JPH10259721A - Power cooling device for hybrid car - Google Patents

Power cooling device for hybrid car

Info

Publication number
JPH10259721A
JPH10259721A JP6399397A JP6399397A JPH10259721A JP H10259721 A JPH10259721 A JP H10259721A JP 6399397 A JP6399397 A JP 6399397A JP 6399397 A JP6399397 A JP 6399397A JP H10259721 A JPH10259721 A JP H10259721A
Authority
JP
Japan
Prior art keywords
cooling water
circulation passage
water circulation
radiator
cooling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP6399397A
Other languages
Japanese (ja)
Inventor
Mamoru Suzuki
衛 鈴木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP6399397A priority Critical patent/JPH10259721A/en
Publication of JPH10259721A publication Critical patent/JPH10259721A/en
Pending legal-status Critical Current

Links

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Landscapes

  • Electric Propulsion And Braking For Vehicles (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To perform integral formation of a radiator and independent control of a cooling water temperature, in a cooling system on the internal combustion engine side and a cooling system on the electric motor side. SOLUTION: This cooling device for a hybrid car comprises a cooling water circulation passage 10 to cool the internal combustion engine 11 side; a complete closed type second cooling water circulation passage 20 to cool the electric motor 21 side; a radiator 30 to integrally form the radiator parts of the two passages 10 and 20; and a partition 34 arranged at a tank 31 situated upper stream from the radiator and a tank 32 situated downstream from the radiator. In this case, the cap pressure of a second cooling water circulation passage 20 is set to a value exceeding a sum of the cap pressure C of the first cooling water circulation passage 10 and the pressure loss (e) of the core part of the first cooling water circulation passage 10. A small hole is formed in a partition 34 arranged at a tank 32 on the downstream side.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】本発明は、複数種の動力をも
つ、たとえば動力に内燃機関と電動機をもつ、ハイブリ
ッド車の動力冷却装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power cooling device for a hybrid vehicle having a plurality of types of power, for example, having an internal combustion engine and an electric motor as power.

【０００２】[0002]

【従来の技術】ハイブリッド車では、動力装置がたとえ
ば内燃機関と電動機／発電機／インバータの２系統あ
り、それぞれの冷却目標温度が異なるため、図１０に示
すように、通常、冷却経路も２系統１１０、１２０あ
る。内燃機関側の冷却系統１１０は内燃機関１１１、ラ
ジエータ１１２、ウォータポンプ１１３、キャップ１１
４を有し、電動機側の冷却系統１２０は、電動機／発電
機１２１、ラジエータ１２２、ウォータポンプ１２３、
キャップ１２４を有する。内燃機関側の冷却系統１１０
と電動機側の冷却系統１２０とは互いに完全に独立して
いる。2. Description of the Related Art In a hybrid vehicle, there are two power systems, for example, an internal combustion engine and an electric motor / generator / inverter. Since the respective cooling target temperatures are different, as shown in FIG. There are 110 and 120. An internal combustion engine 111, a radiator 112, a water pump 113, a cap 11
4, the motor-side cooling system 120 includes a motor / generator 121, a radiator 122, a water pump 123,
It has a cap 124. Cooling system 110 on the internal combustion engine side
And the cooling system 120 on the motor side are completely independent of each other.

【０００３】[0003]

【発明が解決しようとする課題】しかし、従来のハイブ
リッド車の動力冷却装置では、ラジエータを別々に構成
するため、搭載スペースが制限される車両への搭載が困
難になり、かつ、部品点数、組付工数が大になってコス
トアップとなるという問題がある。この場合、もしも両
系統を連通させると、目標温度の異なるクーラントが混
じりあい、温度コントロールが困難になり、場合によっ
ては温度コントロールが不可能になる。本発明の課題
は、温度制御が可能であるという条件を維持したまま、
内燃機関側の冷却系統のラジエータと電動機側の冷却系
統のラジエータを一体化させたハイブリッド車の動力冷
却装置を提供することにある。本発明のもう一つの課題
は、内燃機関側の冷却系統のラジエータと電動機側の冷
却系統のラジエータを一体化させても、一体化させた場
合に両冷却系統間のもれによって生じるかもしれない冷
却水の吹き出しと冷却水の減少を生じさせないようにす
ることにある。本発明のさらにもう一つの課題は、内燃
機関側の冷却系統のラジエータと電動機側の冷却系統の
ラジエータを一体化させても、一体化させた場合に両冷
却系統間のもれによって生じるかもしれない冷却水の流
量の少ない側の冷却系統の耐圧性の増大を低くおさえる
ようにすることにある。However, in the conventional power cooling device for a hybrid vehicle, since the radiators are separately configured, it is difficult to mount the radiator on a vehicle having a limited mounting space. There is a problem that the number of man-hours increases and the cost increases. In this case, if the two systems are connected, coolants having different target temperatures are mixed, making it difficult to control the temperature. In some cases, the temperature cannot be controlled. The object of the present invention is to maintain the condition that temperature control is possible,
An object of the present invention is to provide a power cooling device for a hybrid vehicle in which a radiator of a cooling system on the internal combustion engine side and a radiator of a cooling system on the electric motor side are integrated. Another problem of the present invention is that even if the radiator of the cooling system on the internal combustion engine side and the radiator of the cooling system on the electric motor are integrated, the integration may cause a leak between the two cooling systems. The purpose of the present invention is to prevent cooling water from blowing out and causing a decrease in cooling water. Still another object of the present invention is to integrate the radiator of the cooling system on the internal combustion engine side and the radiator of the cooling system on the electric motor side, but if they are integrated, they may be caused by leakage between the two cooling systems. An object of the present invention is to suppress the increase in the pressure resistance of the cooling system on the side where the flow rate of the cooling water is small.

【０００４】[0004]

