JPS6146712A - Automobile heating device - Google Patents

Abstract

PURPOSE:To maintain the temperature of a passenger's compartment substantially constant, by directly or indirectly detecting the temperature abnormal condition of blow-out air from a heater core to control the discharge amount of coolant from a heater pump. CONSTITUTION:When a heater switch 34 is turned on, a heater pump 18 is operated to introduce a part of coolant from the cylinder side 6 of a cooling jacket 2 through a heater coolant introduction passage 20 into a heater core 17 where it heats air for heating the passenger's compartment which is blown by a blower 23 and it lowers its temperature due to heat-exchange. Further, the coolant whose temperature has been lowered is introduced into the cooling jacket 2 through a coolant return passage 21 by the heater pump 18. The air whose temprature is raised up due to heat-exchange in the heater core 17, is blown out into the passenger's compartment from a heater blow-out port 24 for heating. At this time, the temperature of air is monitored by a temperature sensor 27 and is delivered to a controller 28. When the temperature of blow-out air exceeds a set value, a stepping motor 29 is driven to lower the rotational speed of the pump 18 so that the amount of heat-radiation from the heater core 17 is reduced.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention cools the engine by boiling and vaporizing the liquid phase refrigerant that is circulated and supplied from the condenser into the cooling jacket of the engine, and also cools the engine. The present invention relates to a heating device for a vehicle, a portion of which is used to heat the interior of a vehicle.

<Prior Art> In the well-known water-cooled cooling system used in internal combustion engines for automobiles, a considerable fl temperature difference occurs between the water inlet and the water outlet of the cooling jacket, resulting in a uniform temperature difference. It is difficult to achieve cooling, and there is a limit to the heat exchange efficiency of the radiator, so the radiator and cooling fan have to be large. Moreover, since a large amount of cooling water is required in the cooling system, it takes time to complete warm-up at a cold start, and temperature control according to the engine operating state cannot be performed with good responsiveness.

Generally, this type of cooling system is equipped with a heater core for heating the vehicle interior, and is configured to heat the air blown by the blower by circulating high-temperature cooling water from the engine. As mentioned above, it has been pointed out that heaters have drawbacks, such as slow ramp-up of heating performance at startup due to the time it takes for the cooling water to warm up sufficiently, and heating performance decreasing on long downhill slopes. .

From this point of view, cooling devices that utilize the latent heat of boiling and vaporization of cooling water have been attracting attention in recent years.
Japanese Patent No. 2912 proposes a boiling cooling device that cools an engine by boiling and vaporizing cooling water, and uses a refrigerant containing the generated steam as a heat source for a heater.

This involves boiling and vaporizing the liquid phase refrigerant (mainly water) stored in the cooling jacket, leading the generated vapor to a condenser via a separation tank, condensing the heat, and then pumping it into the separation tank using an electric pump. It is constructed to maintain the liquid level in the cooling tank at a predetermined level by natural circulation due to its own weight between the separation tank and the cooling jacket, and furthermore, a part of the generated steam is removed before reaching the condenser. It is bypassed to the heater core to heat the vehicle interior. Compared to a water-cooled type that uses a simple sensible heat temperature change of the cooling water, this cooling system that involves a phase change can utilize a much larger amount of latent heat during the phase change, so it is possible to cool the engine by circulating a small amount of cooling water. The required amount of heat dissipation can be satisfied, and the heat dissipation efficiency in the condenser is greatly improved compared to a water-cooled radiator, and it is also significantly advantageous in terms of uniform temperature distribution in each part of the engine.

<Problems to be Solved by the Invention> However, the use of such a boiling cooling device improves the warm-up characteristics, and when the temperature of the refrigerant supplied to the heater core becomes high because it contains a large amount of steam, normal operation becomes difficult. However, there is a problem in that the heater blowout temperature becomes too high during high load operation or when water is mixed with about 50% antifreeze as a refrigerant.

In addition, in the conventional device described above, the rotational speed of the heater pump was constant, so if the rotational speed of the pump, that is, the discharge amount, was set by matching the steam to the heater core, the load on the engine would be small. The wall temperature of the combustion chamber is relatively low (therefore, in the operating range where refrigerant boiling in the cooling jacket is not active, the amount of heat flowing through the heater core is small and the heating performance is reduced, or only hot water is taken out and used for the heater. Even with such matching, a situation in which the hot water temperature exceeds 100° C. may occur depending on the operating conditions due to the amount of steam in the hot water, etc., and it is difficult to avoid the risk that the heater outlet temperature will rise excessively.

