JP6521771B2 - Heat exchange unit of hybrid vehicle - Google Patents

Description

  The present invention relates to a heat exchange unit of a hybrid vehicle mounted on a hybrid vehicle and performing heat exchange between a refrigerant and air.

  In the engine room of the hybrid vehicle, a heat exchanger for heat exchange between refrigerant and air, a heat exchanger for engine cooling, a hybrid heat exchanger for cooling an inverter device for electric motor, An air conditioning heat exchanger for condensing the refrigerant of the air conditioning apparatus is provided (for example, Patent Document 1). In the vehicle disclosed in Patent Document 1, the hybrid heat exchanger and the air conditioning heat exchanger are arranged vertically in the front region of the engine heat exchanger.

JP 2007-191001 A

  By the way, as shown in FIG. 9, there are cases where a heat exchange unit is configured by connecting the hybrid heat exchanger 202, the air conditioning heat exchanger 203, and the engine heat exchanger 200 into a unit. In the example shown in FIG. 9, the hybrid heat exchanger 202 is provided in the front and upper region of the engine heat exchanger 200, and for the air conditioning in the front and lower region of the engine heat exchanger 200. A heat exchanger 203 is provided. The lower portion of the hybrid heat exchanger 202 and the upper portion of the air conditioning heat exchanger 203 are connected to each other via a connecting portion 204. The upper portion of the hybrid heat exchanger 202 is supported by the engine heat exchanger 200 by being connected to the upper tank 201 of the engine heat exchanger 200 via the support portion 205.

  When such a hybrid vehicle makes a forward collision, an impact applied to at least one of the hybrid heat exchanger 202 and the air conditioning heat exchanger 203 may be transmitted to the upper tank 201 via the support portion 205 and the upper tank 201 may be damaged. There is. If the upper tank 201 is damaged and cooling water leaks, it will be difficult to continue the operation of the engine, and it will not be possible, for example, to run to a repair shop.

  In addition, such a subject is not only when the heat exchanger for air conditioning is arrange | positioned under the heat exchanger for hybrids, but when the heat exchanger for hybrids is arrange | positioned under the heat exchanger for air conditioning, ie, This may also occur when the upper portion of the hybrid heat exchanger is connected to the lower portion of the air conditioning heat exchanger and the upper portion of the air conditioning heat exchanger is connected to the upper tank of the engine heat exchanger.

  The present invention has been made in view of these circumstances, and an object thereof is to provide a heat exchange unit of a hybrid vehicle capable of suppressing damage to the upper tank of the heat exchanger for an engine at the time of a frontal collision.

  A heat exchange unit of a hybrid vehicle for solving the above problems includes an engine heat exchanger having an upper tank at an upper portion, a hybrid heat exchanger, and an air conditioning heat exchanger, and the hybrid heat exchanger One of the air conditioning heat exchangers is disposed above the other heat exchanger, and the hybrid heat exchanger and the air conditioning heat exchanger are disposed in front of the engine heat exchanger. They are arranged side by side. The heat exchange unit includes a lower connecting portion connecting the lower portion of the one heat exchanger and the upper portion of the other heat exchanger, and an upper portion connecting the upper portion of the one heat exchanger and the upper tank. A connecting portion, wherein the one heat exchanger and the other heat exchanger are connected so as to be relatively rotatable about the lower connecting portion, and the one heat exchanger and the upper tank It is connected so that relative rotation is possible centering on the above-mentioned upper connection part.

  According to the above configuration, when impact is applied to at least one of the heat exchanger for hybrid and the heat exchanger for air conditioning at the time of a front collision of the vehicle, the heat exchanger for hybrid and the heat exchanger for air conditioning form the lower connecting portion The heat exchanger arranged at the upper side rotates about the upper connecting portion with respect to the heat exchanger for the engine while rotating relative to the center and bending in a "V" shape. Thus, the impact is absorbed by bending the hybrid heat exchanger and the air conditioning heat exchanger in a “V” shape. Further, when the heat exchanger disposed on the upper side and the upper tank of the heat exchanger for engine are coupled so as not to be able to rotate relative to each other, the heat exchanger for hybrid and the heat exchanger for air conditioning are “V”. A load acts on the upper tank with the rotation of the heat exchanger disposed on the upper side when bending into a letter shape.

  On the other hand, according to the above configuration, the heat exchanger disposed on the upper side when the hybrid heat exchanger and the air conditioning heat exchanger are bent in a “V” shape is the engine heat exchanger. Since the relative rotation is performed, the load acting on the upper tank is relieved by the relative rotation along with the rotation of the heat exchanger disposed on the upper side, and the load hardly acts on the upper tank. Therefore, damage to the upper tank of the heat exchanger for an engine at the time of a frontal collision of the vehicle can be suppressed.

