JP5161638B2 - Vehicle cooling system - Google Patents

Description

  The present invention relates to a vehicular cooling device.

  The vehicle is provided with a cooling device having a radiator for cooling the heat generated by the drive. For example, the fuel cell vehicle has a drive unit radiator for cooling a drive unit such as a drive motor and a transmission, and a fuel cell. A cooling device having a fuel cell radiator for cooling the air conditioner and an air conditioning radiator for air conditioning.

  The radiator that constitutes the cooling device includes, for example, a tube through which a refrigerant flows and a heat-dissipating fin provided in the tube, and allows the traveling air generated by traveling of the vehicle to pass between the heat-dissipating fins to pass the tube. Configured to cool the refrigerant. Hereinafter, in the radiator, the surface that the traveling wind strikes is referred to as a heat radiating surface.

  Each radiator is provided, for example, in a power plant accommodation room (engine room or the like) formed in front of the vehicle, and traveling wind taken into the power plant accommodation room from an air guide opening opened in a front grill provided in front of the vehicle is supplied to the radiator. Configured to pass through. In addition, a fan shroud and an electric fan are provided at the rear of the radiator, forcing outside air into the power plant storage room to merge with the traveling wind, and increasing the amount of traveling wind that passes through the radiator. The cooling efficiency is improved.

For example, Patent Document 1 discloses a technique in which a plurality of radiators are stacked in the front-rear direction of the vehicle to reduce the arrangement space of the cooling device.
JP 2006-327325 A (see FIG. 1)

However, in the technology disclosed in Patent Document 1, for example, the traveling wind taken into the power plant storage room from the front of the vehicle increases the passing pressure loss by overlapping the radiator, so the traveling wind efficiently passes through the stacked radiator. However, there is a problem in that the stacked radiators cannot be efficiently cooled only by the traveling wind.

In order to assist the cooling of the radiator by the traveling wind, an electric fan that drives a large-diameter fan with a large output motor is provided at the rear of the radiator so that outside air is taken in and merged with the traveling wind. As the power consumption increases, there is a problem that the fuel consumption of the vehicle deteriorates.
Further, when the electric fan is stopped, there is a problem that the electric fan becomes a resistance and the traveling wind cannot be efficiently taken into the power plant accommodation room.
As described above, when the radiators are arranged in a stacked manner, there is a problem that the traveling wind cannot be used efficiently.

  Then, this invention makes it a subject to provide the cooling device for vehicles which can utilize driving | running | working wind efficiently, without reducing the fuel consumption of a vehicle.

In order to solve the above-mentioned problem, the present invention is mounted on a vehicle, and a plurality of radiators that stand substantially perpendicular to a traveling wind that is ventilated from the front to the rear of the vehicle have a ventilation direction of the traveling wind. The plurality of radiators are arranged in series with each other, and at least a part of the plurality of radiators overlaps each other when viewed from the upstream side of the traveling wind, and among the plurality of radiators, At least a portion of the second radiator are disposed behind the projects from below the first radiator seen extraordinary upstream of the traveling wind, the area of the surface direction of the first radiator is smaller than the second radiator, The entire surface of the first radiator overlaps with the second radiator when viewed from the upstream side of the traveling wind, and the vertical length of the first radiator is behind the plurality of radiators. A fan shroud disposed so as to correspond to the first radiator is formed shorter than the length in the vertical direction of the heat surfaces, and characterized in that it comprises a radiator fan disposed integrally with the fan shroud .

  According to the present invention, the rear of the first first radiator among the plurality of radiators that stand up with respect to the direction of ventilation of the traveling wind and that are at least partially overlapped with each other when viewed from the upstream of the traveling wind. The traveling wind can be directly applied to a part of the second radiator disposed in the section. Since this traveling wind does not pass through the first first radiator, the temperature is low, and the second radiator can be efficiently cooled.

Further , according to the present invention, the second radiator can face the upstream side of the traveling wind below the first radiator and can directly apply the traveling wind.

Further , according to the present invention, the entire surface of the first radiator can be overlapped with the second radiator when viewed from the upstream side of the traveling wind.

Moreover, according to this invention which concerns, the external air which a radiator fan suck | inhales can be made to merge with driving | running | working wind, and can be supplied to a 1st radiator.
Further, the present invention is characterized in that the length of the fan shroud in the vertical and horizontal directions is the same as the length of the heat dissipation surface of the first radiator in the vertical and horizontal directions.
Further, according to the present invention, the front grille provided in front of the plurality of radiators has an air guide opening for supplying the traveling wind to a lower region in which a part of the second radiator protrudes downward from the first radiator. And is formed corresponding to the position of the lower region.
Further, the present invention is characterized in that the front grill is provided with a rectifying plate for guiding the traveling wind taken from the air guide port to the lower region.

  According to the present invention, the second radiator includes an upper tank disposed in an upper portion, a lower tank disposed in a lower portion, and pipes extending vertically to connect the upper tank and the lower tank to each other. A plurality of tubes through which the refrigerant flows, wherein the refrigerant flows downward through the plurality of tubes.

  According to this invention, the second radiator can flow the refrigerant downward from the upper tank toward the lower tank.

  According to the present invention, the under cover of the vehicle is formed with a discharge port for discharging the traveling wind taken into the vehicle through at least one of the plurality of radiators to the outside. It was characterized.

  According to this invention, the traveling wind that passes through at least one of the plurality of radiators and is taken into the vehicle can be discharged from the outlet, and the traveling wind can efficiently pass through the plurality of radiators.

  In the present invention, an inner fender that forms a tire house is provided behind the plurality of radiators, and the inner fender passes through at least one of the plurality of radiators and is taken into the vehicle. A discharge port for discharging the traveling wind to the outside is formed.

  According to this invention, the traveling wind that passes through at least one of the plurality of radiators and is taken into the vehicle can be discharged from the tire house via the inner fender, and the traveling wind can efficiently pass through the plurality of radiators.

  Further, according to the present invention, the vehicle includes a drive unit that drives the drive wheels and an air conditioner that adjusts the temperature of the passenger compartment, and the first radiator is an air conditioner that cools the refrigerant that passes through the air conditioner. The second radiator is a drive unit radiator that cools the refrigerant that passes through the drive unit.

  According to this invention, the radiator for air conditioning is disposed in the foreground, and the radiator for drive unit is disposed behind the radiator for air conditioning, so that a part of the radiator for drive unit can be faced upstream of the traveling wind. .

  Further, according to the present invention, the vehicle is a fuel cell vehicle provided with a fuel cell, and the fuel cell configured to cool the refrigerant that passes through the fuel cell is configured behind the second radiator. It is characterized in that a radiator is arranged.

  According to this invention, the vehicle cooling device according to any one of claims 1 to 8 can be applied to a fuel cell vehicle, and the fuel cell radiator is disposed behind the second radiator. be able to.

  Further, the present invention provides the fuel cell radiator, wherein an upper tank for a fuel cell disposed at an upper portion, a lower tank for a fuel cell disposed at a lower portion, and an upper tank for the fuel cell that are piped vertically. And a plurality of fuel cell tubes through which the refrigerant passing through the fuel cell flows, wherein the refrigerant passing through the fuel cell is connected to the plurality of fuel cell tubes. It is characterized by flowing downward.

  According to the present invention, the fuel cell radiator can flow the refrigerant downward from the fuel cell upper tank toward the fuel cell lower tank.

  Further, in the present invention, at least a part of an air supply pipe connecting the fuel cell and an air pump that supplies air to the fuel cell is located behind a portion where the second radiator faces the upstream of the traveling wind. The fuel cell radiator is piped behind the radiator.

  According to this invention, air discharged from the air pump that supplies air to the fuel cell can be cooled by the traveling wind that does not pass through the air conditioning radiator.

