JP3291543B2 - Multi-room temperature control system for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-room temperature control device used for a vehicle, such as a freezer vehicle, which conveys a load at a predetermined temperature.

[0002]

2. Description of the Related Art Conventionally, as a vehicle for transporting cargo, for example, a vehicle disclosed in Japanese Patent Application Laid-Open No. 58-145517 is known. This forms a cooling unit by a cooling heat exchanger of a cooling cycle and a blower that blows air that has been heat-exchanged by the cooling heat exchanger into a space to be conditioned,
Independently of this, a heating unit is formed by a heating heat exchanger that uses engine cooling water as a heat source, and a blower that blows air that has been heat-exchanged by the heating heat exchanger into the air-conditioned space. Then, these units are arranged in a storage so that the cooling unit has a heating function.

[0003]

However, the above-described structure is designed on the assumption that there is only one storage in one vehicle, and it is necessary to carry a large amount of the same load. There is no problem, but if you want to transport many types of cargo in small quantities, especially cargoes with different temperature control, if there is only one storage space as in the past, each The transportation efficiency has been inevitably reduced.

Further, since the cooling unit and the heating unit are provided independently, a large space is required, and switching between cooling and heating is manually controlled by turning on / off a solenoid valve. Therefore, when the cargo is controlled at a constant temperature in the middle period of spring or autumn, it is necessary to rely on the switching control based on the driver's judgment, and there is a disadvantage that the constant temperature cannot be controlled properly.

Accordingly, an object of the present invention is to provide a multi-room temperature control system for a vehicle which can cope with a situation in which a small amount of various types of cargo can be efficiently transported. It is another object of the present invention to incorporate a heating function into a cooling unit to automatically perform cooling and heating control, thereby realizing constant temperature control regardless of the season.

[0006]

According to the present invention, there is provided a vehicular multi-room temperature control system according to the present invention having a plurality of storages,
In each storage, a unit fan, an evaporator forming part of a cooling cycle, and a heater core forming part of a heating cycle are stored and arranged in a unit case, and the storage core is provided in each storage. The evaporators are connected in parallel so as to communicate with a common compressor to constitute the cooling cycle, and the heater cores provided in each of the storages are connected in series so as to have a common heat supply source to constitute the heating cycle. In the heating cycle , each heater core provided in each of the storages is individually
A first valve that varies the flow rate of the cooling medium flowing into each evaporator, and the flow rate of the heating medium flowing into each heater core and the heating valve that bypasses the heater core. A second valve for varying the ratio with the flow rate (claim 1).

Here, as the first valve, a solenoid valve that adjusts the flow rate for each evaporator is used (claim 2), and as the second valve, a three-way valve that adjusts the flow rate for each heater core is used. A configuration (claim 3) is conceivable.

In addition, for each storage, a suction temperature detection sensor for detecting a temperature of air sucked into the unit case, a blowout temperature detection sensor for detecting a temperature of air blown from the unit case, and a temperature of the storage. And a target outlet temperature calculation for calculating a target temperature of air to be blown into the storage based on the suction temperature detected by the suction temperature detection sensor and a set temperature set by the temperature setter. Means and the second valve based on the suction temperature detected by the suction temperature detection sensor and the set temperature set by the temperature setter until the suction temperature converges within a predetermined set temperature range. Fully open or fully closed, when the suction temperature converges within a predetermined set temperature range,
It is preferable that the apparatus further comprises valve opening control means for adjusting the opening of the second valve so that the outlet temperature detected by the outlet temperature sensor converges to the target temperature.

[0009]

Therefore, according to the first to third aspects of the present invention, the evaporators of the respective storages are provided in parallel in the cooling cycle system so that the refrigerant can be supplied from a common compressor, and each evaporator is provided by the first valve. The amount of refrigerant supplied to the heater is adjusted. In addition, the heater cores of each storage are provided in series in the heating cycle system so that the heating medium can be supplied from a common heat supply source, and the supply amount of the heating medium to each heater core is adjusted by the second valve. Is done. As described above, the cooling capacity and the heating capacity can be arbitrarily combined for each storage by operating the first or second valve, and independent temperature control can be performed for each storage. The above object can be achieved.