FIG. 1 is a perspective view showing a first embodiment of a heat exchange unit of a hybrid vehicle. The side view of the heat exchange unit of the embodiment. The front view of the heat exchange unit of the embodiment which showed a part in the cross section. The perspective view which shows the 1st engaging part of the radiator for engines in the heat exchange unit of the embodiment, and the 2nd engaging part of a capacitor | condenser. The side view of the heat exchange unit of the embodiment at the time of a front collision of vehicles. FIG. 7 is a front view showing a second embodiment of the heat exchange unit of the hybrid vehicle. The side view of the heat exchange unit of the embodiment which showed a part in the section. The side view of the heat exchange unit of the embodiment at the time of a front collision of vehicles. The side view showing an example of the heat exchange unit of a hybrid vehicle.

First Embodiment
Hereinafter, a first embodiment of a heat exchange unit of a hybrid vehicle will be described with reference to FIGS. 1 to 5. Arrow A in FIG. 1 indicates the longitudinal direction of the hybrid vehicle, which is the longitudinal direction of the hybrid vehicle, arrow B indicates the vertical direction of the vehicle which is the height direction of the hybrid vehicle, and arrow C indicates the hybrid vehicle. The left and right direction of the vehicle which is the width direction is shown, and the same applies to the directions indicated by the arrows in the other drawings.

  As shown in FIGS. 1 and 2, the heat exchange unit 10 of the hybrid vehicle (hereinafter simply referred to as "heat exchange unit") includes the engine radiator 20 as an engine heat exchanger, and the hybrid as a hybrid heat exchanger. And a condenser 70 as a heat exchanger for air conditioning.

The heat exchange unit 10 is disposed in the engine room of the hybrid vehicle, and a bumper reinforcement 15 is provided in front of the heat exchange unit 10.
As shown in FIGS. 1 and 2, the engine radiator 20 is configured by sequentially connecting an upper tank 30, a radiator core 40, and a lower tank 50 from the upper side to the lower side. The upper tank 30 and the lower tank 50 are made of resin, and the radiator core 40 is made of metal.

  The upper tank 30 has a box-like shape in which the upper side is closed and the lower side is open. An introduction pipe 32 for introducing cooling water into the tank 30 is connected to the back surface 31 of the upper tank 30. A branch pipe 33 branched from the introduction pipe 32 is connected to the introduction pipe 32, and the branch pipe 33 is closed by a radiator cap 34. Brackets 36R and 36L are fixed to the end portions in the vehicle width direction of the front surface 35 of the upper tank 30, respectively. The respective brackets 36R, 36L are for connecting the hybrid radiator 60 to the upper tank 30.

  As shown in FIG. 3, through holes 37R, 37L which penetrate the brackets 36R, 36L in the vehicle width direction are formed in the brackets 36R, 36L, and cylindrical metals are formed in the through holes 37R, 37L. Collars 38R, 38L are internally fitted.

  As shown in FIGS. 1 and 2, the lower tank 50 has a box-like shape in which the lower part is closed and the upper part is open, and the back surface 51 is connected with a lead-out pipe 52 for leading the cooling water from the tank 50. It is done.

  Further, as shown in FIG. 3, on the front surface 55 of the lower tank 50 and at the end portions in the vehicle width direction, first engagement portions 56R and 56L made of resin are fixed. The first engaging portions 56R, 56L engage with the second engaging portions 77R, 77L of the capacitor 70, as described later.

  FIG. 4 shows a first engaging portion 56R provided on the right side of the vehicle among the first engaging portions 56R and 56L. The first engagement portion 56R includes a fixing portion 57R, a placement portion 58R, and a restricting portion 59R. The first engaging portion 56 </ b> R is fixed to the lower tank 50 by fixing the fixing portion 57 </ b> R to the front surface of the lower tank 50. The mounting portion 58R is for mounting a second engaging portion 77R of a capacitor 70 described later, and extends from the center in the vehicle width direction at the lower portion of the fixing portion 57R toward the front of the vehicle. Further, the regulation portion 59R is for regulating the detachment of the second engagement portion 77R of the capacitor 70 from the placement portion 58R, and is continuously formed at the front end of the placement portion 58R, and at the same time, the vehicle width The length of the direction is longer than the placement portion 58R. That is, the top surface view of the placement unit 58R and the regulation unit 59R has a “T” shape. The first engagement portion 56L provided on the left side of the vehicle also has the same configuration as the first engagement portion 56R provided on the right side of the vehicle.

  As shown in FIG. 2, the radiator core 40 includes a plurality of tubes 43, an upper core plate 41, and a lower core plate 42. The plurality of tubes 43 are for circulating cooling water and extend in the vertical direction. The plurality of tubes 43 are connected to fins for enhancing the heat radiation efficiency of the cooling water. The upper core plate 41 is located at the upper end of the radiator core 40 and holds the plurality of tubes 43 at a predetermined interval. The peripheral edge of the upper core plate 41 closes the open lower end of the upper tank 30 by caulking the lower end of the upper tank 30, and connects the upper tank 30 and the radiator core 40. The lower core plate 42 is located at the lower end of the radiator core 40 and holds the plurality of tubes 43 at a predetermined interval. The peripheral edge of the lower core plate 42 closes the open upper end of the lower tank 50 by caulking the upper end of the lower tank 50 and connects the lower tank 50 and the radiator core 40.