  ADVANTAGE OF THE INVENTION According to this invention, the cooling device for vehicles which can use driving | running | working wind efficiently without deteriorating the fuel consumption of a vehicle can be provided.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings as appropriate, taking a fuel cell vehicle as an example.
FIG. 1 is a schematic diagram of a fuel cell vehicle according to the present embodiment. A fuel cell vehicle (vehicle) 10 according to the present embodiment includes an air conditioner 12 that performs air conditioning (for example, cooling or heating) of a passenger compartment 11, and a hydrogen tank 21 and a high-voltage battery (storage battery) 22 at the rear of the vehicle body. . Further, the fuel cell vehicle 10 includes a fuel cell 23 under the floor in the center of the vehicle body, and a drive motor 24 that drives a front wheel 28 that is a drive wheel of the fuel cell vehicle 10, an air pump 25, and a cooling device in the front power plant housing chamber 13. A device 26 is provided.
In the present embodiment, the front (Fr) and the rear (Rr) of the fuel cell vehicle 10 are set as shown in FIG.

  The fuel cell 23 is composed of a stack in which a plurality of solid polymer type single cells are stacked. Air is supplied from an air pump 25 and hydrogen is supplied from a hydrogen tank 21, whereby oxygen and hydrogen in the air are supplied. Electric power is generated by an electrochemical reaction, and is built in a system box (fuel cell case) 27, for example. A part of the electric power generated by the fuel cell 23 is temporarily stored in the high-voltage battery 22, and the electric power is supplied from the high-voltage battery 22 to the drive motor 24 and the like when the output of the fuel cell 23 is insufficient.

The drive motor 24 is an electric motor that receives power from the fuel cell 23 and the high-voltage battery 22 and drives the front wheels 28 as drive wheels to generate driving power for the fuel cell vehicle 10, and includes a transmission (not shown).
In addition, arrangement | positioning of the hydrogen tank 21, the fuel cell 23, and the high voltage battery 22 which are shown in FIG. 1 is not limited.
In addition, the fuel cell vehicle 10 includes the rear wheel 29, but the rear wheel 29 may be a drive wheel.

  In front of the power plant chamber 13, an air conditioning radiator (hereinafter referred to as an AC radiator) 52, a drive unit radiator (hereinafter referred to as a DT (drive train) radiator) 41, and a fuel cell radiator (hereinafter referred to as an FC). 31 (referred to as a radiator) is provided in series in the front-rear direction in this order from the front side of the fuel cell vehicle 10, and a radiator fan 61 is disposed behind the FC radiator 31. That is, an AC radiator 52 is provided in front of the power plant housing chamber 13 formed in front of the vehicle body of the fuel cell vehicle 10 so that the heat radiating surface 55a stands, and a heat radiating surface 45a stands behind the AC radiator 52. As shown, a DT radiator 41 is provided. Further, an FC radiator 31 is provided behind the DT radiator 41 so that the heat radiation surface 35a stands. A radiator fan 61 is provided behind the FC radiator 31 so that the rotation surface of the fan is substantially parallel to the heat radiation surface 35 a of the FC radiator 31.

Since the AC radiator 52 is disposed at the forefront, the first radiator is described in the claims, and the DT radiator 41 is disposed behind the AC radiator 52, so that the second radiator is described in the claims. It is.
Hereinafter, the AC radiator 52, the DT radiator 41, and the FC radiator 31 may be collectively referred to as a radiator Rad.

  In front of the fuel cell vehicle 10, for example, two air guide ports 81 b and 81 b arranged on the upper and lower sides are opened, and the outside air sucked in by the traveling wind Air and the radiator fan 61 is taken into the power plant storage chamber 13. .

The traveling wind Air is generated by traveling of the fuel cell vehicle 10 and is taken from the air guide port 81 b toward the power plant accommodation chamber 13, and the main ventilation direction is the front-rear direction of the fuel cell vehicle 10.
Therefore, the AC radiator 52, the DT radiator 41, and the FC radiator 31 are provided with the heat radiation surfaces 55a, 45a, and 35a upright with respect to the traveling air Air that flows in the front-rear direction of the fuel cell vehicle 10. Furthermore, the AC radiator 52, the DT radiator 41, and the FC radiator 31 are arranged in series in the ventilation direction, and at least a part of the heat radiation surfaces 55a, 45a, and 35a overlap each other when viewed from the upstream side of the traveling air.

  FIG. 2 is a system diagram of a cooling device for a fuel cell vehicle according to the present embodiment. As shown in FIG. 2, the cooling device 26 includes an FC cooling line 30 that cools the fuel cell 23 with a refrigerant, a DT cooling line 40 that cools a drive unit including a drive motor 24 and a transmission (not shown) with a refrigerant, An AC cooling line 50 for cooling the refrigerant of the air conditioner 12 and a radiator fan 61 are included. These cooling lines 30, 40, 50 are independent of each other. The refrigerant is, for example, cooling water.

The FC cooling line 30 is a system in which the refrigerant is circulated between the fuel cell 23 and the FC radiator 31 by an FC cooling pipe 32 so as to circulate, and includes an FC cooling pump 33 that circulates the refrigerant.
The FC radiator 31 has a function of releasing heat of the fuel cell 23 to the atmosphere by exchanging heat with the outside air via the refrigerant flowing through the FC cooling pipe 32 via the fuel cell 23.

  The DT cooling line 40 is a system in which a refrigerant is circulated between a drive unit including the drive motor 24 and a DT radiator 41 by a DT cooling pipe 42 so as to circulate the refrigerant, and includes a DT cooling pump 43 that circulates the refrigerant. The DT radiator 41 exchanges heat of the drive unit including the drive motor 24 and a transmission (not shown) with the outside air via the drive unit and the refrigerant flowing through the DT cooling pipe 42 and releases the heat to the atmosphere. It has a function.

The AC cooling line 50 is connected to an evaporator (not shown) built in the air conditioner 12, a compressor 51, and an AC radiator 52 by an AC cooling pipe 53 so that refrigerant passing through the air conditioner 12 can be circulated. It is a simple vapor compression refrigeration cooling system. The AC radiator 52 has a function of releasing heat radiation from the refrigerant flowing through the AC cooling pipe 53 to the atmosphere by exchanging heat with the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 51. The AC radiator 52 can also be applied to the air conditioner 12 using carbon dioxide (CO ₂ ) as a refrigerant.

  The radiator fan 61 is a fan having a function of forcing outside air into the power plant storage chamber 13 (see FIG. 1).

In a normal state, the operating temperature (heat radiation temperature) T _FC of the fuel cell 23 is around 80 to 95 ° C., and the operating temperature T _DT of the drive unit including the drive motor 24 is 60 to 70 ° C.
Further, the air conditioner 12 during cooling operation, the operating temperature _{T AC} of the compressor 51 is 50-55 ° C..
Thus, operating temperature T _FC of the fuel cell 23 will become hotter than the operating temperature T _DT of the drive unit including the drive motor 24, the operating temperature T _DT of the drive unit, operation of the compressor 51 of the air conditioner 12 It becomes a temperature higher than the temperature _{T AC.}

The FC radiator 31 provided in the cooling device 26 is a device that cools the heat radiation temperature T _FC of the fuel cell 23, and the DT radiator 41 is a device that cools the operation temperature T _DT of the drive unit including the drive motor 24. . Further, AC radiator 52 is a device for cooling the operating temperature _{T AC} of the compressor 51.

Then, in order to maintain as much as possible the temperature of the running wind supplied to the radiator Rad disposed rearward low, as shown in FIG. 1, most forward position the AC radiator 52 for cooling the coldest operating temperature T _AC and, most disposed backward the FC radiator 31 for cooling the hottest operating temperature T _FC.

  Then, in order to arrange the radiator Rad in front of the power plant housing chamber 13 (see FIG. 1), a bulkhead connector 130 (see FIG. 4) made of a frame is formed in front of the power plant housing chamber 13, and the radiator The Rad is configured to be supported by the bulkhead connector 130.

  FIG. 3 is a schematic diagram of an AC radiator, a DT radiator, and an FC radiator of the cooling device according to the present embodiment. As shown in FIG. 3, the FC radiator 31 includes a frame member 34 such as a header, a core 35 having a rectangular shape held by the frame member 34, and upward from the upper end surfaces of the left and right frame members 34. The upper support pins 36 and 36 that extend, and the lower support pins 37 and 37 that extend downward from the lower end surfaces of the left and right frame members 34 are included.

