity of exhaust manifold 57, and pipe moving device 71 is attached to heater pipe 21. The pipe moving device 71 moves the heater pipe 21 so that the distance L between the heater pipe 21 and the exhaust manifold 57 changes. As the pipe moving device 71, a hydraulic cylinder or an electric motor can be used, and other appropriate mechanisms can also be used.

  With reference to FIG. 6, the pipe moving device 71 moves the heater pipe 21 to a position in contact with the surface 57 a of the exhaust manifold 57. At this time, the heat of the exhaust manifold 57 is directly transmitted to the cooling water in the heater pipe 21, and the temperature of the cooling water can be greatly increased. Referring to FIG. 7, the pipe moving device 71 moves the heater pipe 21 in the direction in which the distance L between the heater pipe 21 and the exhaust manifold 57 increases. Since the magnitude of the radiant heat of the exhaust manifold 57 decreases as the distance from the exhaust manifold 57 increases, the temperature of the cooling water in the heater pipe 21 can be suppressed from increasing at this time.

  FIG. 8 is a diagram illustrating the control timing of the pipe moving device. Referring to FIG. 8, in the present embodiment, when engine 12 is warmed up or when a vehicle equipped with engine 12 is traveling in a cold and cold region, between heater pipe 21 and exhaust manifold 57. The heater pipe 21 is moved in the direction in which the distance L is decreased, and the state shown in FIG. Thereby, the heating performance of the heater core 31 is improved. Further, during normal operation after warm-up, the heater pipe 21 is moved in the direction in which the distance L between the heater pipe 21 and the exhaust manifold 57 is increased, and the state shown in FIG. Thereby, it is prevented that the cooling water sent to the heater core 31 rises in temperature excessively.

  In the vehicle temperature control apparatus according to Embodiment 2 of the present invention, the heating adjustment unit moves the pipe as an actuator that moves the heater pipe 21 so that the distance L between the heater pipe 21 and the exhaust manifold 57 changes. Device 71.

  According to the vehicle temperature adjustment device in the second embodiment of the present invention configured as described above, the same effects as those described in the first embodiment can be obtained.

(Embodiment 3)
FIG. 9 is a schematic diagram showing an engine cooling system to which the vehicle temperature control device according to Embodiment 3 of the present invention is applied. Compared with the vehicle temperature adjusting device in the first embodiment, the vehicle temperature adjusting device in the present embodiment basically has the same structure. Hereinafter, the description of the overlapping structure will not be repeated.

  Referring to FIG. 9, in the present embodiment, a bypass pipe 76 is connected to heater pipe 21. The bypass pipe 76 is provided so that the heater pipe 21 connects between a portion extending from the water jacket 55 toward the exhaust manifold 57 and a portion extending from the exhaust manifold 57 toward the heater core 31. With such a configuration, a cooling water path extending directly from the water jacket 55 to the heater core 31 without passing through the vicinity of the exhaust manifold 57 is formed. A valve 77 for controlling the direction in which the cooling water flows is provided at a branch point between the heater pipe 21 and the bypass pipe 76.

  When the vehicle is warming up or running in a cold region, the valve 77 guides the flow of the cooling water to the heater pipe 21 extending through the vicinity of the exhaust manifold 57 (flows indicated by arrows 105 and 106). Thereby, the temperature of the cooling water sent to the heater core 31 is increased, and the heating performance is improved. On the other hand, during normal operation after warm-up, the flow of cooling water is guided to the bypass pipe 76 by the valve 77 (flow indicated by arrows 105 and 121). Thereby, since the cooling water is not affected by the radiant heat of the exhaust manifold 57, the temperature rise of the cooling water can be suppressed.

  The vehicle temperature control apparatus according to Embodiment 3 of the present invention extends at a position away from the exhaust manifold 57, and each of the bypass pipe 76 connecting the engine 12 and the heater core 31, the heater pipe 21 and the bypass pipe 76. And a valve 77 for selectively flowing cooling water.