【課題を解決するための手段】上記課題を解決する本発
明のハイブリッド車の動力冷却装置は、つぎの通りであ
る。 （１） 内燃機関側を冷却する冷却水が流れる第１の冷
却水循環通路と、電動機側を冷却する冷却水が流れる第
２の冷却水循環通路と、前記第１の冷却水循環通路と前
記第２の冷却水循環通路との両方に接続され内燃機関側
を冷却する冷却水と電動機側を冷却する冷却水が同じ方
向に流れるラジエータと、前記第１の冷却水循環通路に
設けられた第１のキャップおよび前記第２の冷却水循環
通路に設けられた第２のキャップと、を有し、前記ラジ
エータが、上流側タンクと、下流側タンクと、前記上流
側タンクと下流側タンクとを接続するコア部と、を有
し、前記上流側タンクと前記下流側タンクの各々には、
第１の冷却水循環通路と前記第２の冷却水循環通路とを
わける仕切りが設けられている、ハイブリッド車用動力
冷却装置。 （２） 前記第２の冷却水循環通路が完全密閉タイプで
ある（１）記載のハイブリッド車用動力冷却装置。 （３） 前記第２のキャップの設定圧力が、前記第１の
キャップの設定圧と前記第１の冷却水循環通路側のラジ
エータのコア部での圧力損失との和以上とされている
（１）記載のハイブリッド車用動力冷却装置。 （４） 前記第１の冷却水循環通路のラジエータコア部
の上流側圧力をＥ1 、前記第１の冷却水循環通路のラジ
エータコア部の下流側圧力をＥ2 、前記第２の冷却水循
環通路のラジエータコア部の上流側圧力をＨ1 、前記第
２の冷却水循環通路のラジエータコア部の下流側圧力を
Ｈ2 、とした場合、｜Ｅ1 −Ｈ1 ｜＞｜Ｅ 2 −Ｈ2 ｜と
なるように前記下流側タンクに設けられた第１の冷却水
循環通路と前記第２の冷却水循環通路とをわける前記仕
切りに小穴があけられている（１）、（２）記載のハイ
ブリッド車用動力冷却装置。[MEANS FOR SOLVING THE PROBLEMS]
The power cooling system for the Ming hybrid vehicle is as follows.
You. (1) First cooling water in which cooling water for cooling the internal combustion engine flows
The water recirculation passage and the cooling water that cools the motor
2 and the first cooling water circulation passage and the first cooling water circulation passage.
Connected to both the second cooling water circulation passage and the internal combustion engine side
The cooling water for cooling the motor and the cooling water for cooling the motor side are the same
To the radiator flowing in the first direction and the first cooling water circulation passage.
A first cap provided and the second cooling water circulation
A second cap provided in the passage;
The eta is an upstream tank, a downstream tank, and the upstream tank.
And a core connecting the downstream tank and the downstream tank.
And, in each of the upstream tank and the downstream tank,
A first cooling water circulation passage and the second cooling water circulation passage
Power for hybrid vehicles with partitions to separate
Cooling system. (2) The second cooling water circulation passage is a completely sealed type.
A power cooling device for a hybrid vehicle according to (1). (3) The set pressure of the second cap is equal to the first pressure of the first cap.
The set pressure of the cap and the radius of the first cooling water circulation passage
It is equal to or greater than the sum of the pressure loss at the eta core
The power cooling device for a hybrid vehicle according to (1). (4) Radiator core portion of the first cooling water circulation passage
The upstream pressure of E1The first cooling water circulation passage
The downstream pressure of the eta coreTwo, The second cooling water circulation
The pressure on the upstream side of the radiator core portion of the1The said
Pressure on the downstream side of the radiator core of the cooling water circulation passage 2
HTwo, Then | E1-H1|> | E Two-HTwo| And
A first cooling water provided in the downstream tank so that
The above-mentioned specification for dividing the circulation passage and the second cooling water circulation passage.
High holes described in (1) and (2) with small holes
Power cooling system for brid cars.

【０００５】上記（１）のハイブリッド車用動力冷却装
置では、第１の冷却水循環通路と第２の冷却水循環通路
と両方に接続されるラジエータを設けて、第１の冷却水
循環通路のラジエータと第２の冷却水循環通路のラジエ
ータを一体化した。この場合、第１の冷却水循環通路と
第２の冷却水循環通路とはラジエータの上流側タンクと
下流側タンクの各々に設けた仕切りによってわけられて
いるので、自由な冷却水の混じり合いは抑制され、各冷
却水循環通路の冷却水温度はそれぞれの目標温度に容易
に維持される。上記（２）のハイブリッド車用動力冷却
装置では、第２の冷却水循環通路が完全密閉タイプとさ
れているので、ラジエータを一体化した場合の問題であ
る、上流側タンクの仕切りにもれが生じて、第１の冷却
水循環通路から第２の冷却水循環通路へ冷却水が流れこ
み第２の冷却水循環通路のキャップからの吹き出しとそ
れによる第１の冷却水循環通路の冷却水の減少が生じる
ことが、抑制される。上記（３）のハイブリッド車用動
力冷却装置では、第２のキャップの設定圧力が、第１の
キャップの設定圧と第１の冷却水循環通路側のラジエー
タのコア部での圧力損失との和以上とされているので、
ラジエータを一体化した場合の問題である、上流側タン
クで仕切りにもれが生じて、第１の冷却水循環通路から
第２の冷却水循環通路へ冷却水が流れこみ第２の冷却水
循環通路のキャップが先に開きそこからの吹き出しとそ
れによる第１の冷却水循環通路の冷却水の減少が生じる
ことが、抑制される。上記（４）のハイブリッド車用動
力冷却装置では、下流側タンクに設けられた第１の冷却
水循環通路と第２の冷却水循環通路とをわける仕切りに
小穴があけられているので、Ｈ2 がほぼＥ2 に等しくな
り、第２の冷却水循環通路の系統圧は最大第１の冷却水
循環通路のキャップ圧（Ｃ≒Ｅ2 ）と第２の冷却水循環
通路のコア部での圧損ｈとの和Ｃ＋ｈとなる。第２の冷
却水循環通路のコア部での圧損ｈは第１の冷却水循環通
路のコア部での圧損ｅより大幅に小さいので、Ｃ＋ｈは
Ｅ1 より小さい。したがって、ラジエータを一体化した
場合の問題である、上流側タンクで仕切りにもれが生じ
て、仕切りに小穴があけられない場合に第２の冷却水循
環通路の系統圧が最大Ｃ＋ｅとなるところを、小穴によ
り第２の冷却水循環通路の系統圧が最大Ｃ＋ｈに低減さ
れる。これによって、第２の冷却水循環通路の耐圧性を
低くすることができる。In the power cooling device for a hybrid vehicle of the above (1), a radiator connected to both the first cooling water circulation passage and the second cooling water circulation passage is provided, and the radiator of the first cooling water circulation passage is connected to the second cooling water circulation passage. The radiator of the cooling water circulation passage No. 2 was integrated. In this case, since the first cooling water circulation passage and the second cooling water circulation passage are separated by partitions provided in the upstream tank and the downstream tank of the radiator, free mixing of the cooling water is suppressed. The cooling water temperature of each cooling water circulation passage is easily maintained at the respective target temperature. In the power cooling device for a hybrid vehicle of the above (2), since the second cooling water circulation passage is of a completely sealed type, a problem occurs when the radiator is integrated, and the partition of the upstream tank leaks. As a result, the cooling water flows from the first cooling water circulation passage to the second cooling water circulation passage and blows out from the cap of the second cooling water circulation passage, thereby causing a decrease in the cooling water of the first cooling water circulation passage. Is suppressed. In the power cooling device for a hybrid vehicle according to the above (3), the set pressure of the second cap is equal to or more than the sum of the set pressure of the first cap and the pressure loss at the core of the radiator on the first cooling water circulation passage side. It is said that
A problem in the case where the radiator is integrated is that a partition leaks in the upstream tank, cooling water flows from the first cooling water circulation passage to the second cooling water circulation passage, and a cap of the second cooling water circulation passage. Is opened first, and the occurrence of the blow-out therefrom and the decrease of the cooling water in the first cooling water circulation passage caused by the blowing are suppressed. The power cooling device for a hybrid vehicle of the above (4), since the small hole in the partition dividing the first cooling water circulation passage and the second cooling water circulation passage provided in the downstream side tank is opened, H 2 approximately equals E 2, the sum C + h with pressure drop h at line pressure of the second cooling water circulation passage largest first cap pressure of the cooling water circulation passage (C ≒ E 2) and the core portion of the second cooling water circulation passage Becomes Since pressure loss h in the core portion of the second cooling water circulation passage substantially less than the pressure drop e in the core portion of the first cooling water circulation passage, C + h is smaller than E 1. Therefore, there is a problem in the case where the radiator is integrated, that is, a case where the partition pressure is generated in the upstream tank and the system pressure of the second cooling water circulation passage becomes the maximum C + e when a small hole cannot be formed in the partition. The system pressure of the second cooling water circulation passage is reduced to the maximum C + h by the small holes. Thereby, the pressure resistance of the second cooling water circulation passage can be reduced.