  A fuel cell upper tank 351 is disposed on the upper portion of the core 35, and a fuel cell lower tank 352 is disposed on the lower portion. Further, the fuel cell upper tank 351 and the fuel cell lower tank 352 are connected to each other, and a large number of fuel cell tubes 38, 38,... 38 includes a large number of heat dissipating fins 39, 39,. The heat radiating surface 35 a is formed by the large number of heat radiating fins 39.

The refrigerant circulating in the FC cooling line 30 (see FIG. 2) via the fuel cell 23 (see FIG. 2) is vertically moved from the fuel cell upper tank 351 disposed on the upper portion of the core 35 of the FC radiator 31. A large number of pipes 38, 38,... That are piped flow to the lower tank 352 for the fuel cell.
The traveling wind Air (see FIG. 1) exchanges heat with the refrigerant through a large number of heat radiation fins 39, 39,... While passing between the numerous fuel cell tubes 38, 38,. To cool the refrigerant.
Hereinafter, as shown in FIG. 3, right (R) and left (L) are set toward the front (Fr) of the fuel cell vehicle 10 (see FIG. 1).

The DT radiator 41 includes a frame member 44 such as a header, a core 45 having a rectangular shape held by the frame member 44, and upper support pins 46 and 46 extending upward from the upper end surfaces of the left and right frame members 44. And lower support pins 47, 47 extending downward from the lower end surfaces of the left and right frame members 44. The core 45 includes a large number of tubes (not shown) and a large number of heat radiation fins 49, 49,... Integrally provided on the outer peripheral surfaces of the large numbers of tubes. The heat radiating surface 45 a is formed by the large number of heat radiating fins 49.
A large number of tubes (not shown) of the DT radiator 41 in the present embodiment may be piped in the vertical direction similarly to the FC radiator 31, or may be piped in the horizontal direction.

If a large number of tubes are piped in the vertical direction, an upper tank (not shown) is arranged at the upper part of the DT radiator 41 and a lower tank (not shown) is arranged at the lower part.
Then, the refrigerant circulating through the DT cooling line 40 (see FIG. 2) via the drive unit including the drive motor 24 (see FIG. 2) moves a tube (not shown) downward from the upper tank toward the lower tank. Flowing.

On the other hand, when many tubes are piped in the left-right direction, refrigerant tanks (not shown) are arranged on the left and right sides of the DT radiator 41.
And the refrigerant | coolant which circulates through the DT cooling line 40 (refer FIG. 2) via the drive unit containing the drive motor 24 (refer FIG. 2) is not shown toward the other refrigerant tank from one refrigerant tank. Flows left and right through the tube.

Further, the AC radiator 52 includes a frame member 54 such as a header, a core 55 having a rectangular shape held by the frame member 54, and upper support pins 56 extending upward from the upper end surfaces of the left and right frame members 54. , 56 and lower support pins 57, 57 extending downward from the lower end surfaces of the left and right frame members 54. The core 55 includes a large number of tubes (not shown) and a large number of heat radiation fins 59, 59,... Integrally provided on the outer peripheral surfaces of the large numbers of tubes. The heat radiating surface 55 a is formed by a large number of heat radiating fins 59.
A number of tubes (not shown) of the AC radiator 52 are, for example, piped in the left-right direction.

When many tubes are piped in the left-right direction, refrigerant tanks (not shown) are arranged on the left and right sides of the AC radiator 52.
And the refrigerant | coolant which circulates through the AC cooling line 50 (refer FIG. 2) via the air conditioner 12 (refer FIG. 2) moves the tube which is not shown in the left-right direction toward the other refrigerant tank from one refrigerant tank. Flowing.

  The length in the vertical direction (vertical direction) of the core 35 of the FC radiator 31 is H1, the length in the horizontal direction (horizontal direction) is W1, and the length in the vertical direction (vertical direction) of the core 45 of the DT radiator 41 is H2. When the length in the left-right direction (lateral direction) is W2, the vertical length H2 of the core 45 of the DT radiator 41 is substantially equal to the vertical length H1 of the core 35 of the FC radiator 31. The length W2 in the direction is configured to be approximately equal to the length W1 in the left-right direction of the core 35. That is, the heat radiation surface 35a of the core 35 of the FC radiator 31 and the heat radiation surface 45a of the core 45 of the DT radiator 41 are formed in substantially the same shape.

Further, the length W3 in the left-right direction of the core 55 of the AC radiator 52 according to this embodiment is substantially equal to the length W2 in the left-right direction of the core 45 of the DT radiator 41. The length H3 in the vertical direction is shorter than the length H2 in the vertical direction of the core 45 of the DT radiator 41.
That is, the length W3 in the left-right direction (lateral direction) of the core 55 of the AC radiator 52 and the length W2 in the left-right direction (horizontal direction) of the core 45 of the DT radiator 41 are substantially equal, and the core 55 of the AC radiator 52 The length H3 in the vertical direction (vertical direction) is shorter than the length H2 in the vertical direction (vertical direction) of the core 45 of the DT radiator 41, and the area (area in the plane direction) of the heat radiation surface 55a of the AC radiator 52 Is smaller than the area of the heat dissipation surface 45a of the DT radiator 41.

  FIG. 4 is a perspective view of the front portion of the fuel cell vehicle, showing the frame structure of the body. As shown in FIG. 4, the body 131 constituting the vehicle body of the fuel cell vehicle 10 has a frame structure made of, for example, aluminum or an aluminum alloy, and a pair of front side frames 132 a extending in the front-rear direction. 132b.

  A bulkhead connector 130 is formed at the front portion of the body 131. The bulkhead connector 130 is formed as a substantially rectangular frame at the front end portions of the pair of front side frames 132a and 132b. A bulkhead upper frame 130a is provided at the upper end of the bulkhead connector 130, and a pair of bulkhead side frames 130c and 130c are provided extending downward at both ends of the bulkhead upper frame 130a. A bulkhead lower frame 130b is provided to connect the lower ends of the pair of bulkhead side frames 130c and 130c. As described above, the bulkhead connector 130 is formed as a frame surrounded by the bulkhead upper frame 130a, the bulkhead lower frame 130b, and the pair of bulkhead side frames 130c and 130c.

  Further, a strut tower 135 that supports a strut (not shown) is provided near the center of the pair of front side frames 132a and 132b, and the lower end of the strut tower 135 is connected to the pair of front side frames 132a and 132b, respectively. The A strut (not shown) is configured as a front wheel damper (not shown) by, for example, a coil spring that absorbs shock and a shock absorber that attenuates vibration.

  Note that, for example, an unsprung member (not shown) of the front wheel 28 is connected to a lower portion of a strut (not shown). Further, on the left and right outer sides of the strut tower 135, an inner fender 136 that forms a tire house that houses the front wheels 28 is fixed to, for example, the front side frames 132a and 132b.

  A lower cross member 76 is fixed in the left-right direction along the bulkhead lower frame 130b on the upper side (inside the frame) of the bulkhead lower frame 130b constituting the lower part of the bulkhead connector 130. Reference numeral 76 has a function of a support member that supports the radiator Rad from below.

The power plant storage chamber 13 formed at the front portion of the fuel cell vehicle 10 is formed as a space between the pair of front side frames 132a and 132b behind the bulkhead connector 130. That is, the bulkhead connector 130 forms the front side of the power plant storage chamber 13.
Then, the DT radiator 41 and the FC radiator 31 are arranged in the front-rear direction so that the heat radiation surfaces 45a and 35a (see FIG. 3) of the DT radiator 41 and the FC radiator 31 cover the entire frame body of the bulkhead connector 130. In series.
Further, an AC radiator 52 (see FIG. 3) is provided in front of the DT radiator 41 so that the entire heat radiating surface 55a (see FIG. 3) overlaps the heat radiating surface 45a when viewed from the upstream side of the traveling wind Air.

  As described above, the direction of ventilation of the traveling wind Air (see FIG. 1) is mainly the front-rear direction of the fuel cell vehicle 10 (see FIG. 1), so that the AC radiator 52 is viewed from the upstream of the traveling wind Air. The entire heat radiating surface 55a (see FIG. 1) is provided so as to overlap the heat radiating surface 45a (see FIG. 1) of the DT radiator 41.