Therefore, the present invention makes it possible to obtain good heating performance during normal operation by using a high-temperature refrigerant containing steam from a boiling cooling device, and also prevents an excessive rise in the heater outlet temperature.
The purpose is to always provide comfortable heating performance.

Means for Solving the Problems> In order to achieve the above object, the present invention provides an engine cooling jacket having a steam outlet at the upper part, and a cooling jacket for an engine that is connected to the steam outlet and temporarily stores liquefied refrigerant at the lower part. In an internal combustion engine for an automobile with an evaporative cooling device comprising a condenser having a refrigerant tank and a refrigerant supply pump provided between the refrigerant tank and the cooling jacket, the refrigerant supply pump is connected to a refrigerant outlet from the cooling jacket. A heater core for heating a vehicle interior, a heater pump provided between the heater core and a refrigerant return port to the cooling jacket, a temperature sensor for detecting an abnormal state of the blowing temperature of the heater core, and a detected value of the temperature sensor. and control means for controlling the amount of refrigerant discharged from the heater pump according to the amount of refrigerant discharged from the heater pump.

<Function> As a result, the refrigerant is normally circulated in this order from the refrigerant outlet from the cooling jacket of the engine to the heater core, the pump, and the refrigerant return port to the cooling jacket, and the refrigerant that has become high in the cooling jacket is transferred to the heater core. (including steam) to obtain a sufficient heating effect, while also controlling the heater core blowing temperature,
When the heater core rear surface temperature, the heater refrigerant temperature, etc. rise excessively and an abnormal state of the heater core blowout temperature is detected, the discharge amount of the heater pump is reduced to prevent the heater blowout temperature from rising excessively.

<Embodiment> FIG. 1 shows an embodiment of a heating device for an internal combustion engine with an evaporative cooling device according to the present invention.
is equipped with a cooling jacket 2, and the cooling jacket 2
constitutes a refrigerant circulation system together with a condenser 3 for condensing gas phase refrigerant and an electric refrigerant supply pump 4.

The cooling jacket 2 is formed over both the cylinder block 5 and the cylinder head 6 so as to surround the outer periphery of the cylinder and combustion chamber of the internal combustion engine 1, and the upper part, which is normally a gas phase space, is located between each cylinder. They are in communication with each other, and a steam ratio lower is provided at an appropriate position above them. This lower vapor ratio is connected to an upper tank 11 (described later) of the condenser 3 via a connecting pipe 8 and a steam passage 9, and the connecting pipe 8 has a discharge pipe attachment part 8a which is the top of the refrigerant circulation system. It is formed in such a way that it stands upwards, and its top opening is a gear. Tube 10 is sealed.

The condenser 3 has a lower tank 13 as a refrigerant tank that temporarily stores the condensed liquefied refrigerant, and is installed at a position such as the front of the vehicle where it receives wind from the vehicle. An electric cooling fan 14 for forced cooling is provided. Further, the lower tank 13 has one end of a refrigerant circulation passage 15 connected to a relatively lower portion thereof, and one end of a second auxiliary refrigerant passage 46, which will be described later, to an upper portion thereof. The other end of the refrigerant circulation passage 15 has a refrigerant population 16 with a cooling jacket 2.
A second electromagnetic valve 48, which will be described later, and the refrigerant supply pump 4 are interposed in the intermediate portion.

Cooling tank 2 - condenser 3 → lower tank 1
A refrigerant circulation system is constituted by the path 3 → second solenoid valve 48 → refrigerant supply pump 4 → cooling jacket 2, and during normal operation, in this circulation system, refrigerant, for example, water with some additives, boils. It circulates through repeated condensation.

Further, a heater core 17 and an electric heater pump 18 are further attached to the circulation system, and constitute a part of the refrigerant path. That is, like the condenser 3, the heater core 17 is mainly composed of a plurality of fine tubes extending vertically or horizontally, and the inlet at the upper part is connected to the cylinder of the cooling jacket 2 by a rod 6 into the side wall of the #1 cylinder, for example. It is connected to the provided refrigerant outlet 19 by a heater refrigerant introduction passage 20, and the lower outlet is connected to the heater pump 18Φ inlet. The outlet of the pump 18 is connected by a refrigerant return passage 21 to a refrigerant return port 22 provided on the side wall of, for example, the #4 cylinder in the cylinder head 6 of the cooling jacket 2.