  With such a configuration, in the engine radiator 20, the cooling water that has flowed through the water jacket of the engine is introduced into the upper tank 30 through the introduction pipe 32 and flows through the tubes 43 of the radiator core 40. Heat is released. Then, the cooling water flows from the radiator core 40 to the lower tank 50 and flows into the water jacket of the engine again through the outlet pipe 52.

  As shown in FIGS. 1 and 2, the hybrid radiator 60 is disposed on the upper front side of the engine radiator 20. Further, as shown in FIG. 2, the hybrid radiator 60 is disposed such that a predetermined air gap is formed between the hybrid radiator 60 and the radiator core 40 of the engine radiator 20.

  As shown in FIG. 1, in the hybrid radiator 60, the first tank 61R is provided at the right side of the vehicle, and the second tank 61L is provided at the left side of the vehicle. A radiator core 68 is provided between the second tank 61L. The first tank 61R and the second tank 61L are made of resin, and the radiator core 68 is metallic, and these are connected.

  As shown in FIGS. 1 to 3, in the first tank 61R, an introduction pipe 66R for introducing cooling water into the first tank 61R is connected to the side wall 62R located on the outer side (right side) in the vehicle width direction. It is done. Further, as shown in FIG. 3, in the second tank 61L, a lead pipe 66L for leading the cooling water into the second tank 61L is connected to the side wall 62L located on the outer side (left side) in the vehicle width direction. ing. Thereby, in the hybrid radiator 60, the cooling water which has flowed through the water cooling jacket of the hybrid system including the inverter etc. is introduced from the introduction pipe 66R into the first tank 61R and flows into the radiator core 68. Then, when flowing through the radiator core 68, the cooling water dissipates the heat received from the hybrid system, and is led out from the outlet pipe 66L through the second tank 61L.

  As shown in FIG. 3, in the hybrid radiator 60, bolt bosses 63R and 63L are fixed to the upper ends of the side walls 62R and 62L located outside in the vehicle width direction in the first tank 61R and the second tank 61L. The bolt bosses 63R and 63L have a plate shape extending upward from the upper ends of the side walls 62R and 62L. The bolt bosses 63R and 63L of the hybrid radiator 60 are disposed to face the inner surface in the vehicle width direction of the brackets 36R and 36L fixed to the upper tank 30 of the engine radiator 20. That is, the distance between the two brackets 36R and 36L fixed to the upper tank 30 is slightly longer than the distance between the bolt bosses 63R and 63L fixed to the hybrid radiator 60.

  As shown in FIG. 3, through holes 64R, 64L are formed in the bolt bosses 63R, 63L, respectively, penetrating the bolt bosses 63R, 63L in the vehicle width direction, and nuts 65R, 64L are formed in the through holes 64R, 64L. 65 L is fitted inside. Then, the upper connecting bolts 69R and 69L are sequentially inserted through the metal collars 38R and 38L of the brackets 36R and 36L and the nuts 65R and 65L of the bolt bosses 63R and 63L of the hybrid radiator 60 and fastened with the nuts 65R and 65L. ing. With such a configuration, the upper portion of the hybrid radiator 60 is connected to the upper tank 30 of the engine radiator 20. That is, the upper connecting portions 80R and 80L of the present embodiment are provided at each end in the vehicle width direction, and the brackets 36R and 36L, metal collars 38R and 38L, bolt bosses 63R and 63L of the hybrid radiator 60, and nuts 65R. , 65L and upper connecting bolts 69R, 69L.

  Further, in a state where the upper connecting bolts 69R, 69L and the nuts 65R, 65L are fastened, the central axes of the upper connecting bolts 69R, 69L are located on the same straight line and extend in the vehicle width direction. The upper tank 30 of the engine radiator 20 and the hybrid radiator 60 are connected by the upper connecting portions 80R and 80L. The upper connecting bolts 69R and 69L and the metal collars 38R and 38L internally fitted in the brackets 36R and 36L are relatively rotatable in the upper connecting portions 80R and 80L. With such a configuration, in the present embodiment, the upper tank 30 and the hybrid radiator 60 can rotate relative to each other about the upper connecting bolts 69R and 69L of the upper connecting portions 80R and 80L.

  Further, as shown in FIG. 3, in the lower portion of the side walls 62R and 62L of the tanks 61R and 61L in the hybrid radiator 60, insertion holes 67R and 67L extending in the vehicle width direction are formed. Nuts 75R and 75L are internally fitted to the 67L.