  The power plant storage chamber 13 is provided with a subframe 85 suspended in the left-right direction below the pair of front side frames 132a and 132b. The sub-frame 85 is a frame that serves as a base for fixing the drive motor 24 (see FIG. 1), and connects the lower ends of the side frames 85a and 85a extending downward to the lower side of the pair of front side frames 132a and 132b. As provided. The installation height of the drive motor 24 provided in the power plant storage chamber 13 can be adjusted by the length of the side frames 85a and 85a.

(A) of FIG. 5 is the figure which looked at the front part of the fuel cell vehicle from the upper surface side. As shown in FIG. 5 (a), the air inlet 81b formed in the front portion of the fuel cell vehicle 10 is formed between the left and right headlights L _L and L _R , for example, and the bulkhead connector 130 is The left and right headlights L _L and L _R are formed over the entire region in the left and right direction between the regions where the left and right headlights L _L and L _R are disposed. By forming the bulkhead connector 130 and the air guide port 81b in this way, the traveling wind Air taken into the power plant storage chamber 13 from the air guide port 81b does not leak in the left-right direction of the bulkhead connector 130. Passes through the inside of the frame of the bulkhead connector 130 and is taken into the power plant storage chamber 13.

  As described above, the DT radiator 41 and the FC radiator 31 are provided in series so that the heat radiating surfaces 45a and 35a (see FIG. 3) cover the entire inside of the frame body of the bulkhead coupling body 130. When viewed from the upstream side, the AC radiator 52 is provided in series with the DT radiator 41 so that the heat radiating surface 55a (see FIG. 3) entirely overlaps the heat radiating surface 45a of the DT radiator 41. All of the wind Air passes through the radiator Rad. Thereby, the cooling efficiency of the radiator Rad by the traveling wind Air taken into the power plant storage chamber 13 can be improved.

  FIG. 5B is a cross-sectional view taken along the line XX in FIG. As shown in FIG. 5B, the front portion of the fuel cell vehicle 10 includes a front grill 81 that covers the front surface, and a hood 83 that covers the front upper opening so as to be openable and closable. The front grill 81 is formed with the above-described air guide port 81b.

A lower end portion of the front grill 81 extends rearward to form a splash shield 81 a that serves as an undercover for the front portion of the fuel cell vehicle 10. As shown in FIG. 5B, the splash shield 81a is fixed to the lower surface of the bulkhead lower frame 130b by a fastening member 84 such as a clip or a screw, and is further formed to extend rearward. The part is fixed to the lower surface of the subframe 85 for fixing the drive motor 24 with a fastening member 84 such as a clip or a screw.
Note that the front end portion of the motor under cover 24 a that protects the lower surface of the drive motor 24 may be overlapped and fixed between the rear end portion of the splash shield 81 a and the subframe 85.

  The bulkhead lower frame 130b is made of, for example, a member having a U-shaped cross section, and the opening is fixed toward the upper side, that is, the inner side of the frame body of the bulkhead coupling body 130 (see FIG. 4). Is provided so that the splash shield 81a is in close contact therewith. In this way, by bringing the bulkhead lower frame 130b and the splash shield 81a into close contact with each other, it is possible to block the traveling air Air passing below the bulkhead connector 130.

Furthermore, by configuring the gap between the bulkhead upper frame 130a that forms the upper side of the bulkhead connector 130 and the hood 83, it is possible to block the traveling air Air that passes above the bulkhead connector 130.
In this way, by blocking the traveling wind Air that passes above and below the bulkhead coupling body 130, the traveling wind Air that has flowed in from the air inlets 81b and 81b does not leak in the vertical direction, and all is connected to the bulkhead. It passes through the inside of the frame of the body 130 and is taken into the power plant storage chamber 13.

  As described above, since the traveling wind Air that flows in from the air guide ports 81b and 81b does not leak in the left and right direction of the bulkhead connector 130, all of the traveling wind Air that flows in from the air guide ports 81b and 81b is connected to the bulkhead. It passes through the inside of the frame of the body 130 and flows into the power plant storage chamber 13.

As shown in FIG. 5B, the AC radiator 52, the DT radiator 41, and the FC radiator 31 are arranged in series in the front-rear direction of the fuel cell vehicle 10, and their lower ends are supported by the lower cross member 76. The
That is, the radiating surface 45a of the DT radiator 41 is disposed opposite to the rear surface 55b of the radiating surface 55a of the AC radiator 52, and the radiating surface 35a of the FC radiator 31 is opposed to the rear surface 45b of the DT radiator 41. Deploy.

Also, as shown in FIG. 3, the length W3 in the left-right direction of the core 55 of the AC radiator 52 is substantially equal to the lengths W2, W1 in the left-right direction of the cores 45, 35 of the DT radiator 41 and the FC radiator 31. The vertical length H3 of the core 55 of the AC radiator 52 is configured to be shorter than the vertical lengths H2 and H1 of the cores 45 and 35 of the DT radiator 41 and the FC radiator 31. The upper end of the AC radiator 52 is aligned with the upper ends of the DT radiator 41 and the FC radiator 31.
With this configuration, the rear surface 55b of the heat radiation surface 55a of the AC radiator 52 is provided so as to face the heat radiation surface 45a of the DT radiator 41 over the entire surface.
In addition, by providing the radiator Rad so as to tilt backward with respect to the front-rear direction of the fuel cell vehicle 10, the areas of the heat radiation surfaces 55a, 45a, and 35a can be increased, and the cooling efficiency can be improved.

  Further, as shown in FIG. 5B, the periphery between the AC radiator 52 and the DT radiator 41 and the periphery between the DT radiator 41 and the FC radiator 31 are sealed with seal members 91 and 92, respectively. That is, the AC radiator 52 and the DT radiator 41 are arranged in series in the front-rear direction, the periphery of the rear surface 55b of the heat radiating surface 55a and the periphery of the heat radiating surface 45a are sealed by the seal member 91, and the DT radiator 41 and the FC radiator 31 are The rear surface 45b of the heat radiating surface 45a and the periphery of the heat radiating surface 35a are sealed with a sealing member 92, and from between the AC radiator 52 and the DT radiator 41 and between the DT radiator 41 and the FC radiator 31. The leakage of the running air Air is suppressed.

With such a configuration, a region where three AC radiators 52, DT radiators 41, and FC radiators 31 overlap and a region where only two DT radiators 41 and FC radiators 31 overlap are formed.
In other words, on the lower side of the fuel cell vehicle 10, a part of the heat radiation surface 45 a of the DT radiator 41 protrudes below the heat radiation surface 55 a of the AC radiator 52 and faces the upstream of the traveling wind Air.
The portion of the DT radiator 41 where the heat radiating surface 45a faces the upstream side of the traveling wind Air is directly hit by the traveling wind Air taken from the air guide port 81b.

In the present embodiment, the area of the heat radiation surface 55a of the AC radiator 52 is formed smaller than the area of the heat radiation surface 45a of the DT radiator 41, but this is not limited.
For example, the area of the heat radiating surface 55a of the AC radiator 52 may be formed equal to the heat radiating surface 45a of the DT radiator 41, and the AC radiator 52 may be arranged so as to be shifted upward with respect to the DT radiator 41.
Even in such an arrangement, a part of the heat radiation surface 45a of the DT radiator 41 can be configured to face the upstream side of the traveling wind Air on the lower side of the fuel cell vehicle 10.

  Although a part of the heat radiation surface 45a of the DT radiator 41 protrudes below the heat radiation surface 55a of the AC radiator 52, this is not limited, and a part of the heat radiation surface 45a of the DT radiator 41 is replaced with the AC radiator. 52 may be configured to protrude above the heat radiating surface 55a, or may be configured to protrude in the left-right direction.

  Hereinafter, a portion where the AC radiator 52, the DT radiator 41, and the FC radiator 31 overlap is referred to as an upper region Up, and a region where only the DT radiator 41 and the FC radiator 31 overlap, that is, the heat dissipation of the DT radiator 41 is performed. The part where the surface 45a faces the upstream of the traveling wind Air may be referred to as a lower region Dn.

  Further, although the arrangement of the air guide openings 81b formed in the front grill 81 is not limited, in the present embodiment, as shown in FIG. The air guide port 81b is configured to take in the traveling wind Air supplied mainly to the upper region Up, and the lower air guide port 81b is configured to receive the traveling air Air supplied mainly to the lower region Dn.

