JP2002087075A - Cooling device for vehicular engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cooling device for vehicle capable of ensuring heater performance while an engine is in cold time and improving a warming-up property and fuel consumption of the engine and having a simple configuration. SOLUTION: In the cooling device for the engine 100, a heater core 144 and a heat accumulator 143 are arranged in parallel, and a second control valve 145 controlling the communication of the heat accumulator 143 and the heater core 144 is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling system for a water-cooled engine for a vehicle, and more particularly, to a vehicle engine.

[0002]

2. Description of the Related Art JP-A-2000-73764 discloses that
A heat insulation tank for keeping the refrigerant of the cooling device of the water-cooled engine warm is provided.When the engine is started, the refrigerant kept warm in the heat insulation tank is supplied to the engine by a water pump to promote the warm-up operation of the engine and reduce the warm-up time. A vehicle cooling device for shortening is disclosed.

[0003]

However, in a conventional vehicle cooling system, the coolant is supplied to the engine cooling system by a water pump that supplies the refrigerant to the engine. Therefore, the refrigerant is provided only between the regenerator and the heater core. Cannot be circulated. Therefore, the refrigerant stored in the regenerator is supplied not only to the heater core but also to the entire cooling system of the engine having a large capacity compared to the capacity of the regenerator. Will be consumed. When all the refrigerant stored in the heat accumulator is consumed, the refrigerant flowing through the engine is supplied to the heater core. Since the temperature of the refrigerant flowing through the engine is lower than the temperature of the refrigerant stored in the regenerator, heat cannot be sufficiently supplied to the heater core. As a result, in such a configuration of the cooling device, there is a problem that the heater of the engine does not improve as expected during the warm-up operation even if the heat storage device is provided.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle cooling device having a simple structure which can ensure the heater performance when the engine is cold and improve the warm-up property and fuel efficiency of the engine.

[0005]

According to a first aspect of the present invention, there is provided a first pump means for circulating a refrigerant, the first pump means communicating with the first pump means, A first refrigerant passage provided in the engine, a radiator for exchanging heat between refrigerant and external air, a second refrigerant passage for communicating the first refrigerant passage with the radiator, the radiator and the first pump A third refrigerant passage that communicates with the means, a heater core that exchanges heat between the refrigerant and the cabin air, a regenerator that communicates with the heater core, and that keeps and stores the refrigerant, and that communicates with the regenerator. A second pump means for sending the refrigerant stored in the heat accumulator to the heater core or the third refrigerant passage; and a first branch passage branched from the second refrigerant passage and communicating with the heater core and the second pump means. With And a control valve for controlling whether the heater core communicates with the heater core or the third refrigerant passage in an annular communication between the heater core and the second pump means and the regenerator. Is disposed between the regenerator and the heater core.

According to the first technical means described above, the second technical means
By providing a pump means, a heater core having a large passage resistance, and a heat accumulator in a ring shape, and providing a control valve for controlling communication between the heat accumulator and the third refrigerant passage or the heater core,
It is possible to configure an optimal cooling circuit, reduce the passage resistance of the cooling device, and reduce the driving torque of the pump means.

In order to solve the above-mentioned problem, the second technical means adopted in the invention of claim 2 is the same as the technical means described in claim 1, and the second pump means is provided with the second pump means. That is, it is driven by driving means that operates independently of the engine. As a result, the refrigerant stored in the regenerator can be supplied to the heater core without passing through the refrigerant passage provided in the engine, and the refrigerant can be circulated only between the two. Effectiveness can be ensured.

According to a third aspect of the present invention, in order to solve the above-described problems, in addition to the first or second aspect, the cooling device is branched from the cooling device. An engine lubricating oil heat exchanger for exchanging heat between a refrigerant and the engine lubricating oil, and a transmission operating oil heat exchanger for exchanging heat between the refrigerant and a hydraulic oil for a transmission of the vehicle A switching valve for switching the communication between the second branch passage and the cooling device is provided with a switching device for a vehicle engine cooling device and the engine lubricating oil heat exchanger or the transmission operation. It is provided between the oil heat exchanger. This makes it possible to supply the refrigerant to the heat exchanger having a large passage resistance only under specific conditions, so that the driving torque of the water pump can be reduced.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment according to the present invention will be described with reference to the drawings.