【０００６】[0006]

【発明の実施の形態】図１は本発明の第１実施例のハイ
ブリッド車用動力冷却装置を示し、図２は本発明の第２
実施例のハイブリッド車用動力冷却装置を示し、図３は
本発明の第３実施例のハイブリッド車用動力冷却装置を
示し、図４は本発明の第４実施例のハイブリッド車用動
力冷却装置を示す。また、図５は簡易密閉タイプの冷却
水循環通路に対して設けられるキャップを示し、図６は
完全密閉タイプの冷却水循環通路に対して設けられるキ
ャップを示す。さらに、図７、８は仕切りのシールの一
例を、図９は仕切りのシールのもう一例を示す。本発明
の全実施例に共通する部分には本発明の全実施例にわた
って同じ符号が付してある。FIG. 1 shows a power cooling device for a hybrid vehicle according to a first embodiment of the present invention, and FIG. 2 shows a second embodiment of the present invention.
FIG. 3 shows a power cooling device for a hybrid vehicle according to a third embodiment of the present invention, and FIG. 4 shows a power cooling device for a hybrid vehicle according to a fourth embodiment of the present invention. Show. FIG. 5 shows a cap provided for a simple closed type cooling water circulation passage, and FIG. 6 shows a cap provided for a completely closed type cooling water circulation passage. 7 and 8 show an example of a partition seal, and FIG. 9 shows another example of a partition seal. Portions common to all embodiments of the present invention are denoted by the same reference numerals throughout all embodiments of the present invention.

【０００７】まず、本発明の全実施例に共通な部分を、
図１および図７〜図９を参照して、説明する。図１に示
すように、本発明のハイブリッド車用動力冷却装置は、
内燃機関側を冷却する冷却水が流れる第１の冷却水循環
通路１０と、電動機側を冷却する冷却水が流れる第２の
冷却水循環通路２０と、第１の冷却水循環通路１０と第
２の冷却水循環通路２０とに対して１つ設けられ内燃機
関側を冷却する冷却水５０と電動機側を冷却する冷却水
５０（内燃機関側を冷却する冷却水５０と同じ種類の冷
却水）が同じ方向に流れるラジエータ３０と、第１の冷
却水循環通路１０に設けられた第１のキャップ４０Ａお
よび第２の冷却水循環通路２０に設けられた第２のキャ
ップ４０Ｂと、を有する。First, parts common to all embodiments of the present invention are as follows:
This will be described with reference to FIG. 1 and FIGS. As shown in FIG. 1, the power cooling device for a hybrid vehicle according to the present invention includes:
A first cooling water circulation passage 10 through which cooling water for cooling the internal combustion engine flows, a second cooling water circulation passage 20 through which cooling water for cooling the electric motor flows, a first cooling water circulation passage 10, and a second cooling water circulation. One cooling water 50 provided for the passage 20 and cooling the internal combustion engine side and cooling water 50 for cooling the electric motor side (the same type of cooling water as the cooling water 50 for cooling the internal combustion engine side) flow in the same direction. It has a radiator 30, a first cap 40 </ b> A provided in the first cooling water circulation passage 10, and a second cap 40 </ b> B provided in the second cooling water circulation passage 20.

【０００８】第１の冷却水循環通路１０は、内燃機関１
１、ラジエータ３０、ウォーターポンプ１２を、冷却水
流れ方向に順に、接続している。注水は第１のキャップ
４０Ａを外して行われ、注水後、第１のキャップ４０Ａ
がラジエータ３０に装着される。第２の冷却水循環通路
２０は、車輪駆動用の電動機２１および発電機２２、ラ
ジエータ３０、内部に空気層を有するリザーブタンク２
５、直流と交流を変換するインバーター２３、ウォータ
ーポンプ２４を、冷却水流れ方向に順に、接続してい
る。注水は第２のキャップ４０Ｂを外して行われ、注水
後、第２のキャップ４０Ｂがリザーブタンク２５に装着
される。[0008] The first cooling water circulation passage 10 is
1, the radiator 30 and the water pump 12 are connected in order in the flow direction of the cooling water. Water injection is performed with the first cap 40A removed, and after water injection, the first cap 40A
Is mounted on the radiator 30. The second cooling water circulation passage 20 includes a motor 21 and a generator 22 for driving wheels, a radiator 30, and a reserve tank 2 having an air layer therein.
5. An inverter 23 for converting DC and AC and a water pump 24 are connected in order in the flow direction of the cooling water. Water injection is performed with the second cap 40B removed, and after the water injection, the second cap 40B is attached to the reserve tank 25.

【０００９】図５は第１のキャップ４０Ａを示してい
る。ラジエータ内冷却水圧が設定圧より上昇すると、ス
プリング４１が撓んで弁４２が開き、ラジエータ内の冷
却水を穴４３を通してリザーブタンク１３へと流し、ラ
ジエータ内の冷却水圧が上記設定圧より低い所定圧より
低下すると、スプリング４４が撓んで弁４５が開き、リ
ザーブタンク１３内の冷却水を穴４３を通してラジエー
タ内に戻す。図６は第２のキャップ４０Ｂを示してい
る。第２のキャップ４０Ｂは、戻し側の弁４５とスプリ
ング４４が無いことを除けば第１のキャップ４０Ａと類
似の構造を有する。ただし、第１のキャップ４０Ａの設
定圧と第２のキャップ４０Ｂの設定圧は同じであるとは
限らない。FIG. 5 shows the first cap 40A. When the cooling water pressure in the radiator rises above the set pressure, the spring 41 bends and the valve 42 opens, allowing the cooling water in the radiator to flow to the reserve tank 13 through the hole 43, and the cooling water pressure in the radiator being lower than the predetermined pressure by a predetermined pressure. When the pressure drops further, the spring 44 bends and the valve 45 opens, returning the cooling water in the reserve tank 13 to the radiator through the hole 43. FIG. 6 shows the second cap 40B. The second cap 40B has a structure similar to that of the first cap 40A except that there is no return valve 45 and no spring 44. However, the set pressure of the first cap 40A and the set pressure of the second cap 40B are not necessarily the same.

【００１０】第２の冷却水循環通路２０は、冷却水の圧
力変化をリザーブタンク２５内の空気層の膨張、収縮で
吸収し第２のキャップ４０Ｂの設定圧以下では冷却水を
系統側に噴出しない、完全密閉型の系統とされる。これ
に対し、第１の冷却水循環通路１０は、圧力上昇時は第
１のキャップ４０Ａから冷却水をリザーブタンク１３へ
吹き出し圧力下降時はリザーブタンク１３から冷却水を
すいもどすことにより冷却水の圧力変化を吸収する、簡
易密閉型の系統とされるか、あるいは、上記の完全密閉
型の系統とされる。すなわち、第１の冷却水循環通路１
０は簡易密閉型でも完全密閉型でもよいが、第２の冷却
水循環通路２０は完全密閉型でなければならない。第１
の冷却水循環通路１０を流れる冷却水の流量は約８０リ
ットル／分であり、第２の冷却水循環通路２０を流れる
冷却水の流量は約３リットル／分であり、第１の冷却水
循環通路１０を流れる冷却水の流量に比べて少ない。The second cooling water circulation passage 20 absorbs a change in pressure of the cooling water by expansion and contraction of the air layer in the reserve tank 25, and does not blow out the cooling water to the system side when the pressure is lower than the set pressure of the second cap 40B. , A completely closed system. On the other hand, the first cooling water circulation passage 10 blows the cooling water from the first cap 40A to the reserve tank 13 when the pressure rises, and rinses the cooling water from the reserve tank 13 when the pressure falls, thereby reducing the pressure of the cooling water. It is a simple closed type system that absorbs changes, or a completely closed type system described above. That is, the first cooling water circulation passage 1
0 may be a simple closed type or a completely closed type, but the second cooling water circulation passage 20 must be a completely closed type. First
The flow rate of the cooling water flowing through the cooling water circulation passage 10 is about 80 l / min, the flow rate of the cooling water flowing through the second cooling water circulation path 20 is about 3 l / min, and the first cooling water circulation path 10 It is smaller than the flow rate of flowing cooling water.