  As shown in FIG. 1 and FIG. 2, a predetermined air gap is formed between the engine radiator 20 and the radiator core 40 of the engine radiator 20 below the hybrid radiator 60 as shown in FIGS. 1 and 2. It is arranged as such. That is, in the present embodiment, the hybrid radiator 60 constitutes one heat exchanger provided on the upper side. In addition, a bumper reinforcement 15 is disposed in front of the capacitor 70.

  As shown in FIG. 1, the capacitor 70 includes a metal capacitor body 71 and a resin capacitor bottom 76 fixed to the lower end of the capacitor body 71. The condenser 70 constitutes a part of a refrigerant circuit for air conditioning, and the refrigerant flowing through the refrigerant circuit absorbs heat from the air in the passenger compartment and evaporates, and then is compressed by the compressor, and is dissipated by the condenser 70 to condense and condense Do.

  As shown in FIG. 3, metal bolt bosses 73R and 73L are fixed to the upper ends of the side walls 72R and 72L on the side walls 72R and 72L on both sides in the vehicle width direction of the capacitor body 71, respectively. The bolt bosses 73R, 73L of the capacitor main body 71 are arranged to cover the side walls 62R, 62L of the tanks 61R, 61L of the hybrid radiator 60 outside in the vehicle width direction from the outside in the vehicle width direction. That is, the distance between the bolt bosses 73R and 73L of the capacitor main body 71 is slightly smaller than the length from the right side wall 62R of the first tank 61R of the hybrid radiator 60 to the left side wall 62L of the second tank 61L of the hybrid radiator 60. Just longer.

  Through holes 74R, 74L are formed in the bolt bosses 73R, 73L, respectively, penetrating the bolt bosses 73R, 73L in the vehicle width direction. The lower connecting bolts 79R, 79L are fitted in the through holes 74R, 74L of the bolt bosses 73R, 73L of the capacitor main body 71 and the side walls 62R, 62L of the tanks 61R, 61L of the hybrid radiator 60 respectively. It is inserted in order into 75L, and is tightened with nuts 75R and 75L. The upper part of the capacitor | condenser 70 is connected with the lower part of the radiator 60 for hybrids by such structure. That is, the lower connecting portions 81R, 81L of the present embodiment are provided at respective end portions in the vehicle width direction, and nuts 75R, 75L fixed to the side walls 62R, 62L of the respective tanks 61R, 61L of the hybrid radiator 60. , Bolt bosses 73R and 73L of the capacitor main body 71, and lower connection bolts 79R and 79L.

  Further, in a state where lower connection bolts 79R, 79L and nuts 75R, 75L are fastened, the central axes of lower connection bolts 79R, 79L are located on the same straight line and extend in the vehicle width direction. The condenser 70 and the hybrid radiator 60 are connected by the lower connection parts 81R and 81L. The lower connecting bolts 79R, 79L and the bolt bosses 73R, 73L of the capacitor 70 can be rotated relative to each other. Therefore, the hybrid radiator 60 and the condenser 70 are relatively rotatable around the lower connection bolts 79R and 79L of the lower connection portions 81R and 81L.

As shown in FIGS. 2 and 3, second engaging portions 77R and 77L made of resin are fixed to respective portions on both sides of the lower surface of the capacitor bottom portion 76 in the vehicle width direction.
FIG. 4 shows the second engaging portion 77R provided on the right side of the vehicle among the second engaging portions 77R and 77L. Two branch portions 78R are provided at the lower portion of the second engagement portion 77R. The distance between the two branch portions 78R is a length slightly longer than the width of the mounting portion 58R of the first engagement portion 56R of the lower tank 50. Then, when connecting the lower tank 50 and the capacitor 70, the two branch portions 78R of the second engaging portion 77R of the capacitor 70 sandwich the mounting portion 58R of the first engaging portion 56R, and the two same portions. The second engaging portion 77R is inserted between the fixed portion 57R and the restricting portion 59R of the first engaging portion 56R so that the portion between the branch portions 78R of the second mounting portion 78R is mounted on the mounting portion 58R. Thus, in a state where the second engagement portion 77R is placed on the placement portion 58R of the first engagement portion 56R, the second engagement portion 77R is detached by the restriction portion 59R of the first engagement portion 56R. It is regulated. The second engagement portion 77L provided on the left side of the vehicle also has the same configuration as the second engagement portion 77R provided on the right side of the vehicle, and the second engagement portion 77L provided on the left side of the vehicle The engagement manner of the joint portion 56L is also the same as the engagement manner of the second engagement portion 77R and the first engagement portion 56R provided on the right side of the vehicle.