FIG. 1 is a conceptual diagram showing an embodiment of the present invention.

In FIG. 1, an engine 100 is a so-called water-cooled internal combustion engine, and includes a cylinder head 101, a cylinder block 102, a valve train 104, a lubrication device 106, and the like. Cylinder head 101 and cylinder block 1
02 each have a water jacket 111,
112 are formed. Also, the cylinder head 101
Water jacket 111 and cylinder block 10
The two water jacket portions 112 communicate with each other through openings (not shown) provided on mounting surfaces of the cylinder head 101 and the cylinder block 102 facing each other. The gasket 103 for sealing between the mounting surfaces is provided with a hole corresponding to this opening. In addition, the water jacket portions 111 and 112 constitute a first refrigerant passage.

The engine 100 shown in FIG. 1 is provided with a first water pump (first pump means) 121 which is driven by the engine 100 and pumps refrigerant into a refrigerant passage. The discharge side of the first water pump 121 communicates with the water jacket portions 111 and 112. The water jackets 111 and 112 communicate via a second refrigerant passage 123 with the inlet side of a radiator 122 that performs heat exchange between the refrigerant and external air. The outlet side of the radiator 122 suctions the first water pump 121 through a third refrigerant passage 124, a three-way first control valve (third refrigerant passage) 125, and a fourth refrigerant passage (third refrigerant passage) 126. Communicates with the side. These form the first refrigerant circuit 120. The third refrigerant passage 124, the first control valve 12
Fifth, fourth refrigerant passage 126 constitutes a third refrigerant passage.

The water jacket portions 111 and 112 are
The fifth refrigerant passage 1 branched from the second refrigerant passage 123
It communicates with 31. Through the first control valve 125, the fifth
The refrigerant passage 131 is in communication with the fourth refrigerant passage 126.
First water pump 121, water jacket section 11
1, 112, the fifth refrigerant passage 131, the first control valve 125,
The second refrigerant circuit 130 is configured by the fourth refrigerant passage 126.

Further, a first branch passage 141 is provided in the second refrigerant passage 123. A first branch passage 141;
The second water pump (second pump means) 142, the heat accumulator 143, and the heater core 144 are annularly arranged and communicate with each other. The second water pump 142 is connected to the engine 10
It is driven by driving means (for example, an electric motor) capable of driving even when 0 is not operating. The regenerator 143 is constituted by a tank having a heat insulation structure, and stores the refrigerant in a heat-insulated manner. Regenerator 143 and heater core 144
A three-way second control valve 145 is provided between the first water pump 121 and the first heat pump 121 to allow the heat accumulator 143 to communicate with the heater core 144. The branch passage 141 is connected to the heater core 1
It is controlled whether or not to communicate with the fourth refrigerant passage 126 via 44. The first branch passage 141, the second water pump 142, the regenerator 143, the second control valve 145, and the heater core 144 constitute a third refrigerant circuit 140.

In addition, the fifth refrigerant passage 131 is provided with a second branch passage 151. The second branch passage 151 includes a transmission oil heat exchanger (transmission oil heat exchanger) 152 for exchanging heat between oil and refrigerant used in the transmission 200, and oil and refrigerant for lubricating the inside of the engine. An engine oil heat exchanger (engine lubricating oil heat exchanger) 153 for exchanging heat with the first refrigerant passage 153 and a switching valve 154 for controlling communication with the fourth refrigerant passage 126 are provided. The second branch passage 151, the transmission oil heat exchanger 152, the engine oil heat exchanger 153, and the switching valve 154 constitute a fourth refrigerant circuit 150.

Next, the operation of the present invention will be described.

FIG. 2 shows the operation of the refrigerant in the refrigerant passage before the engine 100 starts. In the following figures, regarding the operation of the first and second control valves 125 and 145 and the switching valve 154, a black portion indicates communication, and a white portion indicates shutoff.

In FIG. 2, the first control valve 125 is
The position is controlled so that the refrigerant passage 131 and the fourth refrigerant passage 126 communicate with each other. In addition, the second control valve 145 is controlled to a position where the heat storage unit 143 communicates with the fourth refrigerant passage 126 while the heater core 144 communicates with the fourth refrigerant passage 126. The switching valve 154 is connected to the second branch passage 152.
It is controlled to a position where the communication between the second refrigerant passage 126 and the fourth refrigerant passage 126 is interrupted.

