CN1277927A - 车辆用冷却剂循环装置 - Google Patents

车辆用冷却剂循环装置 Download PDF

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Publication number
CN1277927A
CN1277927A CN00120202A CN00120202A CN1277927A CN 1277927 A CN1277927 A CN 1277927A CN 00120202 A CN00120202 A CN 00120202A CN 00120202 A CN00120202 A CN 00120202A CN 1277927 A CN1277927 A CN 1277927A
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China
Prior art keywords
coolant
circulation
cooling
radiator
cooling system
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Granted
Application number
CN00120202A
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English (en)
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CN1131153C (zh
Inventor
松田宪儿
平尾丰隆
水谷宽
格雷戈里·A·梅杰
琼·比安
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Mitsubishi Heavy Industries Ltd
Motors Liquidation Co
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Mitsubishi Heavy Industries Ltd
Motors Liquidation Co
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Publication of CN1277927A publication Critical patent/CN1277927A/zh
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Publication of CN1131153C publication Critical patent/CN1131153C/zh
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
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Abstract

本发明公开了一种车辆用冷却剂循环装置,可以实现部件重量的减少和小型化。在一车辆用冷却剂循环装置中,为了通过冷却剂对需冷却装置进行散热,冷却剂循环系统被分成具有第一散热器、对发动机冷却的冷却剂循环系统,和具有第二散热器、对电动机和发动机部件冷却的冷却剂循环系统。第二散热器对多个需冷却的装置即驱动电机和发动机部件冷却,为了控制循环到多个需冷却装置的冷却剂的量,还设置了循环量控制装置。

Description

车辆用冷却剂循环装置
本发明涉及一种用于在车辆中对冷却剂进行循环的冷却剂循环装置。