In the heater core 17 , heat is converted between the air blown by the electric blower 23 and the heating refrigerant flowing within the heater core 17 . As a result, the high-temperature air is supplied into the vehicle interior from the heater outlet 24 and is used for heating. The blower 23 drive circuit 26 adjusts the air flow rate of the blower 23 in stages using an air flow selector switch 25 installed inside the vehicle.
It is controlled by changing the resistance value of the blower and increasing or decreasing the blower drive voltage.

On the other hand, the heater outlet 24 is provided with a temperature sensor 27 that detects the heater outlet temperature, and inputs the detection signal to the controller 28 . The controller 28 rotates the step motor 29 in response to the detected heater blowout temperature to control the resistance value of the potentiometer s30 to a predetermined value. As a result, the heater pump 18 equipped with the potentiometer 3o
As the resistance of the drive circuit 31 changes, the drive voltage applied from the power supply voltage 32 to the heater pump 18 changes, and the refrigerant discharge amount of the heater pump 18 can be controlled in accordance with the heater blowout temperature. The refrigerant for heater circulation is normally set to take out hot water from the cooling rack 7.

Note that 33 is an ignition switch, and 34 is a heater switch provided in the vehicle interior.

Next, a reservoir tank 41 is provided outside the circulation system and stores a preliminary liquid phase refrigerant. The reservoir tank 41 is open to the atmosphere through a can knob 42 having a ventilation function, and the liquid level is secured at the uppermost end of the circulation system, that is, at a higher position than the discharge pipe attachment part 8a of the connecting pipe 8. It is installed relatively high on the vehicle so that it can be easily accessed. An air exhaust passage 43 for discharging the air in the system is connected to the exhaust pipe attachment part 8a, and the air exhaust passage 43 is connected to the air exhaust passage 43 for discharging the air in the system. 43 is inserted into the reservoir tank 41, and is opened relatively above. A normally closed first solenoid valve 44 is interposed in the air exhaust passage 43.

Furthermore, a first auxiliary refrigerant passage 45 and a second auxiliary refrigerant passage 46 are connected to the bottom of the reservoir tank 41 . The first auxiliary refrigerant passage 45 is connected to the upstream side (suction side) of the refrigerant supply pump 4 of the refrigerant circulation passage 15 through a second electromagnetic valve 48 which is a three-way valve.

When the second solenoid valve 48 is not energized, the refrigerant circulation passage 15
Flow path A) in which the first auxiliary refrigerant path 45 and the refrigerant supply pump 4 are communicated with each other by blocking the energization, and a flow path B in which the first auxiliary refrigerant path 45 is interrupted and the refrigerant circulation path 15 is communicated with the refrigerant supply pump 4 when energized (flow path B). It is to be maintained. The second auxiliary refrigerant passage 46 is connected to the lower tank 13 as described above, and a normally open third solenoid valve 49 is interposed in the middle thereof.

Each of the electromagnetic valves 44, 48, 49, refrigerant supply pump 4 and ? The Jdl fan 14 is driven and controlled by a control device 51 using a microcomputer, and specifically, a first liquid level sensor 52, a temperature sensor 53, . A second liquid level sensor 54 provided in the lower tank 13. Control, which will be described later, is performed based on detection signals from a negative pressure switch 55 provided at the top of the circulation system.

Here, the above 1. The second liquid level sensors 52 and 54 are, for example, float-type sensors using a refrigerant liquid level, and detect whether the refrigerant liquid level has reached a set level in an on/off manner. The first liquid level sensor 52 has its detection level set at a height approximately in the middle of the cylinder head 6, and the second liquid level sensor 54 has its detection level set at a position slightly above the opening of the second auxiliary refrigerant passage 46. It is set at a height of . Further, the temperature sensor 53 is made of, for example, a thermistor, and is provided at a position slightly below the first liquid level sensor 52, that is, at a position normally immersed in the liquid phase refrigerant, to detect the refrigerant temperature within the cooling jacket 2.

In addition, the negative pressure switch 55 uses a diaphragm that responds to the differential pressure between atmospheric pressure and system pressure, so whether the system is under negative pressure with respect to the atmospheric pressure in the operating environment, whether in highlands or lowlands. It detects whether or not it is 30m+Hg.
The operating pressure was set to about -50 mn+Hg.