Accordingly, the second water pump 142
From the regenerator 143, the second control valve 145, the fourth refrigerant passage 1
26, a refrigerant circuit 300 reaching the second water pump 142 via the first water pump 121, the water jacket portions 111 and 112, the second refrigerant passage 123, and the first branch passage 141 is formed. At this time, the second water pump 142 operates, but the first water pump 121 stops. By the operation of the second water pump 142, the refrigerant stored in the heat accumulator 143 is changed to the refrigerant circuit 3
Circulate through 00. The first water pump 121 in the refrigerant circuit 300 is not operating because the engine is not operating, but does not unnecessarily obstruct the flow of the refrigerant.

The refrigerant flowing out of the water jacket portions 111 and 112 tends to flow into the fifth refrigerant passage 131. However, the fifth refrigerant passage 1 is controlled by the first control valve 125.
31 and the fourth refrigerant passage 126 are communicated with each other.
The refrigerant from the second water pump 142 is sent to the refrigerant passage 126. On the other hand, the first water pump 121
Is not operating, and no suction force acts on the refrigerant in the fourth refrigerant passage 126. Therefore, the fifth refrigerant passage 131
And the fourth refrigerant passage 126 has a large resistance, and the refrigerant hardly flows.

Also, as described above, the first control valve 125
Shuts off the communication between the third refrigerant passage 124 and the fourth refrigerant passage 126, so that the refrigerant in the radiator 122 has no place to go, and the refrigerant in the second refrigerant passage 123 is in the radiator 1
22 cannot flow into the radiator 122 from the inlet. Thus, the refrigerant flows through the first branch passage 141.

That is, before the engine 100 is started, the second water pump 142, the regenerator 143, the second control valve 1
45, a refrigerant circuit 3 reaching the first water pump 121, the water jacket portions 111 and 112, the second refrigerant passage 123, the first branch passage 141, and the second water pump 142.
At 00, most of the refrigerant stored in the regenerator 143 flows. The refrigerant adiabatically stored in the regenerator 143 is supplied to the cylinder head 101 or the cylinder block 102.
Since the temperature is higher than the temperature, the cylinder head 101 or the cylinder block 102 can be warmed by the refrigerant before the engine 100 starts.

As a result, the valve mechanism 104 and the lubricating device 10
The oil in 6 is also warmed and the viscosity of the oil decreases, so that the driving torque required by the lubricating device 106 of the engine 100 decreases. Thereby, the friction of the engine 100 can be reduced, and the fuel efficiency can be improved. Further, the temperature of the combustion chamber formed in the cylinder head 101 rises, the atomization of the fuel supplied into the combustion chamber is promoted, and the exhaust emission can be reduced and the startability can be improved.

FIG. 3 is a diagram showing the flow of the refrigerant when the heater in the vehicle compartment is not turned on during the warm-up operation immediately after the engine 100 is started.

In FIG. 3, the second control valve 145 is controlled to a position where the heat accumulator 143 and the heater core 144 communicate. Further, the operation of the second water pump 142 is stopped. The first control valve 125 is controlled to a position where the fifth refrigerant passage 131 communicates with the fourth refrigerant passage 126. Further, the switching valve 154 is controlled to a position where the communication between the second branch passage 152 and the fourth refrigerant passage 126 is cut off. At this time, since the engine 100 has already been started, the first water pump 121 is operating. For this reason, the refrigerant in the second refrigerant circuit 130 communicating with the fourth refrigerant passage 126 is sucked into the first water pump 121, and is sent to the water jacket portions 111 and 112. The refrigerant discharged from the water jacket portions 111 and 112 is
The refrigerant is supplied to the fifth refrigerant passage 131. As mentioned above,
Since the first control valve 125 is controlled to form the second refrigerant circuit 130, the refrigerant cannot flow from the second refrigerant passage 123 to the radiator 122. Further, since the second control valve 145 does not constitute the outlet of the third refrigerant circuit 140, the refrigerant does not flow from the second refrigerant passage 123 to the third refrigerant circuit 140. On the other hand, the refrigerant flowing in the fifth refrigerant passage 131 circulates to the first water pump 121 via the first control valve 125 and the fourth refrigerant passage 126.