目前，随着对改善空气质量和环境问题的要求提高，对研制低污染和替代能源车辆的要求也变得迫切了。而采用电机和发动机进行驱动的混合动力车辆则是替代能源车辆中强有力的选择对象。
混合型车辆在高速行驶由发动机进行驱动，而低速运动时则由电动机来驱动。在发动机驱动时由发动机带动一台发电机向电池充电。
由于在这样的方式下，设置了多个的动力源，因而对混合型车辆而言，必须为每一种驱动能源都设置一个冷却系统。也就是说，为了能对传统的发动机进行冷却，需要设置一个冷却剂循环装置来在散热器和发动机之间循环冷却剂。而且，还需要设置一个冷却剂循环装置来对驱动电机进行冷却。此外，当发电机工作时，它也有必要进行冷却，因而也就需要另一个冷却剂循环装置。对驱动电机和发电机而言，温度必须保持在大约65℃以下。
此外，在使用高温电池-例如锂电池的情况下，为了提高发电和储电效率，希望将温度控制在85℃左右。
某些情况下，如果驱动电机和发电机工作的冷却温度和电池的冷却控制温度要求不同。则除了设置一个对发动机进行冷却的系统之外-该冷却系统包括一个散热器(在下文中该系统简称为冷却系统)，还需要设置两套相互独立的冷却系统，其中的一个用于冷却驱动电机和发电机，而另一个用于冷却电池。此外，在例如发动机的部件包括一个中冷器的条件下，还需要考虑到对该部件的冷却。因此，冷却部件数目增多，重量也随之增加，因而就出现了装车应用时的小型化问题。
考虑到上述的情况，本发明的目的是提供一种应用在车辆中的冷却剂循环装置，它可以实现装置的小型化和部件的轻量化。
本发明的用于车辆冷却剂的循环装置，包括：一个用于冷却冷却剂的散热器以及一个有待进行冷却的装置，冷却剂在散热器和需被冷却的装置之间进行热循环，冷却剂在单一个散热器和多个需被冷却的装置之间进行循环。
在混合型车辆中，需要进行冷却的装置除了发动机之外还有驱动电机、内冷器和废气再循环单元(下文将简称为EGR)等。但是，所有这些装置并不会同时工作。例如，考虑内冷器和驱动电机的情况，只有当发动机工作时才用到内冷器，因而，内冷器和驱动电机不会同时工作。也就是说，即使用于内冷器的冷却系统和驱动电机的冷却系统独立设置，由于这些冷却系统并不同时工作，则如果内冷器和驱动电机利用共同的冷却系统，则二者的冷却可由单一一套冷却系统来完成。
也就是说，单个设置的散热器可以被合并起来从而用一个散热器来进行集中冷却。因而可使散热器的容积最小化。相应地，采用本发明所述的结构，冷却剂是在多个需被冷却的装置和单个散热器之间进行循环，在不降低冷却能力的条件下，使散热器的体积和重量都得以减小。
更具体来讲，如果需要进行冷却的装置是发动机、驱动电机和其它发动机部件，则为发动机的冷却设置一个第一散热器，而为驱动电机和发动机部件的冷却设置一个第二散热器。此处的发动机部件是指内冷器和/或废气再循环单元等。
另外，还可在具有第二散热器的冷却剂循环装置中设置一个电池。
根据本发明的用于车辆中的冷却剂循环装置，在需被冷却的装置和散热器之间，可设置一循环量控制装置，用来控制循环到相应装置的冷却剂量。
采用这样冷却剂循环装置，通过冷却剂流量控制装置循环各个要被冷却的装置所需的冷却剂量。也就是说，各个冷却剂流量控制装置将散热器来的冷却剂分配到需被冷却的各个装置中。
关于冷却剂量控制装置，分别设置有例如指派给有待冷却设备的各个泵。
这里，在冷却剂从一个散热器循环到多个需被冷却的装置的情况下，存在有这样的情况：如果一个泵不工作，于是当另一泵仍工作时，冷却剂不被供向散热器，而是流回到需被冷却、但它的泵又停止工作的另一装置。在这种情况下，冷却剂不会循环在散热器之间，而是循环在对应的泵不工作的需冷却装置之间。为了防止这种情况的发生，即使在无须用冷却剂对有待冷却的装置进行冷却时，泵也不完全停止，而是以冷却剂不回流的程度操作。