【００１１】ラジエータ３０は、上流側タンク３１と、
下流側タンク３２と、上流側タンクと下流側タンクとを
接続するコア部３３と、を有する。上流側タンク３１と
下流側タンク３２の各々には、第１の冷却水循環通路１
０と第２の冷却水循環通路２０とをわける仕切り３４が
設けられている。これによって、コア部３３も第１の冷
却水循環通路１０を流れる冷却水が流れる部分３３Ａと
第２の冷却水循環通路２０を流れる冷却水が流れる部分
３３Ｂとがわけられている。第１の冷却水循環通路１０
を流れる冷却水の流量が約８０リットル／分である場
合、コア部分３３Ａでの圧力損失ｅは約０．５ｋｇｆ／
ｃｍ2 であり、第２の冷却水循環通路２０を流れる冷却
水の流量が約３リットル／分である場合、コア部分３３
Ｂでの圧力損失ｈは約０．１ｋｇｆ／ｃｍ2 である。The radiator 30 includes an upstream tank 31 and
It has a downstream tank 32 and a core 33 connecting the upstream tank and the downstream tank. The first cooling water circulation passage 1 is provided in each of the upstream tank 31 and the downstream tank 32.
A partition 34 that separates the cooling water circulation passage 20 from the cooling water circulation passage 20 is provided. Thus, the core portion 33 is also divided into a portion 33A through which the cooling water flowing through the first cooling water circulation passage 10 flows and a portion 33B through which the cooling water flowing through the second cooling water circulation passage 20 flows. First cooling water circulation passage 10
Is about 80 liters / minute, the pressure loss e at the core portion 33A is about 0.5 kgf / min.
cm 2 and the flow rate of the cooling water flowing through the second cooling water circulation passage 20 is about 3 liters / minute,
The pressure loss h at B is about 0.1 kgf / cm 2 .

【００１２】この仕切り３４のシール構造は、完全にも
れが無いように製作することは難しい。図７、図８は仕
切り３４のシール構造の一例を示しており、図９は仕切
り３４のシール構造のもう一つの例を示している。ただ
し、シール構造３４は、これらの構造に限られるもので
はない。図７、図８の例では、ラジエータタンク３１、
３２が仕切り３４を有し、コアチューブと連通する複数
の穴を有するラジエータコアプレート３５がかしめられ
るときに、タンク３１、３２とコアプレート３５との間
に外周ガスケット３６と仕切りガスケット３７が介装さ
れる。しかし、外周ガスケット３６と仕切りガスケット
３７は別体のため外周ガスケット３６と仕切りガスケッ
ト３７の間に隙間３８が生じる。図９の例では、外周ガ
スケット３６と仕切りガスケット３７を一体としたガス
ケットを用いた場合を示しているが、コアプレート３５
をかしめた時にコアプレート３５が変形して隙間３９が
生じる。It is difficult to manufacture the seal structure of the partition 34 so that there is no leakage. 7 and 8 show an example of the seal structure of the partition 34, and FIG. 9 shows another example of the seal structure of the partition 34. However, the seal structure 34 is not limited to these structures. 7 and 8, in the radiator tank 31,
When a radiator core plate having a plurality of holes communicating with the core tube is caulked, an outer peripheral gasket and a partition gasket are interposed between the tank and the core plate. Is done. However, since the outer peripheral gasket 36 and the partition gasket 37 are separate bodies, a gap 38 is generated between the outer peripheral gasket 36 and the partition gasket 37. FIG. 9 shows an example in which a gasket in which the outer peripheral gasket 36 and the partition gasket 37 are integrated is used.
When caulking is performed, the core plate 35 is deformed and a gap 39 is generated.

【００１３】上記の全実施例に共通部分の作用について
は、第１の冷却水循環通路１０と第２の冷却水循環通路
２０とに対して１つのラジエータ３０を設けて、第１の
冷却水循環通路のラジエータと第２の冷却水循環通路の
ラジエータを一体化した。この場合、第１の冷却水循環
通路１０と第２の冷却水循環通路２０とはラジエータ３
０の上流側タンク３１と下流側タンク３２の各々に設け
た仕切り３４によってわけられているので、自由な冷却
水の混じり合いは抑制され、各冷却水循環通路の冷却水
温度はそれぞれの目標温度（たとえば、第１の冷却水循
環通路１０の冷却水は約８０〜９０℃、第２の冷却水循
環通路２０の冷却水は約４０〜６０℃）に容易に維持さ
れる。また、ラジエータ３０を一体化したので、別々の
場合よりもスペースが小になり、車両への搭載がスペー
ス上容易になる。また、同じ冷却水を用いるので、仕切
り３４にもれが生じても問題は生じない。Regarding the operation of the common part in all of the above embodiments, one radiator 30 is provided for the first cooling water circulation passage 10 and the second cooling water circulation passage 20, and the first cooling water circulation passage is provided. The radiator and the radiator of the second cooling water circulation passage are integrated. In this case, the first cooling water circulation passage 10 and the second cooling water circulation passage 20 are connected to the radiator 3.
0, the partition is provided in each of the upstream tank 31 and the downstream tank 32, so that free mixing of the cooling water is suppressed, and the cooling water temperature of each cooling water circulation passage is set to the respective target temperature ( For example, the cooling water in the first cooling water circulation passage 10 is easily maintained at about 80 to 90 ° C., and the cooling water in the second cooling water circulation passage 20 is easily maintained at about 40 to 60 ° C.). Further, since the radiators 30 are integrated, the space is smaller than in the case where the radiators 30 are separately provided, and mounting on a vehicle becomes easier in terms of space. Further, since the same cooling water is used, no problem occurs even if the partition 34 is leaked.

【００１４】上記の如く、シール部をもれが無いように
製作することは難しいので、シール部にもれがあること
を前提とし、仕切り３４のシール構造にもれがあって
も、第１の冷却水循環通路１０および第２の冷却水循環
通路２０に問題が生じないように対策が施されなければ
ならない。このために、以下の各実施例に述べるように
種々の対策がとられる。以下に、本発明の各実施例に特
有な部分を説明する。As described above, since it is difficult to manufacture the seal portion without leakage, it is assumed that there is leakage in the seal portion. The cooling water circulation passage 10 and the second cooling water circulation passage 20 need to be provided with a countermeasure so as not to cause a problem. For this purpose, various measures are taken as described in the following embodiments. Hereinafter, portions unique to each embodiment of the present invention will be described.