According to the fourth aspect of the present invention, the flow of the heating medium into the heater core is controlled until the suction temperature converges within a predetermined set temperature range for the temperature control of each storage. Is adjusted by fully opening or closing the
The suction temperature quickly approaches the set temperature. Then, when the suction temperature converges within a predetermined set temperature range, the opening of the valve is adjusted so that the blowout temperature detected by the blowout temperature sensor converges to the target blowout temperature calculated by the target blowout temperature calculation means. Then, the amount of inflow to the heater core is controlled. As described above, in the latter period when the suction temperature converges to the set temperature, the outlet temperature is also made to converge to the target temperature, so that the variation in the temperature distribution in the temperature controlled space is suppressed as much as possible,
The temperature of the temperature-controlled space can be kept constant.

[0011]

Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 1, the multi-room temperature control system for a vehicle includes a storage unit 1 of a vehicle divided into, for example, a front storage 2 and a rear storage 3, and each storage has a cooling unit with a heating function. 4a and 4b are arranged. In addition, since the configuration on the front storage side and the configuration on the rear storage side are the same in this embodiment, when the same component is represented by the component on the front storage side, the subscript a is added to the number, and the rear storage When a component on the side is represented, a subscript b is added to the number.

The cooling units 4a and 4b are fixedly mounted, for example, on the front side of the ceiling 6 of each storage, and as shown in FIGS. 2 and 3, the most upstream part in the unit case 7a (7b). A unit fan 8a (8b) is disposed on the downstream side, and an evaporator 9a (9b) is provided on the downstream side, and a heater core 10a (10b) is provided on the downstream side of the evaporator 9a (9b).
Is arranged, and the air sucked from the unit fans 8a (8b) is temperature-controlled by the evaporators 9a (9b) and the heater cores 10a (10b), and is stored from the outlets 11a (11b) provided at the most downstream portion. It is designed to blow air inside.

The unit fan 8a (8b)
A sirocco fan 13a is provided at both ends of the drive shaft 2a (12b).
(13b) is connected to the evaporator 9a (9b), two of which are arranged along the air-entry-side end face of the evaporator 9a (9b). The air is blown to the evaporator 9a (9b).

As shown in FIG. 5, the evaporator 9a on the front storage side includes an accumulator 14, a compressor 1
5, a condenser 16, a liquid tank 17, a solenoid valve 18a, and an expansion valve 19a are sequentially connected to form a front storage-side cooling cycle, and the rear storage-side evaporator 9b includes the accumulator 14, the compressor 15, Condenser 16 and liquid tank 17
, The solenoid valve 18b and the expansion valve 19
The pipes are sequentially connected with b to form a rear storage-side cooling cycle. Therefore, the series path of the solenoid valve 18a, the expansion valve 19a, and the evaporator 9a and the series path of the solenoid valve 18b, the expansion valve 19b, and the evaporator 9b have a common accumulator 14, compressor 15, condenser 16, and liquid tank 17 Are connected in parallel with respect to the path.

Thus, when the compressor 15 operates and air is sent by the unit fan to the evaporator on the path where the solenoid valve is open, the air is cooled when passing through the evaporator. That is, if the compressor 15 is operating (ON), the compressor 15
The refrigerant discharged from the refrigerant is radiated by the condenser 16 to be condensed and liquefied, separated into gas and liquid in the liquid tank 17, and then becomes low-temperature and low-pressure refrigerant in the expansion valves 19a and 19b on the paths where the solenoid valves 18a and 18b are open. In the evaporators 9a and 9b, heat is absorbed from the air passing therethrough to evaporate.

Incidentally, at a position facing the capacitor 16,
A condenser fan 22 for cooling the condenser 16 is provided.

The heater core 10a (10b) reheats all the air that has passed through the evaporator 9a (9b), and uses the cooling water of the engine 25 as a heat source. The circulation path of the engine cooling water includes a water pump 26 for pumping the cooling water from the engine 25, a preheater 27 for heating the pumped cooling water, a heater core 10b disposed in the cooling unit on the rear storage side, and a front storage chamber. The heater core 10a provided in the cooling unit on the side and the heater core 28 provided in the cabin are sequentially connected by piping. This circulation path is further provided with bypass passages 29a and 29b that bypass the heater cores 10a and 10b. At the upstream branch point of each of the bypass passages 29a and 29b, cooling water flowing to the heater core side and the bypass passage 29 are provided.
a, three-way valve 3 for adjusting the proportion of cooling water flowing through 29b
1a and 31b are provided.