作为上述防止逆流方法的替代方案，可考虑安装单向阀的方法。然而，这存在当冷却剂流动时单向阀增加流动阻力的问题。如果采用上述的例如为泵的循环量控制装置来阻止逆流，这个问题就不会出现，同时，能防止了泵的能量损失。也就是说，不采用单向阀的方法，通过泵来阻止倒流的方法可减小泵的尺寸，进而，可减少整车重量。
此外，还可以设置一个冷却剂加热装置来对冷却剂进行加热、以及由冷却剂加热装置加热的高温冷却剂和温度低于所述高温冷却剂的低温冷却剂的冷却剂混合物可被循环到需冷却的装置。
发动机可作为冷却剂加热装置来加热冷却剂。而低温冷却剂例如是通过散热器冷却后的冷却剂或由需冷却装置加热的冷却剂。
通过混合高温冷却剂和低温冷却剂，就可以配制出在某一个温度范围内的选择温度的冷却剂。通过调节混合的高温、低温冷却剂的量就可以实现温度控制。用这种方式，例如恒定温度的冷却剂就可以持续地循环到需冷却的装置(例如锂离子电池)，从而使需冷却的装置保持恒定温度。
图1表示了装备了根据本发明一种实施方式的车辆用冷却剂循环装置的混合动力车辆的结构图。
图2是安装在混合型车辆上的HPVM的轴测视图。
图3是混合型车辆的模块框图。
图4表示了安装在混合型车辆上的空调的制冷剂流路图。
图5表示了混合型车辆中的冷却剂的流向图。
图6的表格表示混合型车辆在由发动机进行驱动和由电机进行驱动时，各个部件的工作或停机状况。
下文将参照附图对装备有本发明一种实施方式的车辆用冷却剂循环装置的混合型车辆进行详细的描述。
如图1所示，数字1表示一个混合型车辆，该车辆它包括：一个安装在车前部的驱动单元2(该装置有待进行冷却)，在该单元封装了一个用来驱动前轮的电机2a；一个安装在车辆后部的发动机3，来驱动车辆的后轮。当混合型车辆在低速运行时，使用驱动电机2a作为动力来源；当车辆超过一定速度的高速行驶时，通过切换将动力来源变为发动机3。由于电机2a安装在车辆的前部，考虑到安装空间和空气阻力的原因，就将发动机3置于车辆的后部了。
如图1所示，数字5表示一个电池(有待进行冷却的装置)，所述的电池是电机2a的动力来源；数字6表示一个马达-发电机单元(有待进行冷却的装置)，所述的马达-发电机单元将发动机3的驱动力转化为电能，并将电能储存在电池5中。在马达-发电机单元6中安装了一个发电机(electrical powergeneration motor)(图中未示出)，通过将发动机3的驱动力传递到发电机就可产生电能。此外，通过用电能驱动发电机，马达发电机单元6可将存储在电池5中的电能转化成驱动力。该实施例中的电池5是一种高温型电池，它在高温范围内(例如80℃-90℃)很稳定，并且具有很高的工作效率。作为高温型电池的例子，它可用例如铜、镍或银的卤化物来做正极，用金属锂(其它活化金属，例如：钙或镁也是可能)做负极，并使用一些有机物质例如丙烯碳酸盐来作为电解液。
数字50表示一个I/C(内冷器(inter-cooler))EGR(废气再循环)系统(有待冷却的装置)。
此外，数字8表示用于冷却发动机3的第一散热器，9表示和第一散热器8一起设置一个第二散热器。第二散热器9用于冷却驱动电机2a、马达-发电机单元6和I/C EGR系统50。第一散热器8和第二散热器9的结构可使得热量通过一个用于冷却散热器的风扇10扩散到周围的空气中。
另外，为了将发动机3的热量传递到电池5，而设置了一个电池换热器11(冷却剂加热装置)。
下文对安装在混合型车辆1上的空气调节装置(在下文称为空调)进行描述。
如图1所示，数字12表示用来压缩制冷剂的压缩单元，13表示一个热交换器，14表示一个用于向热交换器13吹风的风扇，15表示一个模块，称为一个HPVM(热泵通风模块)。热交换器13被安装在车身的右边以便于和外部空气的热交换，热量通过风扇14和外部空气进行强制交换。HPVM 15被置于车体后部的中央，并与一个通气道16相连接，该通气道沿着车身底部的中心一直延伸到车身的前部。通气道16呈管状，并分别其中部和前端部开有空气出口17和18。