【００１５】本発明の第１実施例では、図１に示すよう
に、第１の冷却水循環通路１０は簡易密閉タイプとさ
れ、第２の冷却水循環通路２０は完全密閉タイプとされ
ている。仕切り３４のシール構造にもれが発生しても冷
却水吹き出しとそれによる内燃機関側冷却水の減少が生
じないように、第２の冷却水循環通路２０のキャップ４
０Ｂのキャップ圧は、第１の冷却水循環通路１０のキャ
ップ４０Ａのキャップ圧Ｃと、第１の冷却水循環通路１
０のラジエータコア部分３３Ａの圧損ｅと、の和以上と
され、第２の冷却水循環通路２０のキャップ４０Ｂが第
１の冷却水循環通路１０のキャップ４０Ａより先に開く
ことがないようにされている。たとえば、第１の冷却水
循環通路１０のキャップ４０Ａのキャップ圧Ｃを０．９
ｋｇｆ／ｃｍ2 とすると、第１の冷却水循環通路１０の
ラジエータコア部分３３Ａの圧損ｅは流量が約８０リッ
トル／分で約０．５ｋｇｆ／ｃｍ2 であるから、第２の
冷却水循環通路２０のキャップ４０Ｂのキャップ圧は、
Ｃ＋ｅ＝１．４ｋｇｆ／ｃｍ2 以上、たとえば１．５ｋ
ｇｆ／ｃｍ2 とされる。また、第２の冷却水循環通路２
０のリザーブタンク２５内にあるパイプ先端部２６は、
常に、リザーブタンク２５内の冷却水面下にあるように
低位に設置されている。In the first embodiment of the present invention, as shown in FIG. 1, the first cooling water circulation passage 10 is of a simple closed type, and the second cooling water circulation passage 20 is of a completely closed type. Even if a leak occurs in the seal structure of the partition 34, the cap 4 of the second cooling water circulation passage 20 is so formed as not to blow out the cooling water and thereby reduce the cooling water on the internal combustion engine side.
The cap pressure of 0 B is equal to the cap pressure C of the cap 40 A of the first cooling water circulation passage 10 and the cap pressure of the first cooling water circulation passage 1.
0, the pressure loss e of the radiator core portion 33A, so that the cap 40B of the second cooling water circulation passage 20 does not open earlier than the cap 40A of the first cooling water circulation passage 10. . For example, the cap pressure C of the cap 40A of the first cooling water circulation passage 10 is set to 0.9.
When kgf / cm 2, pressure loss e of the first radiator core portion 33A of the cooling water circulation passage 10 because the flow rate is about 0.5 kgf / cm 2 at about 80 liters / minute, the second cooling water circulation passage 20 The cap pressure of the cap 40B is
C + e = 1.4 kgf / cm 2 or more, for example, 1.5 k
gf / cm 2 . Also, the second cooling water circulation passage 2
The pipe tip 26 in the reserve tank 25 of 0
It is always installed at a low level so as to be below the cooling water level in the reserve tank 25.

【００１６】本発明の第１実施例の作用はつぎの通りで
ある。ラジエータの仕切り３４のシールが不完全である
と、第１の冷却水循環通路１０の最大圧、すなわちＣ＋
ｅ＝１．４ｋｇｆ／ｃｍ2 が第１の冷却水循環通路１０
のラジエータ上流側タンク３１に発生する可能性があ
り、その圧力がラジエータの仕切り３４のシールの不完
全により第２の冷却水循環通路２０のラジエータ上流側
タンク３１内にかかると、第２の冷却水循環通路２０の
キャップ４０Ｂのキャップ圧をＣ＝０．９ｋｇｆ／ｃｍ
2 に設定した場合は第２の冷却水循環通路２０のキャッ
プ４０Ｂが先に開いて、第１の冷却水循環通路１０から
第２の冷却水循環通路２０に冷却水が流れ込み、第２の
冷却水循環通路２０のキャップ４０Ｂから吹き出して、
第１の冷却水循環通路１０に冷却水減少とそれによる内
燃機関冷却不全が生じる。しかし、本発明の第１実施例
では第２の冷却水循環通路２０のキャップ４０Ｂのキャ
ップ圧をＣ＋ｅ＝１．４ｋｇｆ／ｃｍ2 以上、たとえば
１．５ｋｇｆ／ｃｍ2 に設定しているので、第２の冷却
水循環通路２０のキャップ４０Ｂから吹き出しは生じな
い。なお、第１の冷却水循環通路１０のキャップ４０Ａ
から吹き出しは従来通りであるから問題は生じない。The operation of the first embodiment of the present invention is as follows. If the seal of the radiator partition 34 is incomplete, the maximum pressure of the first cooling water circulation passage 10, that is, C +
e = 1.4 kgf / cm 2 in the first cooling water circulation passage 10
When the pressure is applied to the inside of the radiator upstream tank 31 of the second cooling water circulation passage 20 due to incomplete sealing of the radiator partition 34, the second cooling water circulation may occur. The cap pressure of the cap 40B of the passage 20 is set to C = 0.9 kgf / cm.
When set to 2 , the cap 40B of the second cooling water circulation passage 20 is opened first, and the cooling water flows from the first cooling water circulation passage 10 into the second cooling water circulation passage 20, and the second cooling water circulation passage 20 From the cap 40B of
In the first cooling water circulation passage 10, the cooling water is reduced and the cooling failure of the internal combustion engine is caused. However, since in the first embodiment of the present invention are set cap pressure cap 40B of the second cooling water circulation passage 20 C + e = 1.4kgf / cm 2 or more, for example, 1.5 kgf / cm 2, a second Does not occur from the cap 40 </ b> B of the cooling water circulation passage 20. The cap 40A of the first cooling water circulation passage 10
No problem arises since the blowout is the same as before.

【００１７】第２の冷却水循環通路２０のウォーターポ
ンプ２４が止まって内燃機関１１が動いているときは、
第２の冷却水循環通路２０内で冷却水の逆流が生じる。
この場合、もしも第２の冷却水循環通路２０のパイプ先
端部２６がリザーブタンク２５内の水面より上にあると
空気の混入が生じるが、第２の冷却水循環通路２０のパ
イプ先端部２６がリザーブタンク２５内の水面より常に
下にあるように設定すれているので、空気の混入は生じ
ない。When the water pump 24 of the second cooling water circulation passage 20 is stopped and the internal combustion engine 11 is running,
A reverse flow of the cooling water occurs in the second cooling water circulation passage 20.
In this case, if the pipe tip 26 of the second cooling water circulation passage 20 is above the water surface in the reserve tank 25, air is mixed in. However, the pipe tip 26 of the second cooling water circulation passage 20 is Since it is set so that it is always below the water surface in 25, no air is mixed.