To explain the basic cooling mechanism of the cooling device configured as above, during normal operation, liquid phase refrigerant is stored in the cooling jacket 2 up to a predetermined level, that is, the level set by the first liquid level sensor 52. However, when this liquid-phase refrigerant is heated by the engine's combustion heat, it starts boiling when it reaches a boiling point depending on the pressure in the system at that time, absorbs latent heat of vaporization, and evaporates. At this time, the refrigerant boils particularly actively in the high-temperature parts of the cooling jacket 2 and removes a large amount of heat, so even heat spot areas that normally tend to get high, such as near the combustion chamber, are kept at a uniform temperature, meaning there is little temperature difference. Effective cooling can be achieved.

The refrigerant vapor generated within the cooling jacket 2 is led to the condenser 3 via the vapor passage 9, where it is cooled by heat exchange with outside air and is condensed and liquefied. capacitor 3
In this system, good heat exchange is performed between high-temperature steam and the outside air, and latent heat of condensation is released, resulting in far superior heat dissipation efficiency compared to the radiator of a normal water-cooled cooling system.

The liquefied refrigerant is temporarily stored in the lower tank 13 below the condenser 3, and from there, the refrigerant supply pump 4 measures the liquid level in the cooling jacket 2 using the first liquid level sensor 52.
The water is again circulated and supplied to the cooling jacket 2 while being monitored at a predetermined level or higher. This refrigerant circulation cycle is performed by operating the refrigerant supply pump 4 with the first solenoid valve 44 closed, the second solenoid valve 48 in the B position, and the third solenoid valve 49 closed.

In this way, a predetermined amount of refrigerant is basically sealed in a closed circulation circuit from which air has been removed, and this refrigerant circulates while repeating the cycle of boiling and condensation, thereby performing efficient boiling cooling.

On the other hand, in the reservoir tank 41 provided outside the circulation system,
Preliminary liquid phase refrigerant is stored in an amount sufficient to fully fill the entire circulation circuit, and the first solenoid valve 4 is
4 is opened, the second solenoid valve 48 is placed in the flow path A position, and the third solenoid valve 49 is placed in the flow path A position.
By operating the refrigerant supply pump 4 with the
3, the excess refrigerant is returned to the reservoir tank 41, and air is vented to the outside of the system. The air on the heater circuit side is vented by rotating the heater pump 18 in reverse during the above operation.

Then, the engine is operated with the system open to the atmosphere by opening the first solenoid valve 44, and waits for the refrigerant to reach the set temperature. When the liquid phase refrigerant in the cooling jacket 2 boils when the temperature reaches a predetermined temperature or higher, the excess liquid phase refrigerant is pushed out from the air discharge passage 43 into the reservoir tank 41 due to vapor pressure, and the above-mentioned amount of the enclosed refrigerant is regulated to a predetermined amount. Perform normal operation.

During operation, the control device 51 controls the refrigerant supply pump 4 and the second . The third solenoid valves 48 and 49 are operated and controlled. When the liquid level in the cooling jacket 2 falls below a predetermined value, the refrigerant supply pump 4 is driven to supply the refrigerant in the lower tank 13 to the cooling jacket 2, and the liquid level in the lower tank 13 is lower than the set value. If it drops,
The third electromagnetic valve 49 is closed to prevent vapor from being discharged outside the system, and the vapor phase refrigerant evaporated from the cooling jacket 2 is transferred to the condenser 3.
It condenses inside and waits for it to be stored in the lower tank 13.

When the liquid levels in both the cooling jacket 2 and the lower tank 13 rise above the set value, the third solenoid valve 49 is opened to discharge excess liquid phase refrigerant from the lower tank 13 to the reservoir tank 41 outside the system. At this time, the inside of the circulation system is under positive pressure.

When the inside of the system cools down appropriately due to the wind generated by the vehicle and reaches a negative pressure state, the negative pressure switch 55 detects this and opens the third solenoid valve 49, causing the liquid phase refrigerant to flow from the reservoir tank 41 due to the pressure difference. is introduced into the lower tank 13, and control is performed to narrow the heat radiation area of the capacitor 3, reducing the heat radiation efficiency and restoring the system pressure.

The control device 51 operates based on signals from a temperature sensor 53 that detects refrigerant temperature and each sensor (not shown) that detects engine rotational speed, throttle valve opening (lever opening for diesel), fuel supply amount, etc. The cooling fan 14 is driven and controlled to set the cooling temperature of the engine to an optimum value according to the operating conditions.