FIG. 6 shows a specific configuration example of the three-way valves 31a and 31b. The three-way valves 31a and 31b are provided with an inlet port 33 through which cooling water flows, and a heater core connected to a passage on the heater core side. Side outflow port 34 and bypass passage 2
Outflow port 35 on bypass side connected to 9a or 29b
And a valve element 36 is provided at a portion where the heater core side outflow port 34 and the bypass side outflow port 35 are separated. The valve body 22 is connected to, for example, a rod 37 of a three-way valve opening adjustment actuator, and can move in the extending direction of the heater core-side outflow port 34. By contacting the formed valve seat 38, the outflow port can be completely closed, and by farthest from the valve seat 38, the bypass-side outflow port 35 can be completely closed on the side surface of the valve element 36. I have. Thus, from the state of 0% opening in which the heater core-side outflow port 34 is closed and only the bypass-side outflow port 35 is opened, an opening 100 in which the bypass-side outflow port 35 is closed and only the heater core-side outflow port 34 is opened. The degree of opening of the valve can be continuously adjusted over the state of%.

As shown in FIG. 3, at the air inlet 30a (30b) of the unit fan 8a (8b), there is provided a suction temperature detecting sensor 32a (32b) for detecting the temperature of the air sucked into the unit. In the vicinity of the outlet 11a (11b) of the refrigeration unit 4a (4b), an outlet temperature detection sensor 33a (33b) for detecting the temperature of the air blown from the unit 4a (5) is provided. As shown in FIG. 7, the detection signal from the temperature sensor is sent to the front seat control unit 35 if the signal corresponds to the front seat, and to the rear seat control unit 36 if the signal corresponds to the rear seat. Is to be entered.

The control unit 35 (36)
An input circuit including a / D converter, a multiplexer, and the like, an arithmetic processing circuit including a timer, a ROM, a RAM, a CPU, and the like;
A known type having an output circuit including an / O port and the like, and operates a refrigeration unit of each storage in addition to input signals from the suction temperature detection sensor 32a (32b) and the blowout temperature detection sensor 33a (33b). Operation panel 40a (40
The signal from b) is also input.

Here, the operation panel 40a (40b)
The operation shown in FIG. 4 is provided for each storage, and an operation switch 41 for operating / stopping the refrigeration unit, an operation display LED 42 illuminated when the operation switch is turned on, a defrost mode (DEF mode) and a display switching mode for a display. (DISP mode), a defrost LED 44 illuminated in the DEF mode, a three-digit digital display 45, and an ALM / illuminated or flashed in the event of an alarm or switching the display of the digital display. DISP_LED46, the temperature in the refrigerator is 23 ~
A temperature setting device 47 for setting the temperature in a range of 86 ° F. (−5 to 30 ° C.).

The control unit 35 (36)
As shown in FIG. 7, there is an ON mode in which the engine is operated by operating an engine key, an ACC mode in which the engine itself is stopped but peripheral devices are connected to a battery power supply, and a battery power supply. Signal from engine switch 50 for switching to OFF mode in which connection is cut off, thermostat 51a (51b) for dehumidification release
From the potentiometer 52a (52b) for detecting the opening of the three-way valve, the pressure switch 53a (5
3b), a signal from a switch 54 for forcibly and fully opening the three-way valve on the front storage side and the rear storage side at the same time, and the like. Via the solenoid valve 18
a, 18b open / close (ON / OFF), compressor 15
ON / OFF, condenser fan 22 ON / OFF, unit fan 8a, 8b air blowing capacity, water pump 2
6, the actuator 55a (55b) for moving the three-way valves 31a, 31b is controlled.

The multi-room temperature control system for a vehicle has a preheater control unit 56 separately from the control unit 35 (36). The preheater control unit 56 includes an engine switch 50.
And an ACC mode signal, and a signal from the preheater operation switch 57,
Signals from the pre-heater inlet water temperature detection sensor 58 are input, and these signals are processed according to a predetermined program.
The preheater 27 is automatically operated.

Since the control operations by the control units 35 and 36 are the same, only a specific control operation example on the front storage side will be described. In the flowchart shown in FIG.
, The difference between the suction temperature (T _SUC ) and the set temperature (T _PTC ) (ΔT =
T _SUC −T _PTC ). Based on the difference, the compressor 15 is turned on / off in step 62, the condenser fan 22 is turned on / off in step 64, and the unit fan 8a is turned on in step 66.
, The water pump 26 is turned on / off in step 68, and the opening of the three-way valve 32 is controlled in step 70.