Thus, the refrigerant staying in the heater core 144, the radiator 122, and the like does not circulate in the refrigerant passage provided in the engine 100. For this reason, the refrigerant circulating in the engine 100 is only the volume that has stayed in the second refrigerant circuit 130 and the water jacket portions 111 and 112, and is smaller than the total amount of the refrigerant. As a result,
Water jacket portions 111 and 112 and engine 100
And the amount of the refrigerant that exchanges heat with the engine 100 by circulating between the refrigerant and the engine 100 decreases.
0 warm-up speed can be improved.

FIG. 4 is a diagram showing the operation of the refrigerant when the operation of the engine 100 is at a low load or a low speed and the heater in the vehicle compartment is not turned on after the warming of the engine 100 is completed.

In FIG. 4, the second control valve 145 is controlled to a position where the heat accumulator 143 communicates with the heater core 144. Although not shown when the heater is turned on, the second control valve 145 is connected to the heater core 144 and the fourth control valve 145.
The position is controlled so as to communicate with the refrigerant passage 126. Also,
The operation of the second water pump 142 has stopped.

The first control valve 125 is connected to the fifth refrigerant passage 131
And the fourth refrigerant passage 126.
Further, the switching valve 154 is controlled to a position where the second branch passage 152 and the fourth refrigerant passage 126 are communicated.

At this time, due to the operation of the first water pump 121, the refrigerant that has accumulated in the second refrigerant circuit 130 flows from the fourth refrigerant passage 126 through the first water pump 121.
Sucked into. And the refrigerant is the first water pump 1
21 and the water jacket portion 111,
112, the second refrigerant passage 123 and the fifth refrigerant passage 1
And 31. At this time, since the first control valve 125 blocks the communication between the radiator 122 and the fourth refrigerant passage 126, the refrigerant does not flow through the radiator 122.
When the heater is not turned on, the refrigerant does not flow through the third refrigerant circuit 140. This is because the second control valve 14
5 is controlled at a position where the regenerator 143 communicates with the heater core 144, the outlet from the third refrigerant circuit 140 is not formed, and the refrigerant cannot flow. However, when the heater is turned on, the second control valve 145
Makes the heater core 144 communicate with the fourth refrigerant passage 126. Thereby, the first branch passage 141 and the first water pump 121 communicate with each other via the heater core 144, so that the refrigerant flows.

In the second refrigerant circuit 130, the second control valve 154 communicates the engine oil heat exchanger 153 with the fourth refrigerant passage 126, and the transmission oil heat exchanger 152, the engine oil heat exchanger 153 In, heat exchange is performed between the refrigerant and the oil. In addition, the refrigerant flows from the fifth refrigerant passage 131 to the fourth refrigerant passage 126 without passing through the radiator 122, reaches the first oil pump 121, and circulates.

Accordingly, after the completion of warm-up of the engine 100, when the load and the rotation speed of the engine 100 are low,
Since the heat generated by the engine 100 is not so large, the temperature of the refrigerant rises slowly and there is no need to cool the refrigerant by the radiator 122. Further, when the heater in the vehicle compartment is not turned on, it is not necessary to make the refrigerant flow through heater core 144. In such a case, the radiator 122 or the heater core 1 having a large passage resistance due to the above-described circuit configuration.
Since the refrigerant can be circulated without passing through the
The driving torque of the water pump 121 can be reduced, the friction of the engine can be reduced, and the fuel efficiency can be improved. Further, when the heater is turned on, the refrigerant which has become high in temperature due to heat exchange in the cylinder head 101 and the cylinder block 102 exchanges heat with the cabin air in the heater core 144, so that the effectiveness of the heater can be improved. it can.

Further, the transmission oil heat exchanger 152,
Fourth refrigerant circuit 1 having engine oil heat exchanger 153
When the refrigerant flows through 50, heat can be exchanged between the oil and the refrigerant. Thereby, the oil can be positively warmed and its viscosity can be reduced. As a result, the operation of the sliding portion of the engine can be smoothed and the driving torque of the lubricating device 106 can be reduced, so that the friction of the engine 100 can be reduced and the fuel efficiency of the engine 100 can be improved. .

FIG. 5 shows that after the engine has been warmed up,
4 is a diagram illustrating an operation of a refrigerant when an engine is under a high load and / or a high rotation speed and a heater in a vehicle compartment is not turned on.