下文对HPVM 15进行详细描述。
图2是HPVM 15的轴测视图，图3是空调的模块框图。
在图2中，HPVM 15由一个外壳15a、一个内空气进口21、一个外空气进口22、一个排气口23和一个连接部分24组成，其中的连接部分可将HPVM同通气道16连接起来。
内部空气进口21和汽车的客室相通，外部空气进口22和排气口23通到客室的外部。
此外，如图3所示，HPVM 15配置有：一个内/外空气转接调节阀30，用来决定是吸入客室内的空气(内部空气)还是客室外的空气(外部空气)；风扇31用于经内/外空气转接调节阀30来引入空气；热交换器33用于在所引入的空气和制冷剂之间进行热交换；空气混合调节阀(air mix damper)34用于对部分热交换空气进行分流；加热器芯件35用于加热分流的空气。
通过开闭内外空气转换阀30，可选择两种空气循环模式：从内部空气进口21(见图2)引入内部空气、并把空气输送到通气管16的内部空气循环模式；从外部空气进口22(见图2)引入外部空气的外部空气引入操作并把空气输送到通气道16，并由排气口23(见图2)排出内部空气。
加热器芯件35是一个热转换器，如下文所述，它从发动机3吸收高温冷却剂并用来加热引入的空气流。当空调执行加热操作(热泵操作)时，这被辅助使用。根据空气混合阀34开度大小来调整分流到加热器芯件35的引入空气的流量。
引入的空气然后从通气管16的出口部分17和18吹到汽车的客室中。
通过压缩单元12(见图4)向热交换器33和热交换器13供应制冷剂，而实现制冷或加热操作。
如图5所示，压缩单元12主要包括：一个压缩机41，一个节流装置(throttling resistance)42，一个四通阀43和一个蓄液器(accamulator)44。上述的热交换器13和33通过一个制冷剂路径45连接在这些相应部件之间，而形成一个制冷回路。
驱动力是由发动机3或马达-发电机单元6传送给压缩机41的。压缩机41具有将以气态输入的制冷剂进行压缩、并将高温、高压气态制冷剂输送到四通阀43的功能。通过改变制冷剂在致冷回路中的流向，从压缩机41被送以高温高压气态致冷剂的四通阀43能够进行制冷或加热工况转换。此外，节流装置42可对高温、高压、液态制冷剂进行降压，使其膨胀成低温、低压的液态(雾状)制冷剂。在此处使用了一个毛细管或一个膨胀阀。设置蓄液器44来去除包含在输送到压缩机41的气体状制冷剂中的液体成分。
采用上述的制冷回路，当进行加热操作时，通过从外部空气中吸收热量低温、低压液体制冷剂在热交换器33中蒸发并汽化而变成低温、低压气体制冷剂，然后再被输送到压缩机41中而被压缩成高温、高压、气体制冷剂。之后，在热交换器13中，气体制冷剂释放热量，并通过节流阻力42变成低温、低压、液体制冷剂，其后，它又重新循环回热交换器33。在这种情况下，热交换器13起到了冷凝器的作用，而热交换器33则作为一个蒸发器。
在进行制冷工作时，高温、高压、气体制冷剂被输送到热交换器33，并因此通过将热量释放到外界空气中而冷凝和液化成高温、高压、液体制冷剂，并被输送到节流装置42和热交换器13。在热交换器13中蒸发的液体制冷剂然后被输送到压缩机41，并再次循环回热交换器33。在这种情况下，热交换器33作为一个冷凝器，而热交换器13就作为一个蒸发器。
对上述的结构，要实现安全可靠地工作，要求上述的驱动单元2和马达-发电机单元6的温度不高于65℃。此外，从储电效率的考虑出发，电池5的温度理想地处在85±5℃。为了满足这一要求，在混合型车辆1中，冷却剂温度要执行下文描述的控制。