Next, the operation of the present embodiment will be described with reference to FIG.
As shown in FIG. 5, at the time of a front collision of the vehicle, the bumper reinforcement 15 may be displaced rearward to press the capacitor 70 rearward. At the time of a frontal collision of the vehicle, the hybrid radiator 60 may be pushed rearward by an object which has collided. Thus, when an impact is applied to at least one of the hybrid radiator 60 and the capacitor 70, the hybrid radiator 60 and the capacitor 70 rotate relative to each other about the lower connecting portions 81R and 81L and bend in a "V" shape. The hybrid radiator 60 pivots relative to the engine radiator 20 about the upper connecting portions 80R and 80L. Thus, the impact is absorbed by bending the hybrid radiator 60 and the condenser 70 in a “V” shape. Then, when the hybrid radiator 60 and the condenser 70 are bent in a “V” shape, the hybrid radiator 60 rotates relative to the engine radiator 20, so the upper tank is rotated with the rotation of the hybrid radiator 60. The load acting on the load 30 is alleviated by this relative rotation, and the load hardly acts on the upper tank 30. Therefore, damage to the upper tank 30 of the engine radiator 20 at the time of a frontal collision of the vehicle can be suppressed.

  When the condenser 70 and the hybrid radiator 60 rotate more than in the state shown in FIG. 5 at the time of a frontal collision of the vehicle, the lower part of the condenser 70 is displaced more upward in the vehicle than in the state shown in FIG. . Therefore, the second engaging portions 77R, 77L of the capacitor 70 are displaced upward with respect to the first engaging portions 56R, 56L of the lower tank 50, and the fixing portions 57R and the restricting portions 59R of the first engaging portions 56R, 56L. Get out of between Thereby, the engagement between the first engaging portions 56R, 56L of the engine radiator 20 and the second engaging portions 77R, 77L of the condenser 70 is released.

The following effects can be achieved in the present embodiment described above.
(1) When an impact is applied to at least one of the hybrid radiator 60 and the capacitor 70 during a frontal collision of the vehicle, the hybrid radiator 60 and the capacitor 70 are bent in a “V” shape, and the impact is absorbed. Further, when the hybrid radiator 60 and the condenser 70 are bent in a “V” shape, the hybrid radiator 60 rotates relative to the engine radiator 20. Therefore, the load acting on the upper tank 30 with the rotation of the hybrid radiator 60 is alleviated by this relative rotation, and the load hardly acts on the upper tank 30. Therefore, damage to the upper tank 30 of the engine radiator 20 at the time of a frontal collision of the vehicle can be suppressed.

  (2) A member placed at the lower side in the engine room is more likely to hit a stepping stone from the front of the hybrid vehicle. Here, when the condenser 70 is damaged by a stepping stone and the refrigerant leaks, there is a possibility that the comfort of the vehicle interior may be reduced, but it does not affect the traveling of the hybrid vehicle. On the other hand, when the hybrid radiator 60 is damaged by a stepping stone and cooling water leaks, traveling of the vehicle using the hybrid system becomes difficult, and the travelable distance may be shortened.

  In this respect, in the present embodiment, the hybrid radiator 60 is disposed above the condenser 70. Therefore, as compared with the case where the hybrid radiator 60 is disposed below the condenser 70, it is more difficult for the stepping stone to hit the hybrid radiator 60. As a result, it is possible to suppress the occurrence of a situation where the hybrid radiator 60 is damaged and the traveling of the vehicle using the hybrid system becomes difficult.

Second Embodiment
Next, a second embodiment of the heat exchange unit of the hybrid vehicle will be described with reference to FIGS.

  As shown in FIGS. 6 and 7, in the heat exchange unit 100 of this embodiment, the configuration of the upper connecting portion 130 provided on the left side of the vehicle is different from the upper connecting portion 80L provided on the left side of the vehicle in the first embodiment. ing. Further, the configuration of the lower connecting portion 146 on the left side of the vehicle is different from the lower connecting portion 81L provided on the left side of the vehicle in the first embodiment. The configurations of the upper connecting portion 80R on the right side of the vehicle and the lower connecting portion 81R on the right side of the vehicle in the heat exchange unit 100 are the same as those in the first embodiment. In addition, in this embodiment, while showing with the same code | symbol in the structure similar to the said 1st Embodiment, the description is abbreviate | omitted suitably. Further, in the present embodiment, for convenience, the upper connecting portion 80R on the right side of the vehicle is referred to as the upper right connecting portion 80R, and the lower connecting portion on the right side of the vehicle is referred to as the lower right connecting portion 81R. Further, the upper connecting portion 130 on the left side of the vehicle is referred to as an upper left connecting portion 130, and the lower connecting portion 146 on the left side of the vehicle is referred to as a lower left connecting portion 146.

  As shown in FIGS. 6 and 7, in the heat exchange unit 100, a bracket 111 is fixed to the left side of the vehicle on the front surface 35 of the upper tank 30 of the engine radiator 20. The bracket 111 includes a fixing portion 112 and a connecting plate 113, and is made of a resin material in which desired plastic deformation occurs when a load is applied by appropriately setting the thickness.