More specifically, as shown in FIG. 9, in the compressor 15, the difference (ΔT = T _SUC −T _PTC ) between the suction temperature and the set temperature is, for example, +1.
The temperature changes from off to on when the temperature is equal to or higher than ° C, and changes from on to off when the temperature is lower than 0 ° C. In the condenser fan 22, for example, when ΔT is + 1 ° C. or more, it turns from off to on, and when it becomes 0 ° C. or less, it turns from on to off. In the unit fan 8a, for example, ΔT =
At 0 ° C., the rotation speed changes from the high-speed rotation (HI) to the low-speed rotation (LO).
W), and if | ΔT | ≧ 1.5 ° C., the speed changes from low-speed rotation (LOW) to high-speed rotation (HI). In the water pump 26, for example, when the three-way valve opening is 0%, the water pump 26 is turned on from off, and when the three-way valve opening is 5% or more, the water pump 26 is turned on from off.

The details of the opening control of the three-way valve 31a are shown in FIG. 10, and in step 702, | ΔT = T
It is determined whether or not _SUC− T _PTC | is equal to or less than a predetermined value α (eg, 3 ° C. or less), and it is determined whether or not the suction temperature has converged to a set temperature to some extent. If it is determined in step 702 that | ΔT | ≦ 3 ° C.,
Proceeding to step 704, the target outlet temperature (X _M ) to be blown into the freezer is calculated. The target outlet temperature (X _M ) can be calculated in various ways.
Equation 1 from the suction temperature (T _SUC ) and the set temperature (T _PTC )
It is desirable to calculate based on.

[0028]

X _M = T _PTC -ΔT-Σβ * ΔT

Here, β is a calculation constant set in advance in an experiment.

After the target outlet temperature (X _M ) is calculated, the routine proceeds to step 706, where the outlet temperature detecting sensor 3
The opening of the three-way valve 31a for converging the blowing temperature (T _BLOW ) detected at 3a to the target blowing temperature (X _M ) is calculated by proportional integration control (PI control). Note that the PI control is a well-known method, and a description thereof will be omitted.

To summarize the above, until the suction temperature converges within a predetermined set temperature range (within ± 3 degrees with respect to the set temperature), temperature control control (suction control) for reducing the difference between the suction temperature and the set temperature is performed. Control) is performed. That is, when the suction temperature is significantly higher than the set temperature, it is necessary to quickly cool the inside of the freezer to the set temperature, so that the compressor 15, the condenser fan 22, and the unit fan 8a are turned on, and the solenoid valve 18a is turned on. When opened, the cooling of the air by the evaporator 9a is promoted, the water pump 26 is turned off, and all the cooling water is supplied to the bypass passage 29.
a, so that the heater core 10a in the refrigeration unit 4a is not heated. Further, when the suction temperature is significantly lower than the set temperature, it is necessary to quickly warm the inside of the freezer to the set temperature, so that the solenoid valve 18a is closed and the refrigerant circulation in the front seat side cooling cycle is stopped. The cooling of the air in the evaporator 9a is stopped, the opening of the three-way valve 31a is adjusted so that all of the engine cooling water is guided to the heater core 10a, the water pump 26 is turned on, and the air guided into the refrigeration unit 4a is removed. Heat.

When the suction temperature converges within a certain set temperature range, a stable control (blowing control) is performed to converge the blowing temperature to the target temperature. That is, the opening degree of the three-way valve 32 is PI controlled so that the blowing temperature is fed back and the deviation of the blowing temperature from the target temperature approaches zero.

Thus, since the suction temperature is made to converge to the set temperature and the blow-out temperature is made to converge to the target temperature, it is possible to minimize variations in the temperature distribution in the refrigerator regardless of the season.

Consider now an example in summer when the temperature inside the refrigerator is 30 ° C. when the engine switch 50 is not used and the engine switch 50 is OFF, and the set temperature is set to 18 ° C. to perform the freezing operation. As shown in FIG. 11, the engine switch 50 is turned on, and the refrigeration unit operation switch 41 is turned on.
Is turned on, the operation display LED 4 on the operation panel 40a is turned on.
2 lights up (ON) and compressor 15 operates (ON)
Then, the condenser fan 22 rotates (ON), and the unit fan 8a rotates at a high speed (HI). In such an early stage of the freezing operation, there is no need to supply the heating medium to the heater core 10a from the request for rapid cooling, and the water pump 26 is kept off.