如图5所示，为了使得冷却剂能在发动机3、电池5、I/C EGR系统50、驱动单元2、马达发电机单元6、第一散热器8、第二散热器9和电池热交换器11之间流动，而形成了预定的流路。
发动机3通过第一散热器8而被冷却，电池5、I/C EGR系统50、驱动单元2和马达-发电机单元6通过第二散热器9而被冷却。
下面详细描述该流路。
I/C EGR系统50、驱动单元2和马达-发电机单元6由第二散热器9输送的冷却剂进行冷却。
首先，由第二散热器9的出口所提供的冷却剂被流入到流路51中。在分流点p1，冷却剂被分流到I/C EGR系统50一侧和驱动单元2与马达-发电机单元6一侧。
通过设置在流路b1中的一个内冷器冷却剂泵(循环量控制器)53，分流到I/C EGR系统50一侧的冷却剂被输送到I/C EGR系统50。在I/C EGR系统50中执行完对装置的冷却后，冷却剂通过一个流路52被再次循环回第二散热器9。这时，通过内冷器冷却剂泵53的作用，冷却剂具有一定的速度，并可在流路b1中流动。
另一方面，分流到驱动单元2和马达发电机单元6一侧的冷却剂在分流点p2处被进一步分流，并在此后部分冷却剂通过一个牵引(traction)冷却剂泵(循环流量控制装置)54而再进行分流。一部分被分流到驱动单元2一侧的流路b2处，另一部分被分流到马达-发电机单元6一侧的流路b3处。和输送到I/C EGR系统50的冷却剂类似，分流之后的冷却剂被分别提供给驱动单元2和马达-发电机单元6来对装置进行冷却，并经流路52再次循环回第二散热器9。这时，由于牵引冷却剂泵54的作用使得冷却剂具有一定的速度，并可在流路b2和b3中流动。
此处，如图1所示，驱动单元2被布置于车体的前部。另一方面，马达-发电机单元6和第二散热器9被置于车身的后部。也就是说，流路b2比流路b3要长一些，因而它的流动阻力也要大一些。因此，当需要冷却剂流向驱动单元2和马达-发电机单元6两者时，在马达-发电机单元6一侧的流率要比驱动单元2一侧的流率要高，这就会出现不平衡。为了解决这个问题，在流路b3中设置一个流动控制阀55，来保证其中的流率与流路b2中的流率平衡。
在分流点p2分流出的其它的冷却剂经流路b4流向电池5一侧，在所述的流路b4中设置了一个电池冷却剂泵57(循环量控制装置)。
电池冷却剂泵57前面的交汇点p4处，汇集了由发动机3的热量加热的高温冷却剂。高温冷却剂将在后面加以描述。流率被预先加以调整使得在汇合后冷却剂能达到一个预先设定的温度(85±5℃)。
之后，在保持电池5的温度为上述的预先确定温度的同时，冷却剂被输送到电池5，并被释放到出口流路b5。在分流点p3，冷却剂被分流到流路b6和b7中。结构是这样设置的：流路b6通过电池热交换器11，并在交汇点p4接合于流路b4；而流路b7同流路52相接合，并随后重新循环回第二散热器9。在流路b6和b7上，分别设置了流量控制阀60和61。流量控制阀将会在后面加以描述。
流路b6中的冷却剂在电池热交换器11中被发动机3的热量所加热。更详细地说，在电池热交换器11中，热量在流路b6和b10间进行交换，而其中的流路b10是使冷却剂在发动机3和电池热交换器11之间进行循环。由于在流路b10中被发动机3所加热的冷却剂的温度比流路b6中的(85±5℃)要高，因而流路b6中的冷却剂就被加热成高温冷却剂，并在交汇点p4处与流路b4中的低温冷却剂相汇合。
用这样的方式，高温和低温冷却剂就在交汇点p4处汇合，以将上述具有预定温度的冷却剂输送到电池5。通过用上述的流量控制阀60和61来调整高温冷却剂的流量，可对输送给电池5的冷却剂温度进行控制。
通向发动机3的另一个流路b11独立于上述流路b10设置，使得冷却剂在第一散热器8和发动机3之间进行循环。此外，还设置了流路b12，使得冷却剂在加热器芯件35和发动机3之间进行循环。