In FIG. 5, the first control valve 125 is controlled at a position where the radiator 122 communicates with the fourth refrigerant passage 126 via the third refrigerant passage 124. Further, the second control valve 145 is controlled to a position where the heat accumulator 143 and the heater core 144 communicate with each other. However, when the heater is turned on, the second control valve 145 is controlled to a position where the heater core 144 communicates with the fourth refrigerant passage 126, though not shown. The switching valve 154 is connected to the second branch passage 15.
It is controlled to a position where the first and fourth refrigerant passages 126 communicate with each other. Thus, the fifth refrigerant passage 131 and the fourth refrigerant passage 126 communicate with each other via the fourth refrigerant circuit 150.

At this time, the operation of the first water pump 121 causes the third refrigerant passage 124 and the fourth refrigerant passage 126 to operate.
The refrigerant is sucked into the first water pump 121 from the radiator 122 which communicates with the first water pump 121 through the first water pump 121. Further, the second water pump 142 is not operating. The refrigerant delivered by the operation of the first water pump 121 circulates in the first refrigerant circuit 120. On the other hand, when the heater is not turned on, the third refrigerant circuit 1
No refrigerant flows through 40. This is because the second control valve 145
Is controlled at a position where the regenerator 143 and the heater core 144 communicate with each other, so that an outlet from the third refrigerant circuit 140 is not formed, and the refrigerant cannot flow. When the heater is on, the second control valve 145 allows the heater core 144 to communicate with the fourth refrigerant passage 126. Thereby, the first branch passage 141 and the first water pump 121 communicate with each other via the heater core 144, so that the refrigerant flows.

On the other hand, the refrigerant supplied to the fifth refrigerant passage 131 passes through the second branch passage 151 to the fourth refrigerant circuit 150.
And reaches the fourth refrigerant passage 126. At this time, the first control valve 125 provided in the first refrigerant circuit 120 is
Since the communication between the fifth refrigerant passage 131 and the fourth refrigerant passage 126 is shut off, the refrigerant does not flow into the second refrigerant circuit 130. The refrigerant flowing through the fourth refrigerant circuit 150 includes a transmission oil heat exchanger 152 and an engine oil heat exchanger 1.
At 53, heat exchange with oil. At this time, if the temperature of the oil is higher than the temperature of the refrigerant, the oil is cooled, and if it is lower, the oil is heated.

For this reason, when the engine is under a high load and a high speed, the cylinder head 101 and the cylinder block 102 are rotated.
Exchanges heat with the coolant flowing through the water jacket portions 111 and 112 formed in the cylinder heads 101 and 112.
The cylinder block 102 is cooled. The refrigerant having a high temperature due to the heat exchange is sent to the radiator 122 via the first refrigerant circuit 120, and exchanges heat with external air to be cooled. Thereby, the temperature of the refrigerant can be kept lower than the predetermined temperature. Also, by sending a lower-temperature refrigerant to the engine, the components of the engine that are exposed to high temperatures can be cooled, and the components can be prevented from being melted.

Further, by heating the transmission oil and the engine oil with the refrigerant, the viscosity of the oil can be reduced. As a result, the driving torque required by the lubricating device 106 is reduced, and the friction of the engine 100 is reduced, so that fuel efficiency can be improved. Alternatively, by cooling the transmission oil and the engine oil with the refrigerant, it is possible to prevent the oil temperature from excessively rising and prevent the oil from being deteriorated. As a result, the life of the oil can be improved, and the frequency of oil replacement can be reduced.

When the heater in the vehicle compartment is turned on, the refrigerant flows through the heater core 144, so that a high-temperature refrigerant is supplied to the heater core 144, and the effect of the heater can be secured.

FIG. 6 is a diagram showing the operation of the refrigerant immediately after the engine 100 stops.

In FIG. 6, the first control valve 125 is
The second control valve 145 is controlled to a position where the refrigerant passage 131 communicates with the first water pump 121, and the second control valve 145 is controlled to a position which communicates the heat storage unit 143 and the first water pump 121.
The switching valve 154 is connected to the second branch passage 151 and the fourth refrigerant passage 1.
26. Thus, the heat storage 143 and the second water pump 142
Control valve 145, first water pump 121, water jacket portions 111 and 112, second refrigerant passage 123,
A refrigerant circuit 300 reaching the second water pump 142 via the branch passage 141 is formed.