Further, as shown in FIG. 5B, a rectifying plate 81c extending in the left-right direction of the fuel cell vehicle 10 (see FIG. 1) is directed from the front toward the AC radiator 52, for example, on the upper side of the front grill 81. You may fix and provide between the baffle 81b and the lower baffle 81b.
When such a rectifying plate 81c is provided, it is possible to suppress the merging of the flow of the travel air Air taken in from the upper air guide port 81b and the flow of the travel air Air taken in from the lower air guide port 81b. As a result, the upper region Up can be efficiently cooled by the traveling wind Air taken from the upper air guide port 81b, and the lower region Dn can be efficiently cooled by the traveling air Air taken from the lower air guide port 81b.

FIG. 6 is a view showing a method for fixing a radiator, and FIG. 7 is a view showing a fan shroud. As shown in FIG. 6, the DT radiator 41 and the FC radiator 31 have their lower ends directly attached to the lower cross member 76 and their upper ends fixed to the bulkhead upper frame 130 a by connecting members 93.
Specifically, lower support pins 47 and 37 extending downward from frame members 44 and 34 provided at both ends (the left end is shown in FIG. 6) of the DT radiator 41 and the FC radiator 31 are mounted bushes 94 and 94, respectively. The lower cross member 76 is supported by the lower cross member 76 by fitting into the fixing holes 76 a and 76 a opened in the lower cross member 76.

  Further, in the AC radiator 52 according to the present embodiment, the vertical length H3 of the core 55 is equal to the vertical length H2 of the cores 45 and 35 of the DT radiator 41 and the FC radiator 31, as shown in FIG. , Shorter than H1. Therefore, for example, as shown in FIG. 6, the frame member 54 is configured to extend below the AC radiator 52 so that the length in the vertical direction is substantially equal to the length of the frame member 44 of the DT radiator 41. . Then, the lower support pin 57 extending downward from the frame member 54 is fitted into the fixing hole 76 a of the lower cross member 76 via the mounting bush 94. In this way, the upper end of the AC radiator 52 can be supported by the lower cross member 76 so as to have the same height as the DT radiator 41 and the FC radiator 31.

The connecting member 93 is a flat plate member made of a press-formed product of a steel plate, for example, and is detachably attached to the left and right ends of the bulkhead upper frame 130a with a plurality of bolts 95, 95,. Is. The connecting member 93 has three support holes 93a, 93a, 93a penetrating vertically.
On the other hand, upper support pins 56, 46, 36 extending upward are formed on the frame members 54, 44, 34 of the AC radiator 52, the DT radiator 41, and the FC radiator 31, and the upper support pins 56, 46, 36 are The fitting members 93 are fitted into the supporting holes 93a, 93a, 93a of the connecting member 93 through the mounting bushes 96, 96, 96, and the connecting member 93 is attached to the bulkhead upper frame 130a with a plurality of bolts 95, 95,. The upper ends of the AC radiator 52, the DT radiator 41, and the FC radiator 31 are detachably attached to the bulkhead upper frame 130a.

  Further, as shown in FIG. 7, a radiator fan 61 having a fan shroud 61 a is provided behind the FC radiator 31. The fan shroud 61a is a cover that prevents the traveling air Air that joins the outside air that the radiator fan 61 sucks into the power plant storage chamber 13 (see FIG. 5B) from flowing around the radiator Rad. As shown in FIG. 7, it is provided so as to cover the rear side of the radiator Rad. And the radiator fan 61 is fixed to the frame member 34 (refer FIG. 3) of the FC radiator 31, for example via the fan shroud 61a.

  The outside air sucked into the radiator fan 61 merges with the running air Air, passes through the radiator Rad, flows through the inside of the fan shroud 61a, and flows into the power plant housing chamber 13 (see FIG. 5B). .

In the present embodiment, as shown in FIG. 7, the vertical length of the fan shroud 61 a is substantially equal to the vertical length of the heat radiation surface 55 a of the AC radiator 52. That is, the fan shroud 61a has a vertical length shorter than the vertical lengths of the heat radiation surfaces 45a and 35a of the DT radiator 41 and the FC radiator 31 to form a so-called half shroud. And the upper end part of the fan shroud 61a is arrange | positioned so that it may become substantially the same height as the upper end part of the FC radiator 31. FIG.
Further, the length of the fan shroud 61 a in the left-right direction is formed substantially equal to the length of the heat dissipation surface 55 a of the AC radiator 52 in the left-right direction.
With such a configuration, the fan shroud 61 a is provided at a position corresponding to the heat radiation surface 55 a of the AC radiator 52.

Further, the motor (not shown) for driving the radiator fan 61 provided in the fan shroud 61a is arranged by arranging the upper end portion of the fan shroud 61a so as to be substantially the same height as the upper end portion of the FC radiator 31. (See FIG. 1).
Under the fuel cell vehicle 10, for example, water may flow from the air guide port 81 b (see FIG. 1). Therefore, a motor (not shown) that drives the radiator fan 61 is disposed above the fuel cell vehicle 10. It is possible to prevent water flowing from the air guide port 81b from reaching a motor (not shown). Thus, it is possible to prevent the radiator fan 61 from being damaged by water flowing from the air guide port 81b.

By disposing the radiator fan 61 in this way, the outside air sucked by the radiator fan 61 flows into the traveling wind Air in the portion where the three radiators of the AC radiator 52, the DT radiator 41, and the FC radiator 31 overlap (upper region Up). To be supplied.
Note that, when the fuel cell vehicle 10 (see FIG. 1) is stopped and no traveling wind Air is generated, only the outside air sucked by the radiator fan 61 is supplied to the upper region Up.
In the upper region Up, since the number of overlapping radiators is large, the passage pressure loss of the traveling wind Air increases, and the cooling effect of the FC radiator 31 arranged at the rearmost is reduced only by the traveling wind Air.
As described above, the portion where the passage pressure loss of the traveling wind Air is large is sucked in by the radiator fan 61 and is supplied to the traveling wind Air to reduce the cooling effect due to the passage pressure loss of the traveling wind Air. .

  Further, by providing the rectifying plate 81c shown in FIG. 5B, the outside air sucked by the radiator fan 61 can be efficiently supplied to the upper region Up, and the cooling efficiency of the upper region Up can be improved.

Further, since the air conditioner 12 (see FIG. 1) needs to be driven even when the fuel cell vehicle 10 (see FIG. 1) is stopped, the AC radiator 52 can be operated even while the fuel cell vehicle 10 is stopped. It needs to be cooled.
As shown in FIG. 7, since the fan shroud 61a is provided corresponding to the heat radiating surface 55a of the AC radiator 52, the outside air forcibly sucked by the radiator fan 61 is supplied to the AC radiator 52. Even when the vehicle 10 is stopped and the running air Air is not generated, the radiator fan 61 can be driven to cool the AC radiator 52 efficiently.

Further, since the vertical length of the heat radiation surface 55a of the AC radiator 52 is shorter than the vertical length of the heat radiation surfaces 45a and 35a of the DT radiator 41 and the FC radiator 31, it is lower than the heat radiation surface 55a of the AC radiator 52 ( The lower region Dn) is a region where only two of the DT radiator 41 and the FC radiator 31 overlap, and the passage pressure loss of the traveling wind Air is small.
Therefore, even if the outside air forcibly sucked by the radiator fan 61 is not merged with the traveling wind Air, it is generated by the traveling of the fuel cell vehicle 10 (see FIG. 1) and taken in from the air inlet 81b (see FIG. 1). The DT radiator 41 and the FC radiator 31 can be efficiently cooled by the traveling wind air.

  Thus, by shortening the length of the fan shroud 61a in the vertical direction to form a half shroud, the fan diameter of the radiator fan 61 and the output of the motor that drives the radiator fan 61 can be reduced. There is an excellent effect that it is possible to suppress an increase in the weight of the battery vehicle 10 (see FIG. 1) and a deterioration in fuel consumption accompanying an increase in power consumption.