从发动机3中出来的冷却剂在分流点p5被分流到流路b10、b11和b12，并分别通过电池热交换器11、第一散热器8和加热器芯件35，其后汇合于交汇点p6处，并随后重新循环回发动机3。
为了使得冷却剂在流路b10至b12中流动，在发动机3入口侧的流路上设置了一个发动机冷却剂泵69。此外，在流路b10和b12中分别设置有流量控制阀71和73，而在流路b11中，设置有温度调节装置(thermostat)72。
第一散热器8和上述的第二散热器9平行布置，由于流过第一散热器8的冷却剂具有较高的温度，一个吸引式(抽气式)散热器冷却风扇10被设置于第一散热器8的下游，从而使得穿过第二散热器9的空气通过第一散热器8。
下面对于上述的空调的操作进行描述。
如上所述，当混合型车辆1在低速驱动和超过一定速度的高速驱动行驶时，分别通过换接用驱动电机2a和发动机3作为动力来源。因此，空调的动力来源也与传统车辆空调的有所不同。
首先，当混合型车辆1使用发动机3行驶时，在进行空气调节时，压缩单元12由发动机3的驱动力所驱动，使制冷剂在热交换器13和33之间进行循环。同时发动机3也向马达-发电机单元6传输驱动力，马达发电机单元6通过一个发电机(图中未示出)产生电能，并将电能存储在电池5中。
利用HPVM 15，经由内外空气转换调节阀30，风扇31将内部空气或外部空气引入以吹向热交换器33。引入空气的热量和热交换器33中的制冷剂进行热交换，从而被加热(进行加热操作时)或被冷却(进行制冷操作时)。
加热后的空气通过空气混合调节阀34引向通气管16或加热器芯件35，其中输送到加热器芯件35的引入空气被发动机3的废热进一步加热，然后被输送到通气管16。
另一方面，当用电机2a驱动时，将执行下面的操作。也就是说，马达-发电机单元6用存储在电池5中的电能来驱动配置于其中的电机工作。驱动力被传递到压缩单元12，来使制冷剂在热交换器13和33之间进行循环。而其它的操作同发动机3驱动时的情形相似。
下面是对冷却剂的循环进行描述。如图5所示，从第二散热器9排出的冷却剂经由流路51被分配到不同的装置，并在分流点p1和p2处分流。也就是说，循环到电池5的冷却剂的量由电池冷却剂泵57确定；循环到I/C EGR系统50的冷却剂量由内冷器(innercooler)冷却剂泵53确定；循环到驱动单元2和马达-发电机单元6的冷却剂量由牵引冷却剂泵54确定。
下面将分别描述当用发动机3或电机2a驱动时冷却剂的循环情形。
在图6中表示了当用发动机3或电机2a驱动时，各个装置被使用或不被使用的情形。
当使用发动机3驱动时，则和传统发动机的车辆一样，使用发动机冷却剂泵69来使冷却剂在发动机3和散热器8之间进行循环，以此来冷却发动机3。此外，也用内冷却器冷却剂泵53来使冷却剂循环在I/C EGR系统50中。
对于马达-发电机单元6，当配置在其中的发电机被驱动时，冷却剂被循环。也就是说，在使用发动机3驱动力来充电时和当发动机3停止而空调工作时，用牵引冷却剂泵54来使冷却剂循环到马达-发电机单元6，从而冷却马达-发电机单元6。
另一方面，当用电机2a驱动行驶时，用牵引冷却剂泵54来使得冷却剂被循环到驱动单元2，以此来冷却驱动单元2。
这里，如图6所示，当电机2a工作时，没有必要冷却I/C EGR系统50，因而也没必要操作内冷器冷却剂泵53。因此，存在有这样的情况：当这个泵彻底停止时，通过驱动另一泵使冷却剂回流。例如，当内冷器冷却剂泵53停止工作而牵引冷却剂泵54工作时，内冷器冷却剂泵53允许逆流。这样，从驱动单元2或马达-发电机单元6排出的冷却剂就不会流到第二散热器9，而是流向I/C EGR系统50。因此存在这样的情况：经分流点p1而再次循环回牵引冷却剂泵54。