【００１８】本発明の第２実施例では、図２に示すよう
に、第１の冷却水循環通路１０は完全密閉タイプとさ
れ、第２の冷却水循環通路２０も完全密閉タイプとされ
ている。第１の冷却水循環通路１０に、下流側タンク３
２とウォーターポンプ１２を直接結ぶ経路と並列にリザ
ーブタンク１４を介して下流側タンク３２とウォーター
ポンプ１２を結ぶ経路を設け、リザーブタンク１４は空
気層を有し、このリザーブタンク１４に先に述べたキャ
ップ４０Ｂが設けられる。キャップ４０Ｂの設定圧Ｃは
約０．９ｋｇｆ／ｃｍ2 とされている。その他は本発明
の第１実施例に準じる。すなわち、第２の冷却水循環通
路２０のキャップ４０Ｂのキャップ圧は、第１の冷却水
循環通路１０のキャップ４０Ｂのキャップ圧Ｃと、第１
の冷却水循環通路１０のラジエータコア部分３３Ａの圧
損ｅと、の和以上とされ、第２の冷却水循環通路２０の
キャップ４０Ｂが第１の冷却水循環通路１０のキャップ
４０Ａより先に開くことがないようにされている。ま
た、第２の冷却水循環通路２０のリザーブタンク２５内
にあるパイプ先端部２６は、常に、リザーブタンク２５
内の冷却水面下にあるように低位に設置されている。本
発明の第２実施例の作用は本発明の第１実施例の作用に
準じる。In the second embodiment of the present invention, as shown in FIG. 2, the first cooling water circulation passage 10 is of a completely sealed type, and the second cooling water circulation passage 20 is also of a completely sealed type. The first cooling water circulation passage 10 has a downstream tank 3
A path connecting the downstream tank 32 and the water pump 12 is provided through the reserve tank 14 in parallel with a path directly connecting the water pump 12 and the water pump 12, and the reserve tank 14 has an air layer. Cap 40B is provided. The set pressure C of the cap 40B is about 0.9 kgf / cm 2 . Others are the same as in the first embodiment of the present invention. That is, the cap pressure of the cap 40B of the second cooling water circulation passage 20 is different from the cap pressure C of the cap 40B of the first cooling water circulation passage 10 by the first pressure.
And the pressure loss e of the radiator core portion 33A of the cooling water circulation passage 10 of the second cooling water circulation passage 20 so that the cap 40B of the second cooling water circulation passage 20 does not open earlier than the cap 40A of the first cooling water circulation passage 10. Has been. Further, the pipe tip 26 in the reserve tank 25 of the second cooling water circulation passage 20 is always connected to the reserve tank 25.
It is installed at a low level so that it is below the cooling water level inside. The operation of the second embodiment of the present invention is similar to the operation of the first embodiment of the present invention.

【００１９】本発明の第３実施例は、仕切り３４のシー
ル構造にもれがあることを前提とした場合の、第２の冷
却水循環通路２０のキャップ圧を下げる実施例である。
本発明の第３実施例では、図３に示すように、第１の冷
却水循環通路１０は簡易密閉タイプとされ、第２の冷却
水循環通路２０は完全密閉タイプとされている。第１の
冷却水循環通路１０のラジエータコア部３３Ａの上流側
圧力をＥ1 、第１の冷却水循環通路１０のラジエータコ
ア部３３Ａの下流側圧力をＥ2 、第２の冷却水循環通路
２０のラジエータコア部３３Ｂの上流側圧力をＨ1 、第
２の冷却水循環通路２０のラジエータコア部３３Ｂの下
流側圧力をＨ2 、とした場合、｜Ｅ1 −Ｈ1 ｜＞｜Ｅ2
−Ｈ2 ｜となるように、ラジエータ下流側タンク３２に
設けられた第１の冷却水循環通路１０と第２の冷却水循
環通路２０とをわける仕切り３４に小穴６０があけられ
ている。第１の冷却水循環通路１０のラジエータコア部
３３Ａでの圧損ｅはＥ1 −Ｅ2 であり、第２の冷却水循
環通路２０のラジエータコア部３３Ｂでの圧損はＨ1 −
Ｈ2 である。第１の冷却水循環通路１０のラジエータコ
ア部３３Ａの下流側圧力Ｅ2 は第１の冷却水循環通路１
０のキャップ４０Ａのキャップ圧Ｃに等しい。また、上
流側タンク３１の仕切り３４のシール部のもれ面積を
ａ、下流側タンク３２の仕切り３４の小穴６０の面積を
ｂとすると、ｂはａに比べてはるかに大きい。The third embodiment of the present invention is an embodiment in which the cap pressure of the second cooling water circulation passage 20 is reduced on the assumption that the seal structure of the partition 34 is leaky.
In the third embodiment of the present invention, as shown in FIG. 3, the first cooling water circulation passage 10 is of a simple closed type, and the second cooling water circulation passage 20 is of a completely closed type. E 1 the pressure on the upstream side of the first radiator core portion 33A of the cooling water circulation passage 10, E 2 the downstream side pressure of the first radiator core portion 33A of the cooling water circulation passage 10, the second radiator core cooling water circulation passage 20 When the upstream pressure of the portion 33B is H 1 and the downstream pressure of the radiator core portion 33B of the second cooling water circulation passage 20 is H 2 , | E 1 −H 1 |> | E 2
A small hole 60 is formed in the partition 34 that divides the first cooling water circulation passage 10 and the second cooling water circulation passage 20 provided in the radiator downstream tank 32 so as to satisfy −H 2 |. The pressure loss e at the radiator core 33A of the first cooling water circulation passage 10 is E 1 -E 2 , and the pressure loss at the radiator core 33B of the second cooling water circulation passage 20 is H 1 -E 2.
H 2 . The downstream pressure E 2 of the radiator core 33A of the first cooling water circulation passage 10 is
It is equal to the cap pressure C of the cap 40A of 0. Further, assuming that the leakage area of the seal portion of the partition 34 of the upstream tank 31 is a and the area of the small hole 60 of the partition 34 of the downstream tank 32 is b, b is much larger than a.

【００２０】本発明の第３実施例の作用については、第
２の冷却水循環通路２０の系統圧は最大Ｃ＋ｈとなる。
すなわち、小穴６０があることによって、Ｅ2 とＨ2 と
がほぼ等しくなって、Ｈ2 はほぼＣに等しい。そして、
Ｈ1 はＨ2 よりラジエータコア部３３Ｂでの圧損ｈだけ
大きいから、Ｈ1 はほぼＣ＋ｈとなる。もしも小穴６０
がなくａ、ｂが成り行きとすると、Ｈ1 はほぼＥ1 とな
る場合がある（ａがｂに比べて大きいとき）。そして、
Ｅ1 はＣ＋ｅであり、ｅはｈに比べてはるかに大きい。
したがって、小穴６０があることによって、第２の冷却
水循環通路２０の系統圧はＣ＋ｅからＣ＋ｈに低減され
ることになる。これによって、第２の冷却水循環通路２
０の耐圧設計が楽になる。なお、本発明の第３実施例で
は、第２の冷却水循環通路２０のキャップ４０Ｂの設定
圧は、本発明の第１実施例、第２実施例に比べて低く、
Ｃ＋ｈより少し大きめに、ただしＣ＋ｅよりは小さい値
に設定されればよい。With respect to the operation of the third embodiment of the present invention, the system pressure in the second cooling water circulation passage 20 is C + h at the maximum.
That is, that there is a small hole 60, is approximately equal to the E 2 and H 2, H 2 is approximately equal to C. And
Since H 1 is greater than H 2 only pressure loss h of the radiator core portion 33B, H 1 is substantially C + h. If small hole 60
If a and b do not exist, H 1 may be almost E 1 (when a is larger than b). And
E 1 is C + e, where e is much larger than h.
Therefore, the presence of the small holes 60 reduces the system pressure of the second cooling water circulation passage 20 from C + e to C + h. Thereby, the second cooling water circulation passage 2
The withstand voltage design of 0 becomes easy. In the third embodiment of the present invention, the set pressure of the cap 40B of the second cooling water circulation passage 20 is lower than those of the first and second embodiments of the present invention.
The value may be set slightly larger than C + h, but smaller than C + e.