At this time, when the second water pump 142 is operated, the refrigerant circulates in the refrigerant circuit 300 described above. Then, when the engine 100 is stopped, the refrigerant flows in the vicinity of the cylinder head 101 and the cylinder block 102, and exchanges heat with the heat of the engine 100 and the warmed (high-temperature) refrigerant circulates in the refrigerant circuit 300. On the other hand, the fifth refrigerant passage 13
The refrigerant hardly flows in the refrigerant circuit from the first and fourth refrigerant circuits 126 to the first water pump. It ’s Engine 1
00 is stopped, the first water pump 121 is not operating, and no suction force is applied to the fourth refrigerant passage 126, so that the passage resistance of the refrigerant circuit is large.

The operation of the second water pump 142 stops when the regenerator 143 is fully charged. The operation of the second water pump 142 can be controlled by the temperature of the refrigerant in the heat accumulator 143, the operation time of the second water pump 142, and the like.

This refrigerant is stored until the next start of the engine 100 and flows through the water jacket portions 111 and 112 to warm the engine 100 immediately before the restart of the engine 100 as shown in FIG. It is desirable that the refrigerant stored in the vessel 143 has a high temperature (a heat quantity is maintained) until the restart. With the above configuration and operation, the heat storage 143 can store the highest-temperature refrigerant in the refrigerant passage.

Thus, the temperature (heat amount) of the refrigerant can be maintained for a longer time, which is advantageous.

FIG. 7 is a diagram showing the operation of the refrigerant when the vehicle interior heater is used before the engine 100 is started and warm-up is completed.

In FIG. 7, the second control valve 145 is controlled to a position where the heat accumulator 143 and the heater core 144 communicate. The first control valve 125 is controlled at a position where the fifth refrigerant passage 131 and the fourth refrigerant passage 126 communicate with each other.
The switching valve 154 is controlled to a position where the communication between the fourth refrigerant passage 126 and the fourth circuit 150 is cut off.

The first water pump 121 and the second water pump 142 are operating.

Thus, the second water pump 142
143, the second control valve 145, the heater core 14
4 through a third refrigerant circuit 140 that reaches the second water pump 142, the first water pump 121, the water jacket portions 111 and 112, the second refrigerant passage 123, the fifth refrigerant passage 131, and the fourth refrigerant passage 126. Thus, a second refrigerant circuit 130 extending to the first water pump 121 is formed.

The difference from the state shown in FIG. 3 is that the second water pump 142 is operating. The operation of the second water pump 142 causes the third refrigerant circuit 140
A refrigerant flows inside. Thereby, the engine 100
Even if the heater is operated before the start of the operation, the high-temperature refrigerant stored in the heat accumulator 143 is supplied to the heater core 144, and heat exchange between the cabin air and the high-temperature refrigerant blows out warm air into the cabin. be able to. A similar effect can be used when the heater is turned on when the operation of the engine is stopped after the engine is warmed up (for example, when idling is stopped).

As described above, in the present embodiment,
An optimum refrigerant circuit can be configured in various operating states before starting, during warm-up operation, and after completion of warm-up. At this time, the second water pump 142 and the heater core 144
And the heat accumulator 143 are arranged in annular communication with each other, and the heater core 144 or the second control valve 145 for controlling the communication between the heat accumulator 143 and the fourth refrigerant passage 126 is provided. The vessel 143 can be activated only when needed. As a result, the passage resistance of the refrigerant circuit is reduced, and the first and second water pumps 121, 1
42 can be reduced, and the first and second drive torques can be reduced.
The delivery capability of the water pumps 121 and 142 can be optimized.

[0053]

As described above, according to the first aspect of the present invention,
An optimum refrigerant circuit can be configured in various operating states before starting, during warm-up operation, and after completion of warm-up. At that time, the heater core and the heat accumulator are arranged in parallel, and the refrigerant circuit and the control valve for controlling the communication between them are provided, so that the heater core and the heat accumulator are communicated only when necessary, and the refrigerant circuit Path resistance can be reduced.

Thus, the delivery capacity of the first and second water pumps can be optimized.
The first and second water pumps can be reduced in size, and the mountability of such a system on the engine can be improved.