In other words, since the inside of the cooling system is a closed circuit, changing the pressure inside the system can change the boiling point of the refrigerant up or down, and this pressure is made possible by controlling the temperature of the refrigerant.

For example, during low loads when the engine generates relatively little heat, the air volume of the cooling fan 14 is reduced to suppress heat dissipation and condensation in the condenser 3 to some extent, and the pressure within the cooling system is increased to above atmospheric pressure, thereby increasing the boiling point of the refrigerant. Increase. This maintains the engine refrigerant temperature at a high level to reduce cooling loss.

On the other hand, at high loads when the engine generates a lot of heat,
The air volume of the cooling fan 14 is increased to promote heat radiation and condensation in the condenser 3. Then, the pressure in the system becomes below atmospheric pressure and the boiling point of the refrigerant is lowered.

In this way, the engine refrigerant temperature is kept low and a good cooling condition is ensured.

Note that variable control of the refrigerant temperature can be performed not only by controlling the air volume of the cooling fan but also by controlling the refrigerant liquid level in the condenser 3 up and down. That is, vertical fluctuations in the refrigerant liquid level in the condenser 3 change the heat dissipation area of the condenser 3. For example, if the third solenoid valve 49 is opened, the liquid phase refrigerant in the reservoir tank 41 will flow into the lower tank of the condenser 3 due to the pressure difference. 13, the refrigerant liquid level is raised, the heat radiation area is reduced, heat radiation and condensation are softened, and the pressure within the system is increased to raise the refrigerant boiling point temperature. Further, if the third solenoid valve 49 is closed, the second solenoid valve 4 is switched to the B flow path, and the refrigerant supply pump 4 is operated, the liquid phase refrigerant in the lower tank 13 is conveyed into the cooling jacket 2, and the refrigerant in the lower tank 13 is transferred to the cooling jacket 2. The liquid level decreases, acting in the opposite manner to the above, and lowering the boiling point temperature of the refrigerant.

When the key is off, the refrigerant level control described above is performed until the temperature in the circulation system drops to a predetermined value, but when the temperature reaches a predetermined value or less, the power is turned off and the control is stopped.

In addition, in the above device, since the engine can be cooled with a small amount of coolant, not only the cooling jacket 2 but also the condenser 3, the refrigerant supply pump 4, etc. can be made smaller, and the cooling system can be made smaller and lighter. In addition, it is possible to shorten the warm-up time of the engine, and the heat dissipation efficiency in the condenser 3 is improved, so the driving power of the cooling fan 4 can be reduced.
This has the advantage of improving noise and fuel efficiency.

Next, the heating device will be explained.

When the heater switch 34 is turned on, the heater pump 18 is activated, and a part of the refrigerant is guided from the cylinder head 6 side of the cooling jacket 1-2 to the heater core 17 via the heater refrigerant introduction passage 20, where it is introduced. At the same time, the air for heating the vehicle interior blown by the blower 23 is warmed, and at the same time, the temperature is lowered by the heat exchange.

Then, the refrigerant whose temperature has decreased is guided to the lower part of the cooling jacket 2 on the cylinder block 5 side by the heater pump 18 via the refrigerant return passage 21, and is used for cooling the cooling jacket 2 again.

The air whose temperature has been increased by heat exchange in the heater core 17 as described above is blown out from the heater outlet 24 into the vehicle interior and used for heating. The amount of air blown for heating is determined by switching the air amount changeover switch 25. When the L contact is selected by the switch 25, series resistors R+ and Rz are inserted in the blower drive circuit 26, and the drive voltage of the blower 23 is changed. If the M contact is selected, the resistance of R2 is selected, and if the H contact is selected, a blower drive circuit 26 with no resistance is formed, and the air blowing amount can be switched between medium and large.

High temperature air blown out from the heater outlet 24 is monitored by a temperature sensor 27 and input to a controller 28 . Normally, the refrigerant that circulates through the heater core 17 is the liquid-phase refrigerant in the cooling jacket 2, but in areas where the engine rotates under high load, the liquid-phase refrigerant boils and vapor-phase refrigerant gets mixed in, or a large amount of vapor-phase refrigerant As a result, the amount of heat dissipated in the heater core increases, and the heater outlet temperature of the heating air increases to 1.
00°C is likely to occur, causing the indoor temperature to rise excessively, causing discomfort to the occupants, and causing the heater outlet 2
There is a risk that the occupants approaching the vehicle may suffer heat damage, or the heat resistance limit of the heating system may be exceeded.