【００２１】本発明の第４実施例は、仕切り３４のシー
ル構造にもれがあることを前提とした場合の、第２の冷
却水循環通路２０のキャップ圧を下げる実施例である。
本発明の第４実施例では、図４に示すように、第１の冷
却水循環通路１０は完全密閉タイプとされ、第２の冷却
水循環通路２０も完全密閉タイプとされている。第１の
冷却水循環通路１０に、下流側タンク３２とウォーター
ポンプ１２を直接結ぶ経路と並列にリザーブタンク１４
を介して下流側タンク３２とウォーターポンプ１２を結
ぶ経路を設け、リザーブタンク１４は空気層を有し、こ
のリザーブタンク１４に先に述べたキャップ４０Ｂが設
けられる。キャップ４０Ｂの設定圧Ｃは約０．９ｋｇｆ
／ｃｍ2 とされている。その他は本発明の第３実施例に
準じる。すなわち、本発明の第４実施例では、｜Ｅ1 −
Ｈ1 ｜＞｜Ｅ2 −Ｈ2 ｜となるように、ラジエータ下流
側タンク３２に設けられた第１の冷却水循環通路１０と
第２の冷却水循環通路２０とをわける仕切り３４に小穴
６０があけられている。本発明の第４実施例の作用は本
発明の第３実施例の作用に準じる。The fourth embodiment of the present invention is an embodiment in which the cap pressure of the second cooling water circulation passage 20 is reduced on the assumption that the seal structure of the partition 34 is leaky.
In the fourth embodiment of the present invention, as shown in FIG. 4, the first cooling water circulation passage 10 is a completely sealed type, and the second cooling water circulation passage 20 is also a completely sealed type. In the first cooling water circulation passage 10, the reserve tank 14 is provided in parallel with a path directly connecting the downstream tank 32 and the water pump 12.
A path connecting the downstream tank 32 and the water pump 12 is provided through the reservoir. The reserve tank 14 has an air layer, and the reserve tank 14 is provided with the cap 40B described above. The set pressure C of the cap 40B is about 0.9 kgf
/ Cm 2 . Others are the same as in the third embodiment of the present invention. That is, in the fourth embodiment of the present invention, | E 1 −
A small hole 60 is formed in a partition 34 that divides the first cooling water circulation passage 10 and the second cooling water circulation passage 20 provided in the radiator downstream tank 32 so that H 1 |> | E 2 −H 2 |. Have been. The operation of the fourth embodiment of the present invention is similar to the operation of the third embodiment of the present invention.

【００２２】[0022]

【発明の効果】請求項１のハイブリッド車用動力冷却装
置によれば、第１の冷却水循環通路と第２の冷却水循環
通路と両方に接続されるラジエータを設けて、第１の冷
却水循環通路のラジエータと第２の冷却水循環通路のラ
ジエータを一体化したので、車両への搭載がスペース上
容易になる。この場合、第１の冷却水循環通路と第２の
冷却水循環通路とはラジエータの上流側タンクと下流側
タンクの各々に設けた仕切りによってわけられているの
で、自由な冷却水の混じり合いは抑制され、各冷却水循
環通路の冷却水温度をそれぞれの目標温度に容易に維持
できる。請求項２のハイブリッド車用動力冷却装置によ
れば、第２の冷却水循環通路が完全密閉タイプとされて
いるので、ラジエータを一体化した場合の問題である、
上流側タンクの仕切りにもれが生じて第１の冷却水循環
通路から第２の冷却水循環通路へ冷却水が流れこみ第２
の冷却水循環通路のキャップからの吹き出しとそれによ
る第１の冷却水循環通路の冷却水の減少が生じること
が、抑制される。請求項３のハイブリッド車用動力冷却
装置によれば、第２のキャップの設定圧力が、第１のキ
ャップの設定圧と第１の冷却水循環通路側のラジエータ
のコア部での圧力損失との和以上とされているので、ラ
ジエータを一体化した場合の問題である、上流側タンク
で仕切りにもれが生じて第１の冷却水循環通路から第２
の冷却水循環通路へ冷却水が流れこみ第２の冷却水循環
通路のキャップからの吹き出しとそれによる第１の冷却
水循環通路の冷却水の減少が生じることが、抑制され
る。請求項４のハイブリッド車用動力冷却装置によれ
ば、下流側タンクに設けられた第１の冷却水循環通路と
第２の冷却水循環通路とをわける仕切りに小穴があけら
れているので、第２の冷却水循環通路の系統圧はＣ＋ｈ
となる。したがって、仕切りに小穴があけられない場合
に第２の冷却水循環通路の系統圧が最大Ｃ＋ｅとなると
ころを、小穴により第２の冷却水循環通路の系統圧が最
大Ｃ＋ｈに低減される。これによって、第２の冷却水循
環通路の耐圧性を低くすることができる。According to the power cooling device for a hybrid vehicle of the first aspect, a radiator connected to both the first cooling water circulation passage and the second cooling water circulation passage is provided, and the first cooling water circulation passage is provided. Since the radiator and the radiator of the second cooling water circulation passage are integrated, mounting on a vehicle is easy in terms of space. In this case, since the first cooling water circulation passage and the second cooling water circulation passage are separated by partitions provided in the upstream tank and the downstream tank of the radiator, free mixing of the cooling water is suppressed. In addition, the cooling water temperature of each cooling water circulation passage can be easily maintained at the respective target temperature. According to the power cooling device for a hybrid vehicle of the second aspect, since the second cooling water circulation passage is a completely sealed type, this is a problem when the radiator is integrated.
The partition of the upstream tank leaks, and the cooling water flows from the first cooling water circulation passage to the second cooling water circulation passage.
Of the cooling water in the first cooling water circulation passage due to the blowout from the cap of the cooling water circulation passage and the reduction of the cooling water in the first cooling water circulation passage. According to the power cooling device for a hybrid vehicle of the third aspect, the set pressure of the second cap is the sum of the set pressure of the first cap and the pressure loss at the core of the radiator on the first cooling water circulation passage side. As described above, there is a problem in the case where the radiator is integrated.
Of the cooling water flowing into the cooling water circulation passage of the second cooling water circulation passage and the reduction of the cooling water in the first cooling water circulation passage due to the blowing out from the cap of the second cooling water circulation passage. According to the power cooling device for a hybrid vehicle of the fourth aspect, since a small hole is made in a partition that divides the first cooling water circulation passage and the second cooling water circulation passage provided in the downstream tank, the second cooling water circulation passage is provided. The system pressure of the cooling water circulation passage is C + h
Becomes Therefore, where the system pressure of the second cooling water circulation passage becomes the maximum C + e when a small hole cannot be formed in the partition, the system pressure of the second cooling water circulation passage is reduced to the maximum C + h by the small hole. Thereby, the pressure resistance of the second cooling water circulation passage can be reduced.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の第１実施例のハイブリッド車用動力冷
却装置の系統図である。FIG. 1 is a system diagram of a power cooling device for a hybrid vehicle according to a first embodiment of the present invention.

【図２】本発明の第２実施例のハイブリッド車用動力冷
却装置の系統図である。FIG. 2 is a system diagram of a power cooling device for a hybrid vehicle according to a second embodiment of the present invention.

【図３】本発明の第３実施例のハイブリッド車用動力冷
却装置の系統図である。FIG. 3 is a system diagram of a power cooling device for a hybrid vehicle according to a third embodiment of the present invention.

【図４】本発明の第４実施例のハイブリッド車用動力冷
却装置の系統図である。FIG. 4 is a system diagram of a power cooling device for a hybrid vehicle according to a fourth embodiment of the present invention.