Further, since the drive torque of the first water pump can be reduced by reducing the passage resistance, the friction of the engine can be reduced, and the fuel efficiency of the engine can be improved.

According to the second aspect of the present invention, the second water pump is driven by the driving means which operates independently of the engine. Therefore, even when the operation of the engine is stopped, the heat accumulator or The supply of the refrigerant to the heater core can be performed.

According to the third aspect of the present invention, there is provided the engine lubricating oil heat exchanger and the second branch passage communicating with the transmission working oil heat exchanger. By providing a switching valve for switching the communication between the branch passage and the cooling device between the cooling device of the vehicle engine and the engine lubricating oil heat exchanger or the transmission working oil heat exchanger, the engine oil and the transmission oil are changed. When it is not necessary to cool the refrigerant, the flow of the refrigerant to the heat exchanger having a large passage resistance can be blocked. As a result, the drive torque of the first water pump is not increased more than necessary. This allows for the addition of a heat exchanger without increasing engine friction.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a configuration of an engine and a refrigerant circuit according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating an operation of a refrigerant circuit immediately before an engine according to an embodiment of the present invention is started.

FIG. 3 is a diagram illustrating an operation of a refrigerant circuit before the engine according to the embodiment of the present invention is warmed up.

FIG. 4 is a view showing the operation of the refrigerant circuit when the engine according to the embodiment of the present invention is operated in a low rotation speed and low load range.

FIG. 5 is a drawing showing the operation of the refrigerant circuit when the engine according to the embodiment of the present invention is operated in a high-speed, high-load range.

FIG. 6 is a diagram showing the operation of the refrigerant circuit immediately before the engine is stopped according to the embodiment of the present invention.

FIG. 7 is a diagram showing the operation of the refrigerant circuit when the heater is turned on before the engine is warmed up according to the embodiment of the present invention.

[Explanation of symbols]

1 A cooling device for a vehicle engine. REFERENCE SIGNS LIST 100 engine 101 cylinder head 102 cylinder block 111 water jacket (first refrigerant passage) 112 water jacket (first refrigerant passage) 121 first water pump (first pump means) 122 radiator 123 second refrigerant passage 124 third refrigerant Passage 125 First control valve (third refrigerant passage) 126 Fourth refrigerant passage (third refrigerant passage) 141 First branch passage 142 Second water pump (second pump means) 143 Heat accumulator 144 Heater core 145 Second control valve ( Control valve) 152 transmission oil heat exchanger (transmission oil heat exchanger) 153 engine oil heat exchanger (engine lubrication oil heat exchanger) 154 switching valve

Claims (3)

[Claims] A first pump means for circulating a refrigerant; a first refrigerant passage provided in the engine in communication with the first pump means; a radiator for exchanging heat between the refrigerant and external air; A second connecting the first refrigerant passage with the radiator;
A third refrigerant passage communicating the radiator with the first pump means;
A refrigerant passage, a heater core for exchanging heat between the refrigerant and the cabin air, a regenerator communicating with the heater core to keep and store the refrigerant, a refrigerant communicating with the regenerator and stored in the regenerator Cooling the engine, comprising: a second pump means for delivering the air to the heater core or the third refrigerant passage; and a first branch passage branched from the second refrigerant passage and communicating with the heater core and the second pump means. In the apparatus, the heater core may be communicated with the second pump means and the heat accumulator in a ring shape, and the heat accumulator may be communicated with the heater core, or
A cooling device for a vehicle engine, wherein a control valve for controlling whether to communicate with a refrigerant passage is provided between the regenerator and the heater core. 2. The vehicle engine cooling device according to claim 1, wherein said second pump means is driven by a driving means which operates independently of said engine. 3. An engine lubricating oil heat exchanger branching from the cooling device and exchanging heat between refrigerant and lubricating oil of the engine, and heat between the refrigerant and hydraulic oil of a transmission of the vehicle. A second branch passage communicating with the transmission hydraulic oil heat exchanger performing the exchange, and a switching valve for switching the communication between the second branch passage and the cooling device is provided with a switching device for a vehicle engine cooling device and the engine lubrication device 2. An oil heat exchanger or a transmission working oil heat exchanger.
Or the cooling device for a vehicle engine according to 2.