  In the present embodiment, as shown in FIG. 7, the fan shroud 61 a and the radiator fan 61 are provided behind the FC radiator 31. However, for example, the radiator fan 61 is provided in front of the AC radiator 52. There may be. In this case, in order to reduce the decrease in the passage pressure loss of the traveling wind Air passing through the radiator Rad, the radiator fan 61 is used as the frame member 54 (see FIG. 3) of the AC radiator 52 without the fan shroud 61a. What is necessary is just to set it as the structure fixed.

  Further, by setting the fan diameter of the radiator fan 61 to a size corresponding to the AC radiator 52, it is possible to reduce a decrease in the passage pressure loss of the traveling wind Air with respect to the DT radiator 41 and the FC radiator 31.

FIG. 8 is a schematic diagram showing the state of the traveling wind passing through the radiator, where (a) is a diagram showing when the fuel cell vehicle is stopped, and (b) is a diagram showing when traveling. As shown in FIG. 8A, when the fuel cell vehicle 10 (see FIG. 1) is stopped, the radiator fan 61 is forcibly taken in from the air inlet 81b (upper air inlet 81b). The outside air passes through the AC radiator 52 and then passes through the DT radiator 41 and the upper area Up of the FC radiator 31. Then, it passes through the inside of the fan shroud 61 a and flows into the power plant storage chamber 13.
In this manner, the AC radiator 52 can be cooled by driving the radiator fan 61 even when the fuel cell vehicle 10 is stopped.

  On the other hand, the traveling wind Air generated when the fuel cell vehicle 10 is traveling is taken in from the air inlet 81b (lower air inlet 81b) of the front grill 81, as shown in FIG. It passes through the lower region Dn of the DT radiator 41.

  The lower region Dn is located below the fuel cell vehicle 10 (see FIG. 1). This position is designed for the shape and size of the air guide port 81b, for example, by opening the air guide port 81b of the front grill 81 large. This is a position where the degree of freedom is large and the traveling wind Air can be taken in efficiently. Therefore, the lower region Dn of the DT radiator 41 can be efficiently cooled by the traveling air Air taken in from the air guide port 81b.

Further, the traveling wind Air that has passed through the lower region Dn of the DT radiator 41 reaches the lower region Dn of the FC radiator 31.
The traveling wind Air reaching the lower region Dn of the FC radiator 31 only passes through the DT radiator 41, and the passing pressure loss of the traveling wind Air reaching the heat radiation surface 35a of the FC radiator 31 is smaller than the upper region Up. That is, when the radiator fan 61 is not driven, the passing pressure loss of the traveling wind Air reaching the heat radiation surface 35a of the FC radiator 31 is smaller in the lower region Dn than in the upper region Up.
Therefore, in the lower region Dn, the wind pressure of the traveling air Air at the heat radiating surface 35a is large and can pass through the FC radiator 31 efficiently, so that the lower region Dn of the FC radiator 31 can be efficiently cooled.

In this embodiment, as shown in FIG. 3, the area of the heat radiation surface 45a of the DT radiator 41 and the area of the heat radiation surface 35a of the FC radiator 31 are formed to be substantially equal, but this is not limited. For example, the vertical length H1 of the core 35 of the FC radiator 31 may be formed longer than the vertical length H2 of the core 45 of the DT radiator 41.
By forming in this way, for example, the FC radiator 31 protrudes from below the DT radiator 41 in the lower region Dn, and a part of the heat radiating surface 35a of the FC radiator 31 faces the upstream of the traveling wind Air.
And the part which faces the upstream of the driving | running | working wind Air of the thermal radiation surface 35a can be cooled efficiently, As a result, the FC radiator 31 can be cooled efficiently.

  Even in this case, the fan shroud 61 a (see FIG. 8A) may be configured to correspond to the heat radiation surface 55 a of the AC radiator 52.

  Moreover, you may provide a discharge port in the part which forms the floor part of the power plant accommodation chamber 13 (refer FIG.5 (b)) of the splash shield 81a (refer FIG.5 (b)). FIG. 9A is a schematic diagram showing the outlet of the splash shield. As shown in FIG. 9A, for example, a recess 81a1 in which the splash shield 81a is recessed downward is formed between the bulkhead lower frame 130b and the subframe 85, and the recess 81a1 is formed in front of the subframe 85. An inclined portion 81a3 that is inclined from the bottom portion 81a2 toward the subframe 85 is formed. Then, at least one discharge port 81a4 is opened in the inclined portion 81a3 so as to penetrate the splash shield 81a.

  Further, for example, a subframe 86 is formed on the body 131 (see FIG. 4) of the fuel cell vehicle 10 so as to support the rear of the drive motor 24 (see FIG. 9B), and a motor under cover is provided below the subframe 86. It is good also as composition which fixes 24a. In this case, the subframe 86 may have substantially the same configuration as the subframe 85 shown in FIG.

  An inclined portion 24a1 in which the motor under cover 24a is inclined downward is formed in front of the subframe 86, and at least one discharge port 24a2 is provided in the inclined portion 24a1 so as to penetrate the motor under cover 24a. Open.

9B is a cross-sectional view taken along the line YY of FIG. 9A, and is a schematic diagram showing a state of ventilation of the traveling wind when the radiator is provided, and FIG. It is a schematic diagram which shows the state of the ventilation of driving | running | working wind. As shown in FIG. 9B, the traveling wind Air passes through the radiator Rad and flows into the power plant storage chamber 13. That is, the traveling wind Air is taken into the fuel cell vehicle 10.
Therefore, as shown in FIGS. 9A and 9B, the discharge air 81a4 is formed in the splash shield 81a and the traveling wind Air is exhausted from the power plant housing chamber 13, thereby accommodating the traveling wind Air in the power plant. It is possible to efficiently flow into the chamber 13. That is, the inflow amount of the traveling wind Air into the power plant chamber 13 increases, and the passage amount of the traveling wind Air passing through the radiator Rad increases. Thus, the radiator Rad can be efficiently cooled.

  Further, as shown in FIG. 9B, by forming the discharge port 24a2 in the motor under cover 24a, the traveling wind Air can be exhausted also from the discharge port 24a2, and the exhaust efficiency from the power plant accommodating chamber 13 is increased. Can be improved. As a result, the traveling wind Air can be efficiently flowed into the power plant storage chamber 13, and the radiator Rad can be efficiently cooled.

  Since the lower part of the splash shield 81a and the motor under cover 24a faces the road surface on which the fuel cell vehicle 10 (see FIG. 1) travels, air travels below the splash shield 81a and the motor under cover 24a as the fuel cell vehicle 10 travels. A flow is generated. And the exhaust pressure from the power plant accommodation chamber 13 improves because the negative pressure by this air flow attracts the running wind Air which flows into the power plant accommodation chamber 13 through the discharge ports 81a4 and 24a2.

Furthermore, as shown in FIG. 9 (b), the splash shield 81a is provided with the inclined portion 81a3 to open the discharge port 81a4, and the motor under cover 24a is provided with the inclined portion 24a1 to open the discharge port 24a2. The traveling wind Air can be efficiently exhausted from the power plant storage chamber 13.
That is, since the inclined portion 81a3 of the splash shield 81a and the inclined portion 24a1 of the motor under cover 24a stand up rearward from the splash shield 81a and the motor under cover 24a, the front of the fuel cell vehicle 10 (see FIG. 1). The traveling wind Air that flows into the power plant storage chamber 13 from the air guide port 81b (see FIG. 1) formed in the air is exhausted from the exhaust ports 81a4 and 24a2 without significantly changing the direction of the flow.

  Thus, the traveling wind Air is efficiently exhausted from the power plant storage chamber 13. When the traveling wind Air is efficiently exhausted from the power plant accommodation chamber 13, the traveling wind Air efficiently flows into the power plant accommodation chamber 13, and the inflow amount of the traveling wind Air into the power plant accommodation chamber 13 increases. . Therefore, the passing amount of the traveling wind Air passing through the radiator Rad increases, and the radiator Rad can be efficiently cooled.

  Note that the inclined portion 81a3 (see FIG. 9A) formed on the splash shield 81a includes a bulkhead lower frame 130b (see FIG. 9A) and a subframe 85 (see FIG. 9A). For example, when the subframe 85 is provided at a position higher than the bulkhead lower frame 130b, the concave portion 81a1 (see FIG. 9A) is not formed in the splash shield 81a. The structure which forms the inclination part 81a3 may be sufficient.