为了防止这种情况的发生，即使不需冷却I/C EGR系统50，也使内冷器冷却剂泵53操作，其程度是使上述的倒流现象不发生。
类似地，即使不需要对驱动单元2和马达-发电机单元6进行冷却时，也使牵引冷却剂泵54工作，其程度是使冷却剂的倒流不会发生。
此外，无论是发动机3还是电机2a进行驱动，电池5都要保持一个预先确定的温度。电池冷却剂泵57的工作是根据电池5的温度变化而进行。从而，已由流量控制阀60和61调节流量的高温冷却剂和低温冷却剂在交汇点p4处混合，以此来保持循环到电池5的冷却剂的温度处于一个预先确定的温度。
上述的实施例可获得下面这些技术效果。
第二散热器9单独用来冷却电池5、I/C EGR系统50，驱动单元2和马达-发电机单元6。然而，由于电池5、I/C EGR系统50，驱动单元2和马达-发电机单元6不同时使用，因而同分别设置多个散热器相比，散热器的尺寸和重量都会减少。
此外，由于通过冷却剂泵53、54和57对分配给各需冷却装置的循环量进行调整，因而尽管只有一个散热器，分配给各个需被冷却的装置的冷却剂的量得以独立控制。流量控制阀可被设置在不同的流路来控制流量。然而，用多个泵来对流量进行调节可减少流动阻力，相应使泵的能量损失降低。
另外，在冷却剂从一个散热器循环到多个装置的情况下，且在一个泵停止工作而另一泵工作时，则冷却剂可能发生回流而不是流向散热器。但是，通过即使在不需用冷却剂进行冷却的情况下不完全关闭泵，而是在一定程度上使泵工作，则冷却剂不会倒流，逆流能够被阻止。
作为上述的阻止逆流方法的一种代替方案，可以考虑安装一个单向阀。然而，这也会产生下述问题：当冷却剂流动时，单向阀会引起流动阻力。而如上所述采用一个泵来阻止逆流的结构，不会出现这个问题，因而也降低了泵的能量损失。
此外，通过将高温和低温冷却剂混合，可将一个预先确定温度的冷却剂输送给电池5。因此，电池5能够恒定保持在一个预先确定的温度。
此处的循环量控制装置可包括一个单独的泵和设置在通向有待冷却的各个装置的流路中的流量控制阀。例如，可设置一个单独的泵来代替上述实施例中的泵53、54和57，并由流动控制阀控制流向不同有待冷却装置的冷却剂量。
在这样的情况下，如不需为某一装置提供冷却剂时，设置在流路中的流动控制阀可被关闭，来防止冷却剂的逆流。
上述本发明的车辆用冷却剂循环装置可产生以下的效果。
也就是说，通过从一个散热器向多个需被冷却的装置提供冷却剂，使散热器的总体尺寸和重量减少。
由于流向各个装置的循环量是由循环量控制装置进行调节的，因而即使在单个散热器的情况下也可独立地调节流向各个装置的冷却剂循环量。
当冷却剂从一个散热器循环到多个装置时，可能会有这样的情况出现：如果一个循环量控制装置关闭而另一循环量控制装置工作，冷却剂就不会流向散热器，而是回流到其循环量控制装置被关闭的需冷却的另一装置中。这样，冷却剂不是循环在散热器之间，而是循环在其循环量控制装置被关闭的需冷却装置之间。然而，如果即使在装置不需冷却剂时，循环量控制装置也不完全停止，而是保持一定的工作度，则冷却剂不会倒流，于是逆流能被阻止。
此外，通过混合高温和低温冷却剂，就能在一个温度范围内配制出选择温度的冷却剂。因此，通过在混合后将冷却剂循环到需冷却装置(例如锂离子电池)中，就可使装置保持恒温。
用上述的方式，有可能使冷却剂的循环装置最小化和轻量化，因此，车辆本身的小型化和轻量化也得以实现。

Claims (20)

1.一种车辆用冷却剂循环装置，其包括：
一个用于冷却冷却剂的散热器以及需进行冷却的装置，冷却剂在所说的散热器和需冷却装置之间进行循环，其特征在于：冷却剂在单个散热器和多个需冷却装置之间进行循环。