When the inside of the refrigerator is rapidly cooled and the temperature in the refrigerator falls within the range of the set value (18 ° C.) ± 3 ° C., the control is shifted from the suction control to the blow-out control, and the opening degree of the three-way valve 32 is changed. Is 5% or more, the water pump 26 is operated (ON), but the operating states of the compressor 15 and the fan are determined by the difference between the suction temperature and the set value, as shown in FIG. When the suction temperature decreases to the set value (18 ° C.), as is clear from point C in FIG.
The compressor 15 stops, and the condenser fan 22
The FF and the unit fan 8a become LOW. At this time, if the opening of the three-way valve 32 is 5% or more, the water pump 26 continues to be turned on. When the air blowing capacity of the compressor 15 and the fan decreases and the cooling capacity decreases, the suction temperature gradually increases. When the temperature rises by 1.0 ° C. or more from the set temperature, the compressor 15 turns on, and the condenser fan 22 also turns on. When the suction temperature becomes higher than the set temperature by 1.5 ° C. or more, the unit fan 8a becomes HI.

In FIG. 11, the engine switch is turned off when the difference between the suction temperature and the set temperature is within 1 ° C. (point D).
a is also turned off, and the difference between the suction temperature and the set temperature is 1.0 °
Since the engine switch was turned on again at the point E which became larger than C, the compressor 15 and the condenser fan 22 were turned on from that point, and the unit fan 2
2 is also starting to spin at HI. If the engine switch is turned on and left in the ACC mode, the compressor 15 and the condenser fan 22 are turned off.
However, the unit fan 8a continues to be driven LOW for 5 minutes from the time when ACC is set.

On the other hand, when the engine key is OFF and the temperature inside the refrigerator is 0 ° C. when not in use and the set temperature is set to 18 ° C., an example of performing a warm-up operation in winter or the like. Is shown in FIG.

When the engine key is turned on and the operation switch 41 of the refrigeration unit 4a is turned on, the operation display LED 42 of the operation panel 40a is turned on (ON), the compressor 15 is operated (ON), and the condenser fan 22 is rotated. (ON), and the unit fan 8a rotates at high speed (HI). In the early stage of such freezing operation, the compressor 15 and the condenser fan 2
2 does not need to be operated, and both are turned off. In this state, the water pump 26 is ON, the unit fan 8a is rotated at HI, and the heater core 10a
The heated air is supplied into the refrigerator.

When the inside of the refrigerator is rapidly heated and the temperature in the refrigerator falls within the range of the set value (18 ° C.) ± 3 ° C., the control is shifted from the suction control to the blow-out control, and the compressor 15 and the condenser fan 22 are controlled. Is still in the OFF state, but the opening degree of the water pump 26 and the three-way valve is, as shown in FIG.
It is determined by the difference between the suction temperature and the set value. When the suction temperature rises to the set value (18 ° C.), the unit fan 8a becomes LOW as is clear from the point F in FIG. Suction temperature is 1 ° from set value
The compressor 15 and the condenser fan 22 will not be turned on unless they are higher than C. Unit fan 8a is L
When the heating capacity is reduced due to OW, the suction temperature gradually decreases. When the suction temperature decreases by 1.5 ° C. or more from the set temperature, the unit fan 8a becomes HI.

In FIG. 12, the engine key is turned off when the difference between the suction temperature and the set temperature is less than ± 1 ° C. (point G).
Is turned off and the difference between the suction temperature and the set temperature is -1.5 °
When the engine key is turned ON again at the point of time C (point H), the unit fan 8a starts to rotate again at HI. If the engine switch 50 is left in the ACC mode from ON, the ACC
The unit fan 8a continues to be driven LOW for 5 minutes from the time when the setting is made.

The above-described control is similarly performed in the refrigeration unit 4b on the rear storage side, but according to the present invention, the compressor and the like of the cooling cycle are connected to the front storage side and the rear storage side. Therefore, if there is a request to cool either one of the storages, the compressor 15 in the cooling cycle is in the operating state, and the solenoid valves 18a and 18b and the three-way valve 3 are used.
Even if there is a request to cool one of the storages by the operation with 1a, 31b, the other storage can be heated, and if only the set temperature is adjusted for each storage, the desired temperature control state can be obtained. It can be formed automatically for each warehouse.

[0042]

As described above, according to the first to third aspects of the present invention, the amount of refrigerant supplied to the evaporator can be varied for each storage by operating the first valve and the second valve, and the heater core can be controlled. It is possible to control the temperature independently by changing the supply amount of the heat medium to the container, so that if a small amount and various kinds of loads are divided into storages for each type and stored, the cargo can be efficiently transported.