  As shown in FIG. 7, the fixing portion 112 has a plate shape having a thin thickness in the vertical direction, and the bracket 111 is fixed to the front surface 35 of the upper tank 30 by the back surface of the fixing portion 112. It is fixed to The connection plate 113 extends downward from the front surface of the fixed portion 112. The connection plate 113 is formed with a through hole 114 which penetrates the connection plate 113 in the front-rear direction of the vehicle. A cylindrical metal collar 115 is internally fitted in the through hole 114. The thickness of the connection plate 113 is set to a thickness that enables plastic deformation when a load is applied.

  As shown in FIG. 6, in the hybrid radiator 120, the configuration of the second tank 121 is different from that of the first embodiment. Further, the configuration of the first tank 61R and the radiator core 68 is the same as that of the first embodiment, and the first tank 61R is connected to the upper tank 30 of the engine radiator 20 by the upper right connecting portion 80R. . The second tank 121 is made of resin, and a bolt boss 123 is fixed to a portion of the upper wall 122 of the second tank 121 on the left side of the vehicle. The bolt boss 123 has a plate shape extending upward from the upper wall 122. As shown in FIG. 7, the front surface of the bolt boss 123 faces the rear surface of the connection plate 113 of the bracket 111 fixed to the upper tank 30. As shown in FIG. 7, the bolt boss 123 is formed with a through hole 124 that penetrates the bolt boss 123 in the front-rear direction of the vehicle. A nut 125 is fitted in the through hole 124.

  Then, the upper left connecting bolt 129 is sequentially inserted through the metal collar 115 of the bracket 111 and the nut 125 fitted in the bolt boss 123 of the second tank 121 of the hybrid radiator 120 and fastened with the nut 125 There is. With such a configuration, the upper portion on the left side of the hybrid radiator 120 is connected to the upper tank 30 of the engine radiator 20. That is, the upper left connecting portion 130 includes the bracket 111, the metal collar 115, the bolt boss 123 of the hybrid radiator 120, the nut 125, and the upper left connecting bolt 129.

  The upper tank 30 of the engine radiator 20 and the hybrid radiator 120 are connected by the upper left connecting portion 130 and the upper right connecting portion 80R having the same configuration as that of the first embodiment. The upper connecting bolt 69R of the right upper connecting portion 80R is rotatable relative to the metal collar 38R fitted in the bracket 36R. In the upper left connecting portion 130, the connecting plate 113 of the bracket 111 is configured to be plastically deformable. With such a configuration, in the present embodiment, the upper tank 30 and the hybrid radiator 60 can be relatively rotated about the upper right connecting portion 80R on the right side of the vehicle, and on the left side of the vehicle, the upper left connecting portion Relative rotation around 130 is possible.

  Further, as shown in FIG. 7, an insertion hole 127 extending in the front-rear direction is formed in the lower portion of the front wall 126 in the second tank 121 of the hybrid radiator 120. A nut 128 is internally fitted in the insertion hole 127.

  As shown in FIG. 6, the capacitor 140 includes a metal capacitor body 141 and a resin capacitor bottom 76. The vehicle right side of the capacitor main body 141 is connected to the hybrid radiator 120 by the lower right connection portion 81R.

  As shown in FIGS. 6 and 7, a metal bolt boss 143 is fixed to the upper end of the front surface 142 of the capacitor body 141 on the left side of the vehicle. The bolt boss 143 extends upward from the upper end on the left side of the vehicle of the front surface 142 of the capacitor body 141, and the rear surface faces the front surface of the front wall 126 of the second tank 121 of the hybrid radiator 120. The bolt boss 143 is formed with a through hole 144 penetrating in the front-rear direction of the vehicle. The bolt boss 143 is set to a thickness that allows plastic deformation when a load is applied.

  Then, the lower left connection bolt 145 is sequentially inserted into the through hole 144 of the bolt boss 143 of the capacitor main body 141 and the nut 128 fitted in the front wall 126 of each tank 121 of the hybrid radiator 120. It is concluded with With such a configuration, the upper part of the condenser 140 on the left side of the vehicle is connected to the lower part of the second tank 121 of the hybrid radiator 120. That is, in the present embodiment, the lower connecting portion 146 on the left side of the vehicle includes the nut 128 fixed to the front wall 126 of each tank 121 of the hybrid radiator 120, the bolt boss 143 of the capacitor main body 141 and the lower left connecting bolt 145. Have.

  And the capacitor | condenser 140 and the radiator 120 for hybrids are connected by this lower left part connection part 146 and the lower right part connection part 81R of the structure similar to 1st Embodiment. In the lower right connecting portion 81R, the lower lower connecting bolt 79R on the right side and the bolt boss 73R of the capacitor 70 can be rotated relative to each other. In the lower left connecting portion 146, the bolt boss 143 of the capacitor 140 is configured to be plastically deformable. With such a configuration, in the present embodiment, the capacitor 140 and the hybrid radiator 120 are rotatably coupled about the lower right coupling portion 81R on the right side of the vehicle, and on the left side of the vehicle, the left lower portion coupling Relative rotation is possible centering on the part 146.