At this time, when the controller 28 learns that the heater blowout temperature output from the temperature sensor 27 has risen above the set limit temperature, for example, 85° C., it pulse-drives the step motor 29 to increase the effective resistance value of the potentiometer 30. . Therefore, the voltage applied to the heater pump 18 by the drive circuit 31 of the heater pump 18 becomes smaller, reducing the pump rotation speed, reducing the amount of refrigerant supplied to the heater, reducing the amount of heat dissipated in the heater core 17, and blowing out the heater. Control the temperature to drop to 85°C.

On the other hand, when the engine load decreases and the temperature of the refrigerant flowing into the heater core 17 decreases, and the heater outlet temperature becomes, for example, 80°C or less, the step motor 29 is rotated in the opposite direction to decrease the resistance value of the potentiometer 30. , heater pump 1
8 back to the predetermined rotational speed.

The above is a heater pump IB that detects the heater outlet temperature.
In this embodiment, the rotation speed of the heater core 17 is controlled.
Even if the above control is performed by detecting the air temperature on the rear surface, the refrigerant temperature in the heater core 17, and the refrigerant temperature in the cooling jacket 2, an abnormal state of the heater outlet temperature may be detected.

The controller 28 can also be incorporated into a control device 51 for controlling the evaporative cooling system.

The second embodiment shown in FIG.
3 indirectly detects an abnormal state of the heater blowout temperature, and controls the refrigerant discharge flow rate of the heater pump according to the temperature using two heater pumps 18 and 188.

That is, the heater pump 18 and the auxiliary pump IBa are installed in the refrigerant return passage 21 (they are arranged in series in the figure, but they may be arranged in parallel), and the heater switch 34 is normally turned on. At times, two pumps 18, 182 are driven in rotation. On the other hand, since the boiling cooling device is already provided with a temperature sensor 53 for its control, the temperature sensor 53 is not specially provided as in the previous embodiment.
3, the control set temperature (for example, 85° C.) is stored in advance in the control device 51 to which the detection signal is input, and when the refrigerant temperature exceeds the control set temperature, the blowing temperature of the heater also becomes abnormally high. Heater pump 1 in anticipation of
The drive signal output to the heater outlet 8 is stopped to reduce the amount of heater refrigerant circulation to prevent the temperature of the heater outlet 24 from rising excessively.

(Effects of the Invention) As described above, according to the present invention, since the abnormal condition of the blowing temperature of the heater core is directly or indirectly detected and the refrigerant discharge flow rate of the heater pump is controlled, changes in the engine operating state The amount of heat dissipated from the engine changes, the temperature of the liquid phase refrigerant for the heater changes, or the amount of heat exchange in the heater core changes due to the mixture of gas phase refrigerant into the liquid phase refrigerant or sudden change to only the gas phase refrigerant. In the event that the heater outlet temperature becomes abnormally high or low, the heating temperature in the vehicle interior is maintained at a substantially constant level to prevent discomfort to the occupants and to prevent heat damage near the heater outlet. Moreover, since the heating device is not heated above its heat resistance limit, durability is improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic structural diagram showing one embodiment of the present invention, and FIG. 2 is a schematic structural diagram of main parts showing another embodiment of the present invention.

Claims (3)

[Claims] (1) A cooling jacket for an engine having a vapor outlet at the upper part, a condenser having a refrigerant tank connected to the vapor outlet and temporarily storing liquid phase refrigerant at the lower part, and between the refrigerant tank and the cooling jacket. In an internal combustion engine for an automobile having an evaporative cooling device comprising a refrigerant supply pump provided therein, a heater core for heating a passenger compartment connected to a refrigerant outlet from the cooling jacket, and a refrigerant supplied to the heater core and the cooling jacket. A heater pump provided between the heater core and the return port, a temperature sensor that detects an abnormal state of the blowout temperature of the heater core, and a control means that controls the refrigerant discharge flow rate of the heater pump according to the detected value of the temperature sensor. An automobile heating device characterized by having the following. (2) Claim 1, characterized in that a refrigerant circulation system including an engine cooling jacket, a condenser, and a refrigerant supply pump constitutes a closed circulation system during normal operation, together with a refrigerant circulation system to a heater core. automotive heating system. (3) The heating device for an automobile according to claim 1 or 2, wherein the refrigerant outlet is provided on the cylinder head side of the cooling jacket of the engine.