  Further, as described above, the fuel cell vehicle 10 (see FIG. 1) includes the inner fender 136 (see FIG. 4) that forms a tire house. Therefore, as shown in FIG. 9C, a discharge port 136a may be formed in front of the inner fender 136. The tire house is a space in which the front wheel 28 is accommodated, and the tire house may become a negative pressure with respect to the atmospheric pressure due to the rotation of the front wheel 28 while the fuel cell vehicle 10 is traveling. As shown in FIG. 9C, by forming the discharge port 136a in the inner fender 136, the traveling air Air flowing into the power plant storage chamber 13 is sucked by the negative pressure of the tire house and passes through the tire house. Thus, the exhaust efficiency of the traveling wind Air from the power plant accommodation chamber 13 is improved, and the traveling wind Air efficiently flows into the power plant accommodation chamber 13. And radiator Rad can be cooled efficiently.

  FIG. 10A is a schematic diagram showing that the refrigerant of the FC radiator flows from above to below, and FIG. 10B is a reference diagram showing that the refrigerant of the FC radiator flows from below to above. As described above, the FC radiator 31 is formed by providing the heat radiation fins 39 (see FIG. 3) on the fuel cell tube 38 (see FIG. 3) through which the refrigerant flows. In the present embodiment, the fuel cell tube 38 is arranged in the vertical direction so that the refrigerant flows downward from the upper side as shown in FIG.

The radiator Rad (for example, the FC radiator 31) has a heat radiation amount determined by the temperature difference between the traveling air Air and the refrigerant. Therefore, cooling is determined when the refrigerant flow is determined in accordance with the temperature distribution of the traveling air Air on the heat radiation surface 35a of the FC radiator 31. Efficiency can be improved. As shown in FIG. 10A, by flowing the refrigerant from above to below, it is possible to increase the temperature difference between the traveling wind Air and the refrigerant on the heat radiating surface 35a of the FC radiator 31, and the cooling efficiency of the FC radiator 31. Can be improved.
That is, as shown in FIG. 10A, the temperature of the traveling wind Air passing through the upper region Up of the FC radiator 31 is high. This is because the traveling wind Air passing through the FC radiator 31 is the traveling wind Air passing through the AC radiator 52 and the DT radiator 41.
However, when the refrigerant flows from the upper side to the lower side in the FC radiator 31, in the upper region Up, the refrigerant is also very hot including the heat radiation of the fuel cell 23 (see FIG. 1), so The temperature difference is large, and the refrigerant can be efficiently cooled in the upper region Up of the FC radiator 31.

  The refrigerant is not cooled below the temperature of the traveling wind Air in the upper region Up of the FC radiator 31, but flows through the lower region Dn at a temperature equal to or higher than the temperature of the traveling wind Air in the upper region Up. In the lower region Dn of the FC radiator 31, the traveling wind Air that has passed only through the DT radiator 41 passes. Therefore, in the lower region Dn, the temperature of the traveling wind Air on the heat radiation surface 35 a of the FC radiator 31 is the heat radiation in the upper region Up. The temperature is lower than the temperature of the running air Air on the surface 35a. Therefore, in the lower region Dn of the FC radiator 31, the temperature difference between the refrigerant and the traveling air Air can ensure a temperature difference equal to or greater than the temperature difference between the upper region Up and the lower region Dn of the FC radiator 31. As a result, the temperature difference between the traveling wind Air and the refrigerant is large, and the lower region Dn of the FC radiator 31 can cool the refrigerant efficiently.

  By the way, as shown in FIG. 10B, when the refrigerant flow direction is configured to flow from below to above, in the lower region Dn of the FC radiator 31, the temperature difference between the refrigerant and the running air Air is large. The temperature drop of the refrigerant is large. When the refrigerant flows through the upper region Up, since the temperature of the refrigerant is low, the temperature difference between the refrigerant and the traveling air Air may be small. As a result, the cooling efficiency of the refrigerant may be reduced in the upper region Up of the FC radiator 31.

Therefore, as shown in FIG. 10 (a), in this embodiment, the FC radiator 31 is configured such that the refrigerant flows downward from the upper side to the lower side Dn and the upper region Up. The cooling efficiency can be improved.
The DT radiator 41 may also be configured such that the refrigerant flows downward from above.

Further, when the refrigerant flows through the FC radiator 31 in the left-right direction, the rate at which the fuel cell tube 38 (see FIG. 3) expands in the left-right direction is different if the temperature of the refrigerant differs between the upper and lower sides of the FC radiator 31. For example, when the upper side is hot, it is conceivable that the core 35 (see FIG. 3) is deformed into a trapezoid that spreads upward.
For example, as shown in FIG. 6, the FC radiator 31 is supported by the frame members 34 provided on the left and right, so that the structure is complicated in order to absorb the deformation of the core 35 in the left-right direction.

As shown in FIG. 10A, when the refrigerant flows downward, all the fuel cell tubes 38 (see FIG. 3) are vertically moved even if the temperature of the refrigerant is different between the upper and lower sides of the FC radiator 31. Due to the expansion, the deformation of the FC radiator 31 becomes the expansion and contraction in the vertical direction.
In this case, all the fuel cell tubes 38 have a small amount of expansion in the left-right direction, and a complicated structure for absorbing the deformation of the core 35 (see FIG. 3) in the frame member 34 becomes unnecessary.

Further, for example, when the FC radiator 31 is fixed as shown in FIG. 6, a space can be provided below the fuel cell lower tank 352 of the core 35 (see FIG. 3), and this space absorbs deformation of the core 35. You can make a space.
For example, the fuel cell lower tank 352 may be configured to slightly move up and down in response to the vertical expansion of the fuel cell tube 38.
Thus, by adopting a configuration in which the refrigerant flows downward, the deformation of the core 35 of the FC radiator 31 can be absorbed with a simple structure.

  FIG. 11 is a view showing that the air pump outlet pipe is arranged behind the lower region of the FC radiator. As shown in FIG. 1, the fuel cell vehicle 10 is provided with an air pump 25 that supplies oxygen to the fuel cell 23, and air is sent to the fuel cell 23 through an air supply pipe. At this time, since the air sent out by the air pump 25 is pressurized, the temperature rises. However, in order to improve the humidification performance of a humidifier (not shown) provided in the fuel cell vehicle 10, the temperature of the air supplied to the fuel cell 23 is preferably low.

  Therefore, in the present embodiment, as shown in FIG. 11, an air pump outlet pipe (air supply pipe) 25a is provided behind the lower region Dn of the FC radiator 31 and in front of the discharge port 81a4 formed in the splash shield 81a. Piping. FIG. 11 shows that the air pump outlet pipe 25a is arranged in the left-right direction of the fuel cell vehicle 10 (see FIG. 1) (that is, the direction from the front to the back in FIG. 11).

  As described above, the traveling wind Air passing through the lower region Dn of the FC radiator 31 has a small temperature rise and a low temperature because there are few passing radiators. As shown in FIG. 11, by arranging the air pump outlet pipe 25a behind the lower region Dn of the FC radiator 31, the air pump outlet pipe 25a can be cooled with the low-temperature traveling wind Air, and the air pump outlet pipe 25a flows therethrough. You can lower the temperature of the air. Further, by arranging the air pump outlet pipe 25a in front of the discharge port 81a4 formed in the splash shield 81a, the air pump outlet pipe 25a is arranged in the flow path of the traveling wind Air flowing from the air guide port 81b toward the discharge port 81a4. Thus, the air pump outlet pipe 25a can be efficiently cooled. And the humidification performance in the humidifier which is not illustrated can be improved.

Moreover, the hollow fiber membrane which comprises the humidifier which is not shown is weak to heat, and the air pump 25 (refer FIG. 1) is equipped with the intercooler which is not shown, and cools the air which the air pump 25 discharges.
As in the present embodiment, the air pump outlet pipe 25a is arranged behind the lower region Dn of the FC radiator 31 and in front of the discharge port 81a4 formed in the splash shield 81a, and flows through the air pump outlet pipe 25a with the running air Air. By cooling the air to be performed, the temperature of the air flowing through the humidifier can be lowered even if the intercooler (not shown) is downsized. And if the intercooler which is not shown in figure is reduced in size, for example, weight reduction can be attained and there exists the outstanding effect that the fuel consumption of the fuel cell vehicle 10 (refer FIG. 1) can be improved.