Next, the operation of this embodiment will be described with reference to FIG.
When an impact is applied to at least one of the hybrid radiator 120 and the capacitor 140 at the time of a frontal collision of the vehicle, the hybrid radiator 120 and the capacitor 140 are relative to each other on the right side of the vehicle about the lower connecting bolt 79R Rotate. Further, as shown in FIG. 8, on the left side of the vehicle, when the bolt boss 143 of the lower left connecting portion 146 is bent by plastic deformation, the hybrid radiator 120 and the capacitor 140 are bent in a “V” shape. Then, along with this, the vehicle right side of the hybrid radiator 120 rotates about the upper connecting bolt 69R of the upper right connecting portion 80R with respect to the engine radiator 20. Further, as shown in FIG. 8, the left side of the hybrid radiator 120 is plastically deformed and bent by the connecting plate 113 of the bracket 111 of the upper left connecting portion 130, whereby the left upper connecting portion with respect to the engine radiator 20 Rotate around 130.

  Thus, the impact is absorbed by bending the hybrid radiator 120 and the capacitor 140 into a "V" shape. Then, when the hybrid radiator 120 and the capacitor 140 bend in a “V” shape, the hybrid radiator 120 rotates relative to the engine radiator 20, so the upper tank is rotated with the rotation of the hybrid radiator 120. The load acting on the load 30 is alleviated by this relative rotation, and the load hardly acts on the upper tank 30. Therefore, damage to the upper tank 30 of the engine radiator 20 at the time of a frontal collision of the vehicle can be suppressed.

That is, also in this embodiment, the same effects as (1) and (2) described in the first embodiment can be obtained.
In addition, the heat exchange unit of a hybrid vehicle is not limited to the aspect illustrated to said each embodiment, You may deform | transform as follows. In addition, combinations that can be combined in the following modifications may be combined as appropriate.

In the above embodiments, by engaging the first engagement portions 56R, 56L of the lower tank 50 of the engine radiator 20 and the second engagement portions 77R, 77L of the capacitor bottom portion 76, the capacitors 70, 140 and the engine are obtained. It is made to engage with the radiator 20. However, the lower tank 50 and the capacitors 70 and 140 of the engine radiator 20 may be connected by this other mechanism, for example, the upper connecting portion and the lower connecting portion exemplified in the first embodiment and the second embodiment. It may be connected relatively rotatably by the same composition. That is, for example, a bracket provided on the lower tank 50 of the engine radiator 20 and a bolt boss fixed to the capacitor bottom portion 76 are overlapped in the vehicle width direction or the vehicle longitudinal direction, and a bolt is inserted into the bracket and the bolt boss The aspect of fastening with the nut internally fitted in any of these is employable.
The condensers 70 and 140 may not be directly connected to the engine radiator 20, and may be connected to the engine radiator 20 only via the hybrid radiator 60.

  In the above embodiments, the upper connecting portion on the vehicle right of the upper tank 30 of the engine radiator 20 and the hybrid radiators 60 and 120 may have the same configuration as the upper left connecting portion 130 in the second embodiment. Further, in each of the above embodiments, the lower connecting portion on the vehicle right of the hybrid radiators 60 and 120 and the capacitors 70 and 140 may have the same configuration as the lower left connecting portion 146 in the second embodiment. In addition, while the upper connecting portion of each end of the upper tank 30 and the hybrid radiators 60 and 120 in the vehicle width direction has the same configuration as the upper connecting portions 80R and 80L of the first embodiment, the hybrid radiators 60 and 120 are configured. The lower connecting portion at each end in the vehicle width direction of the and the capacitors 70 and 140 may have the same configuration as the lower left connecting portion 146 of the second embodiment. The upper connecting portion of each end of the upper tank 30 and the hybrid radiators 60 and 120 in the vehicle width direction has the same configuration as the upper left connecting portion 130 in the second embodiment, while the hybrid radiators 60 and 120 and The lower connecting portion at each end in the vehicle width direction with the capacitors 70 and 140 may have the same configuration as the lower connecting portions 81R and 81L of the first embodiment.

  Further, the heat exchange units 10 and 100 are not limited to those in which the upper connecting portion and the lower connecting portion are provided at each end in the vehicle width direction. For example, in the case where the left upper connecting portion 130 and the lower left connecting portion 146 of the second embodiment are provided, the position where each of these connecting portions is provided is not the end in the vehicle width direction but the central portion in the vehicle width direction. It may be Further, only one lower connection portion connecting the hybrid radiator 60 and the condensers 70 and 140 may be provided in the heat exchange units 10 and 100, or three or more lower connection portions may be provided. Further, only one upper connection portion connecting the upper tank 30 and the hybrid radiators 60 and 120 may be provided in the heat exchange units 10 and 100, or three or more upper connection portions may be provided.