According to the fourth aspect of the present invention, while the suction temperature converges to the set temperature, if the suction temperature converges within a predetermined set temperature range, the valve opening degree is varied to blow out. Since the temperature is made to converge to the target outlet temperature, the variation in the temperature distribution in the controlled temperature space is automatically suppressed, and the temperature in the controlled temperature space can be kept constant regardless of the season.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a vehicle provided with a multi-chamber temperature management device according to the present invention.

FIG. 2 is a plan sectional view showing a schematic configuration of a refrigeration unit used in the multi-chamber temperature management device according to the present invention.

FIG. 3 is a side sectional view showing a schematic configuration of the refrigeration unit shown in FIG. 2;

FIG. 4 is a front view showing an operation panel of a refrigeration unit of each storage.

FIG. 5 is a diagram showing a schematic configuration of a vehicular multi-room temperature management device.

FIG. 6 is a cross-sectional view showing a three-way valve used in the multi-room temperature control device for a vehicle.

FIG. 7A is a diagram showing an input / output signal configuration of a control unit provided for each refrigeration unit, and FIG. 7B is a diagram showing an input / output signal configuration of a control unit for a preheater. FIG.

FIG. 8 is a flowchart illustrating a control operation example of controlling the temperature of one storage box.

FIG. 9 is a characteristic diagram showing an example of control operation of each component of the multi-room temperature control system for a vehicle.

FIG. 10 is a flowchart illustrating a control operation example of a three-way valve used in the multi-room temperature control device for a vehicle.

FIG. 11 is a time chart showing an example of a case where one storage is operated in a freezing operation.

FIG. 12 is a time chart showing an example of a case where one storage is operated in a warm storage operation.

[Explanation of symbols]

 2 Front storage 3 Rear storage 4a, 4b Refrigeration unit 7a, 7b Unit case 8a, 8b Unit fan 9a, 9b Evaporator 10a, 10b Heater core 15 Compressor 18a, 18b Solenoid valve 27 Preheater 29a, 29b Bypass passage 31a, 31b 3-way Valves 32a, 32b Suction temperature detection sensor 33a, 33b Blow-out temperature detection sensor 47 Temperature setter

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-63-161379 (JP, A) JP-A-61-155018 (JP, A) JP-A-6-127302 (JP, A) JP-A-4- 173423 (JP, A) Japanese Utility Model Hei 5-49423 (JP, U) Japanese Utility Model Sho 59-192413 (JP, U) Japanese Utility Model Utility Model Sho 60-96108 (JP, U) (58) Field surveyed (Int. ⁷ , DB name) B60H 1/32 611 B60H 1/00 102 B60H 1/08 611 B60H 1/08 621 F25D 11/00 101

Claims (4)

(57) [Claims] 1. A plurality of storages, each of which stores a unit fan, an evaporator that forms part of a cooling cycle, and a heater core that forms part of a heating cycle in a unit case. The evaporators provided in each of the storages are connected in parallel so as to communicate with a common compressor to constitute the cooling cycle, and the heater cores provided in each of the storages have a common heat supply source. To form the heating cycle, and the heating cycle is installed in each of the storages.
A first valve for varying a flow rate of a cooling medium flowing into each evaporator; a flow rate of a heating medium flowing into each heater core; A multi-room temperature control device for a vehicle, comprising: a second valve that varies a ratio of a flow rate of a heating medium that bypasses a heater core. 2. The multi-room temperature control system for a vehicle according to claim 1, wherein the first valve is a solenoid valve that adjusts a flow rate for each evaporator. 3. The multi-room temperature control system for a vehicle according to claim 1, wherein the second valve is a three-way valve that adjusts a flow rate for each heater core. 4. A storage temperature detection sensor for detecting a temperature of air sucked into a unit case, an air temperature detection sensor for detecting a temperature of air blown out of the unit case, and a temperature of the storage for each storage. And a target outlet temperature calculation for calculating a target temperature of air to be blown into the storage based on the suction temperature detected by the suction temperature detection sensor and a set temperature set by the temperature setter. Means and the second valve based on the suction temperature detected by the suction temperature detection sensor and the set temperature set by the temperature setter until the suction temperature converges within a predetermined set temperature range. When the suction temperature converges within a predetermined set temperature range, the blowout temperature detected by the blowout temperature sensor converges to the target temperature. 2. A multi-room temperature control system for a vehicle according to claim 1, further comprising valve opening control means for adjusting the opening of the second valve.