  According to the vehicle temperature adjustment device in the third embodiment of the present invention configured as described above, the same effects as those described in the first embodiment can be obtained.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic diagram which shows the cooling system of the engine to which the vehicle temperature control apparatus in Embodiment 1 of this invention was applied. FIG. 2 is a perspective view when the engine in FIG. 1 is viewed from the exhaust manifold side. It is a side view which shows the heating promotion mode of the temperature control apparatus for vehicles in Embodiment 1 of this invention. It is a side view which shows the heating suppression mode of the temperature control apparatus for vehicles in Embodiment 1 of this invention. It is a figure which shows the control timing of a movable insulator. It is a side view which shows the heating promotion mode of the temperature control apparatus for vehicles in Embodiment 2 of this invention. It is a side view which shows the heating suppression mode of the temperature control apparatus for vehicles in Embodiment 2 of this invention. It is a figure which shows the control timing of a pipe moving apparatus. It is a schematic diagram which shows the cooling system of the engine to which the vehicle temperature control apparatus in Embodiment 3 of this invention was applied.

Explanation of symbols

  12 Engine, 21 Heater pipe, 21s part, 23 Movable insulator, 23h Opening part, 31 Heater core, 51 Main body part, 55 Water jacket, 57 Exhaust manifold, 63 Space, 71 Pipe moving device.

Claims (10)

A heater core that warms the air sent into the vehicle compartment;
An internal combustion engine having an exhaust manifold through which exhaust gas flows;
A heater pipe connected to the heater core and flowing a heat medium toward the heater core;
The heater pipe is a vehicle temperature adjusting device provided so that a heat medium receives radiant heat of the exhaust manifold. The internal combustion engine is formed with a cooling jacket through which a heat medium flows,
The said heater pipe is connecting between the said jacket for cooling and the said heater core, The heat medium which flows into the said jacket for cooling is supplied to the said heater core through the said heater pipe. Temperature control device for vehicles.   The vehicle temperature control device according to claim 1, wherein the heater pipe is provided so as to have a portion that directly faces the exhaust manifold.   4. The vehicle temperature control device according to claim 1, wherein the heater pipe is provided so as to have a portion that overlaps with the exhaust manifold when the vehicle is viewed from above. 5. The internal combustion engine further includes a main body portion to which the exhaust manifold is attached and exhaust gas is discharged to the exhaust manifold,
5. The vehicle temperature control device according to claim 1, wherein the heater pipe extends in a space between the main body portion and the exhaust manifold.   The vehicle temperature adjustment device according to any one of claims 1 to 5, further comprising a heating adjustment unit that is provided in the heater pipe and adjusts the magnitude of radiant heat of the exhaust manifold received by the heat medium.   The heating adjustment unit has a first position at which the heater pipe and the exhaust manifold are directly opposed to each other, and a second position at which the heater pipe and the exhaust manifold are blocked from each other. The vehicle temperature control device according to claim 6, wherein the temperature control device is an insulator provided so as to be movable between the two.   The insulator is positioned at the first position during the warming-up of the internal combustion engine and at least one of when the heating request is high, and after the warming-up of the internal combustion engine and the heating request The vehicle temperature adjustment device according to claim 7, wherein the vehicle temperature adjustment device is positioned at the second position when no is present.   The vehicle temperature adjustment device according to claim 6, wherein the heating adjustment unit is an actuator that moves the heater pipe so that a distance between the heater pipe and the exhaust manifold changes.   The actuator moves the heater pipe in a direction in which the distance between the heater pipe and the exhaust manifold decreases during at least one of the time when the internal combustion engine is warming up and when the heating requirement is high. The heater pipe is moved in a direction in which the distance between the heater pipe and the exhaust manifold is increased after the internal combustion engine is warmed up and when there is no heating requirement. The vehicle temperature control device as described.

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