2.根据权利要求1所述的车辆用冷却剂循环装置，其特征在于：所说的车辆是一个混合型的车辆，它包括一个发动机和一个驱动电机，且发动机、驱动电机和发动机部件为需冷却的装置，且冷却剂循环系统被分成具有对发动机进行冷却的第一散热器的一个冷却剂循环系统，和具有对电动机和发动机部件进行冷却的第二散热器的冷却剂循环系统。
3.根据权利要求2所述的车辆用冷却剂循环装置，其特征在于：所说的发动机部件是一个内冷器和/或一个废气再循环单元。
4.根据权利要求2所述的车辆用冷却剂循环装置，其特征在于：一个电池设置在具有第二散热器的冷却剂循环系统中。
5.根据权利要求3所述的车辆用冷却剂循环装置，其特征在于：一个电池设置在具有第二散热器的冷却剂循环系统中。
6.根据权利要求1所述的车辆用冷却剂循环装置，其特征在于：用来控制循环到所述多个需冷却装置的冷却剂量的循环量控制装置设置在需冷却的装置和所说的散热器之间。
7.根据权利要求2所述的车辆用冷却剂循环装置，其特征在于：用来控制循环到所述多个需冷却装置的冷却剂量的循环量控制装置设置在需冷却的装置和所说的散热器之间。
8.根据权利要求3所述的车辆用冷却剂循环装置，其特征在于：用来控制循环到所述多个需冷却装置的冷却剂量的循环量控制装置设置在需冷却的装置和所说的散热器之间。
9.根据权利要求4所述的车辆用冷却剂循环装置，其特征在于：用来控制循环到所述多个需冷却装置的冷却剂量的循环量控制装置设置在需冷却的装置和所说的散热器之间。
10.根据权利要求5所述的车辆用冷却剂循环装置，其特征在于：用来控制循环到所述多个需冷却装置的冷却剂量的循环量控制装置设置在需冷却的装置和所说的散热器之间。
11.根据权利要求6所述的车辆用冷却剂循环装置，其采用了这样的结构使得所述循环量控制装置也使冷却剂循环到不需要进行冷却的需冷却装置。
12.根据权利要求7所述的车辆用冷却剂循环装置，其采用了这样的结构使得所述循环量控制装置也使冷却剂循环到不需要进行冷却的需冷却装置。
13.根据权利要求8所述的车辆用冷却剂循环装置，其采用了这样的结构使得所述循环量控制装置也使冷却剂循环到不需要进行冷却的需冷却装置。
14.根据权利要求9所述的车辆用冷却剂循环装置，其采用了这样的结构使得所述循环量控制装置也使冷却剂循环到不需要进行冷却的需冷却装置。
15.根据权利要求10所述的车辆用冷却剂循环装置，其采用了这样的结构使得所述循环量控制装置也使冷却剂循环到不需要进行冷却的需冷却装置。
16.根据权利要求1所述的车辆用冷却剂循环装置，其特征在于：设置有加热冷却剂的冷却剂加热装置，且由冷却剂加热装置加热的高温冷却剂和温度低于高温冷却剂的低温冷却剂的冷却剂混合物被循环到需冷却的装置。
17.根据权利要求4所述的车辆用冷却剂循环装置，其特征在于：设置有加热冷却剂的冷却剂加热装置，且由冷却剂加热装置加热的高温冷却剂和温度低于高温冷却剂的低温冷却剂的冷却剂混合物被循环到需冷却的装置。
18.根据权利要求9所述的车辆用冷却剂循环装置，其特征在于：设置有加热冷却剂的冷却剂加热装置，且由冷却剂加热装置加热的高温冷却剂和温度低于高温冷却剂的低温冷却剂的冷却剂混合物被循环到需冷却的装置。
19.根据权利要求14所述的车辆用冷却剂循环装置，其特征在于：设置有加热冷却剂的冷却剂加热装置，且由冷却剂加热装置加热的高温冷却剂和温度低于高温冷却剂的低温冷却剂的冷却剂混合物被循环到需冷却的装置。
20.一种冷却剂循环装置，循环冷却剂的冷却剂循环装置配置于一车辆上，并设置有加热冷却剂的冷却剂加热装置，所说的循环装置包括有待冷却的装置，该装置循环由冷却剂加热装置加热的高温冷却剂和温度低于高温冷却剂的低温冷却剂的冷却剂混合物。
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