  In the above embodiments, the hybrid radiators 60 and 120 are provided above the condensers 70 and 140 in front of the engine radiator 20. However, the condensers 70 and 140 may be provided above the hybrid radiator 60 in front of the engine radiator 20. In that case, the lower portions of the capacitors 70 and 140 and the upper portions of the hybrid radiators 60 and 120 are coupled so as to be relatively rotatable around the lower coupling portion. Further, the upper portions of the capacitors 70 and 140 and the upper tank 30 are connected so as to be relatively rotatable around the upper connecting portion.

  -In each said embodiment, the material which comprises each member is not specifically limited. For example, the tank for the engine radiator and the hybrid radiator may be made of metal instead of resin. Also, the bolt bosses of the bracket and the hybrid radiator may be made of metal instead of resin.

  In each of the above embodiments, the method of fixing the bracket, the bolt boss, and each heat exchanger to which it is attached is not particularly limited. For example, when the bracket, the bolt boss, and each heat exchanger to which it is fixed are made of the same material, they may be fixed by integral molding. In addition, an engaging portion may be formed to engage with each other in the bracket or the bolt boss and the heat exchanger to which it is attached, and may be fixed via this engaging portion or fixed using an adhesive or the like. You may make it fix using fasteners, such as a volt | bolt. When each heat exchanger to which a bracket or a bolt boss is attached is made of metal, it may be fixed by welding.

  Also, the shape of each member is not particularly limited. For example, in the second embodiment, a guide portion such as a groove is formed in a portion assumed to be bent at the time of relative rotation of the hybrid radiator 120 and the engine radiator 20 in the connection plate 113 of the bracket 111. Good. Similarly, in the bolt boss 143 of the capacitor 140, a guide portion such as a groove may be formed at a portion assumed to be bent when the hybrid radiator 120 and the capacitor 140 rotate relative to each other.

  For example, in the second embodiment, the connecting plate 113 of the bracket 111 is bent when the hybrid radiator 120 rotates relative to the engine radiator 20. However, the connecting plate 113 and the fixing portion 112 And the fixing portion 112 may be bent.

  That is, in the second embodiment, the bracket 111 may be plastically deformed at the time of a front collision of the vehicle so that the upper tank 30 and the hybrid radiator 120 relatively rotate. Therefore, the bracket may be set to a thickness and a shape that can be plastically deformed when a load caused by a vehicle front collision acts, and a specific shape and the like thereof are not particularly limited.

  -In the upper connecting portion, a nut may be internally fitted to a bracket fixed to the upper tank, and a connecting bolt may be inserted in the order of the bolt boss of the hybrid radiator and the nut of the bracket and fastened with the nut. In the lower connection part, a bolt boss extending so as to cover the side wall or front wall of the capacitor is fixed to the hybrid radiator, and a nut is internally fitted on the side wall or front wall of the capacitor. The bolt boss and the nut internally fitted to the capacitor may be sequentially inserted to be fastened to the nut. Further, in the above-described embodiments, the heat exchangers are connected by using connecting bolts. However, the heat exchangers may be connected using connecting pins. Moreover, when making two heat exchangers connected by a connection part turnable using plastic deformation of a connection part, using an engaging part, an adhesive material, welding, etc. The connection part may be fixed.

  DESCRIPTION OF SYMBOLS 10, 100 ... Heat exchange unit, 15 ... Bumper reinforcement, 20 ... Engine radiator, 30 ... Upper tank, 36R, 36L, 111 ... Bracket, 40 ... Radiator core, 50 ... Lower tank, 56R, 56L ... 1st engagement part, 60, 120 ... hybrid radiator, 61R ... first tank, 61L, 121 ... second tank, 68 ... radiator core, 69R, 69L ... top connecting bolt, 70, 140 ... capacitor, 76 ... capacitor bottom, 77L ... second Engaging portion 77R second engaging portion 79R, 80L lower connecting bolt 80R 80L upper connecting portion 81R 81L lower connecting portion 129 upper left connecting bolt 130 upper left connecting portion 145 ... lower left connection bolt, 146 ... lower left connection part.

Claims (1)

An engine heat exchanger having an upper tank at the top, a hybrid heat exchanger, and an air conditioning heat exchanger.
The heat exchanger for one of the heat exchanger for hybrid and the heat exchanger for air conditioning is disposed above the other heat exchanger, and the heat exchanger for hybrid and the heat exchanger for air conditioning are the engines Heat exchange unit of a hybrid vehicle, which is arranged in front of and behind the heat exchanger for
A lower connection portion connecting the lower portion of the one heat exchanger and the upper portion of the other heat exchanger, and an upper connection portion connecting the upper portion of the one heat exchanger and the upper tank;
The one heat exchanger and the other heat exchanger are connected so as to be relatively rotatable around the lower connection portion,
A heat exchange unit of a hybrid vehicle, wherein the one heat exchanger and the upper tank are connected so as to be relatively rotatable around the upper connection portion.