  The air pump outlet pipe 25a may be disposed behind the lower region Dn of the FC radiator 31 and in front of the discharge port 136a (see FIG. 9C) formed in the inner fender 136. In this case, the air pump outlet pipe 25a is disposed in the flow path of the traveling air Air that flows from the air guide port 81b toward the discharge port 136a, and the air pump outlet pipe 25a can be efficiently cooled.

As described above, in the present embodiment, the AC radiator, the DT radiator, and the FC radiator are arranged in series in the front-rear direction of the fuel cell vehicle, and the length of the AC radiator arranged in the forefront is shortened. . Furthermore, the vertical length of the fan shroud of the radiator fan provided behind the FC radiator is made substantially the same as the vertical length of the AC radiator.
An AC radiator, a DT radiator, an FC radiator, and a fan shroud are arranged with their upper ends aligned, and the AC radiator, the DT radiator, the FC radiator, and the radiator fan are arranged to overlap with each other when viewed from the upstream side of the traveling wind. , And a lower region in which the DT radiator and the FC radiator are arranged so as to overlap each other when viewed from the upstream side of the traveling wind.

The lower region is a region where only the DT radiator and the FC radiator overlap, and since the passage pressure loss of the traveling wind is small, the DT radiator and the FC radiator can be efficiently cooled by the traveling wind generated by the traveling of the fuel cell vehicle. Excellent effect.
The upper region can cool the outside air that is forcibly sucked by the radiator fan by merging with the traveling wind, for example, the AC radiator can be cooled even when the fuel cell vehicle is not traveling Play.

  Furthermore, by reducing the fan shroud, it is possible to reduce the fan diameter of the radiator fan and the output of the motor that drives the radiator fan, and to improve the fuel consumption accompanying the increase in the weight of the fuel cell vehicle and the increase in power consumption. There is an excellent effect that deterioration can be suppressed.

  Although the fuel cell vehicle has been described above as an example, the present embodiment is not limited to the fuel cell vehicle as long as the vehicle needs to include a plurality of radiators.

  In the present embodiment, the radiator is disposed in front of the fuel cell vehicle. However, this is not limited. For example, when the power plant storage chamber is formed at the rear of the fuel cell vehicle, the radiator is disposed in the fuel cell vehicle. The structure arrange | positioned behind may be sufficient.

1 is a schematic diagram of a fuel cell vehicle according to an embodiment. It is a systematic diagram of a cooling device for a fuel cell vehicle according to the present embodiment. It is a schematic diagram of an AC radiator, a DT radiator, and an FC radiator of the cooling device according to the present embodiment. It is a perspective view of the front part of a fuel cell vehicle, and is a figure showing the frame structure of a body. (A) is the figure which looked at the front part of the fuel cell vehicle from the upper surface side, (b) is XX sectional drawing of (a) of FIG. It is a figure which shows the fixing method of a radiator. It is a figure which shows a fan shroud. It is a schematic diagram which shows the state of the driving | running | working wind which passes a radiator, Comprising: (a) is a figure which shows the time of a fuel cell vehicle stopping, (b) is a figure which shows the time of driving | running | working. (A) is a schematic diagram showing a discharge opening of a splash shield, (b) is a YY sectional view of (a) of FIG. 9, and is a schematic diagram showing a state of ventilation of traveling wind when a radiator is provided. (C) is a schematic diagram which shows the flow state of driving | running | working wind seen from the upper surface. (A) is a schematic diagram showing that the refrigerant of the FC radiator flows downward from above, and (b) is a reference diagram showing that the refrigerant of the FC radiator flows upward from below. It is a figure which shows having arrange | positioned the air pump exit piping behind the lower area | region of FC radiator.

Explanation of symbols

10 Fuel cell vehicle (vehicle)
11 Car compartment 12 Air conditioner 23 Fuel cell 24 Drive motor 25a Air pump outlet piping (air supply piping)
26 Cooling device 28 Front wheel (drive wheel)
30 FC cooling line 31 FC radiator 35a, 45a, 55a Heat radiation surface 38 Fuel cell tube (tube)
40 DT cooling line 41 DT radiator (second radiator)
50 AC cooling line 52 AC radiator (first radiator)
61 Radiator fan 61a Fan shroud 81a Splash shield (under cover)
81a4 Discharge port 351 Upper tank for fuel cell (upper tank)
352 Lower tank for fuel cell (lower tank)
Up Upper area Dn Lower area Air Running wind

Claims (11)

A cooling device for a vehicle in which a plurality of radiators that are mounted on a vehicle and stand substantially perpendicular to a traveling wind that flows from the front to the rear of the vehicle are arranged in series in the direction of ventilation of the traveling wind. There,
The plurality of radiators at least partially overlap each other when viewed from the upstream of the traveling wind,
It said plurality of radiator, at least a portion of the second radiator are disposed behind the first radiator foremost is seen extraordinary upstream of the traveling wind projects from below the first radiator,
The area in the surface direction of the first radiator is smaller than that of the second radiator,
The first radiator overlaps with the second radiator when viewed from the upstream side of the traveling wind,
A fan shroud disposed behind the plurality of radiators and corresponding to the first radiator, wherein a vertical length is shorter than a vertical length of a heat dissipation surface of the second radiator, and the fan shroud; And a radiator fan disposed integrally with the vehicle. The vehicle cooling device according to claim 1, wherein the length of the fan shroud in the vertical and horizontal directions is the same as the vertical and horizontal length of the heat radiating surface of the first radiator. The front grille provided in front of the plurality of radiators has an air inlet for supplying the traveling air to a lower region in which a part of the second radiator projects downward from the first radiator. The vehicle cooling device according to claim 1, wherein the vehicle cooling device is formed corresponding to a position. The vehicular cooling device according to claim 3, wherein the front grille is provided with a baffle plate that guides the traveling wind taken from the air guide port to the lower region. The second radiator includes an upper tank disposed in an upper part, a lower tank disposed in a lower part, and a plurality of pipes that are vertically connected to connect the upper tank and the lower tank so that a refrigerant flows therethrough. A tube, and
5. The vehicle cooling device according to claim 1, wherein the refrigerant flows downward through the plurality of tubes. 6.   The exhaust cover for discharging the running wind taken into the vehicle through at least one of the plurality of radiators to the outside is formed in the under cover of the vehicle. The vehicle cooling device according to any one of claims 5 to 5.   An inner fender that forms a tire house is provided behind the plurality of radiators, and the inner fender passes the at least one of the plurality of radiators and the traveling wind that is taken into the vehicle to the outside The vehicle cooling device according to any one of claims 1 to 6, wherein a discharge port for discharging is formed. The vehicle is
A drive unit for driving the drive wheels;
An air conditioner for adjusting the temperature of the passenger compartment,
The first radiator is an air conditioning radiator that cools the refrigerant that passes through the air conditioner,
8. The vehicle cooling device according to claim 1, wherein the second radiator is a drive unit radiator that cools the refrigerant that passes through the drive unit. 9. The vehicle is
A fuel cell vehicle comprising a fuel cell;
9. A fuel cell radiator configured to cool the refrigerant passing through the fuel cell is disposed behind the second radiator, and the plurality of radiators are disposed. The vehicle cooling device according to claim 1. The fuel cell radiator includes a fuel cell upper tank disposed in an upper portion, a fuel cell lower tank disposed in a lower portion, and a fuel cell upper tank and a fuel cell lower portion that are piped vertically. A plurality of fuel cell tubes connected to the tank and through which the refrigerant passing through the fuel cell flows,
The vehicle cooling device according to claim 9, wherein the refrigerant passing through the fuel cell flows downward through the plurality of fuel cell tubes. At least a part of an air supply pipe that connects the fuel cell and an air pump that supplies air to the fuel cell,
11. The vehicle cooling according to claim 9, wherein the second radiator is piped behind a portion facing the upstream of the traveling wind and behind the fuel cell radiator. 11. apparatus.

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