【図５】本発明実施例で用いられる第１のキャップの断
面図である。FIG. 5 is a sectional view of a first cap used in the embodiment of the present invention.

【図６】本発明実施例で用いられる第２のキャップの断
面図である。FIG. 6 is a sectional view of a second cap used in the embodiment of the present invention.

【図７】本発明実施例で用いられる仕切りとそのシール
構造の斜視図である。FIG. 7 is a perspective view of a partition used in the embodiment of the present invention and a seal structure thereof.

【図８】図７の仕切りとそのシール構造の断面図であ
る。FIG. 8 is a sectional view of the partition shown in FIG. 7 and its sealing structure.

【図９】本発明実施例で用いられるもう一つの仕切りと
そのシール構造の断面図である。FIG. 9 is a sectional view of another partition used in the embodiment of the present invention and a sealing structure thereof.

【図１０】従来のハイブリッド車用動力冷却装置の系統
図である。FIG. 10 is a system diagram of a conventional power cooling device for a hybrid vehicle.

【符号の説明】[Explanation of symbols]

１０ 第１の冷却水循環通路 １１ 内燃機関 １３ リザーブタンク １４ リザーブタンク ２０ 第２の冷却水循環通路 ２１ 電動機 ２３ インバーター ２５ リザーブタンク ３０ ラジエータ ３１ 上流側タンク ３２ 下流側タンク ３３ コア部 ３４ 仕切り ４０Ａ 第１のキャップ ４０Ｂ 第２のキャップ ５０ 冷却水 ６０ 小穴 DESCRIPTION OF SYMBOLS 10 1st cooling water circulation path 11 Internal combustion engine 13 Reserve tank 14 Reserve tank 20 2nd cooling water circulation path 21 Electric motor 23 Inverter 25 Reserve tank 30 Radiator 31 Upstream tank 32 Downstream tank 33 Core part 34 Partition 40A 1st cap 40B Second cap 50 Cooling water 60 Small hole

フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｈ０２Ｋ 9/18 Ｈ０２Ｋ 9/18 Ｂ Continued on the front page (51) Int.Cl. 6 Identification code FI H02K 9/18 H02K 9/18 B

Claims (4)

【特許請求の範囲】[Claims] 【請求項１】 内燃機関側を冷却する冷却水が流れる第
１の冷却水循環通路と、 電動機側を冷却する冷却水が流れる第２の冷却水循環通
路と、 前記第１の冷却水循環通路と前記第２の冷却水循環通路
との両方に接続され内燃機関側を冷却する冷却水と電動
機側を冷却する冷却水が同じ方向に流れるラジエータ
と、 前記第１の冷却水循環通路に設けられた第１のキャップ
および前記第２の冷却水循環通路に設けられた第２のキ
ャップと、を有し、 前記ラジエータが、上流側タンクと、下流側タンクと、
前記上流側タンクと下流側タンクとを接続するコア部
と、を有し、前記上流側タンクと前記下流側タンクの各
々には、第１の冷却水循環通路と前記第２の冷却水循環
通路とをわける仕切りが設けられている、ハイブリッド
車用動力冷却装置。A first cooling water circulation passage in which cooling water for cooling the internal combustion engine flows; a second cooling water circulation passage in which cooling water for cooling the electric motor flows; the first cooling water circulation passage; A radiator that is connected to both the cooling water circulation passage and the cooling water that cools the internal combustion engine side and the cooling water that cools the electric motor side flow in the same direction; and a first cap provided in the first cooling water circulation passage. And a second cap provided in the second cooling water circulation passage, wherein the radiator has an upstream tank, a downstream tank,
A core portion that connects the upstream tank and the downstream tank, and a first cooling water circulation passage and a second cooling water circulation passage are provided in each of the upstream tank and the downstream tank. A power cooling device for hybrid vehicles, provided with a partition. 【請求項２】 前記第２の冷却水循環通路が完全密閉タ
イプである請求項１記載のハイブリッド車用動力冷却装
置。2. The power cooling device for a hybrid vehicle according to claim 1, wherein said second cooling water circulation passage is a completely sealed type. 【請求項３】 前記第２のキャップの設定圧力が、前記
第１のキャップの設定圧と前記第１の冷却水循環通路側
のラジエータのコア部での圧力損失との和以上とされて
いる請求項１記載のハイブリッド車用動力冷却装置。3. The pressure setting of the second cap is equal to or more than the sum of the pressure setting of the first cap and the pressure loss at the core of the radiator on the side of the first cooling water circulation passage. Item 7. A power cooling device for a hybrid vehicle according to Item 1. 【請求項４】 前記第１の冷却水循環通路のラジエータ
コア部の上流側圧力をＥ1 、前記第１の冷却水循環通路
のラジエータコア部の下流側圧力をＥ2 、前記第２の冷
却水循環通路のラジエータコア部の上流側圧力をＨ1 、
前記第２の冷却水循環通路のラジエータコア部の下流側
圧力をＨ2 、とした場合、｜Ｅ1 −Ｈ 1 ｜＞｜Ｅ2 −Ｈ
2 ｜となるように前記下流側タンクに設けられた第１の
冷却水循環通路と前記第２の冷却水循環通路とをわける
前記仕切りに小穴があけられている請求項１記載のハイ
ブリッド車用動力冷却装置。4. A radiator for the first cooling water circulation passage
Set the upstream pressure of the core to E1, The first cooling water circulation passage
Pressure on the downstream side of the radiator coreTwoThe second cold
The upstream pressure of the radiator core of the1,
Downstream of the radiator core portion of the second cooling water circulation passage
Pressure to HTwo, Then | E1-H 1|> | ETwo-H
Two| Is provided on the downstream side tank.
Separating the cooling water circulation passage from the second cooling water circulation passage
The high according to claim 1, wherein a small hole is formed in the partition.
Power cooling system for brid cars.
JP6399397A 1997-03-18 1997-03-18 Power cooling device for hybrid car Pending JPH10259721A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP6399397A JPH10259721A (en) 1997-03-18 1997-03-18 Power cooling device for hybrid car

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP6399397A JPH10259721A (en) 1997-03-18 1997-03-18 Power cooling device for hybrid car

Publications (1)

Publication Number Publication Date
JPH10259721A true JPH10259721A (en) 1998-09-29

Family

ID=13245318

Family Applications (1)

Application Number Title Priority Date Filing Date
JP6399397A Pending JPH10259721A (en) 1997-03-18 1997-03-18 Power cooling device for hybrid car

Country Status (1)

Country Link
JP (1) JPH10259721A (en)

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US7082905B2 (en) 2003-02-24 2006-08-01 Honda Motor Co., Ltd. Cooling apparatus for hybrid vehicle
US7628125B2 (en) 2004-02-13 2009-12-08 Toyota Jidosha Kabushiki Kaisha Cooling system
DE102005026677B4 (en) * 2004-06-10 2017-07-13 Denso Corporation Cooling system for use in a hybrid-powered automobile
US7284594B2 (en) 2004-06-10 2007-10-23 Denso Corporation Cooling system used for hybrid-powered automobile
CN100410095C (en) * 2004-06-10 2008-08-13 株式会社电装 Cooling system used for hybrid-powered automobile
JP2007060840A (en) * 2005-08-25 2007-03-08 Nissan Motor Co Ltd Vehicle powered by fuel cell
JP2007216791A (en) * 2006-02-15 2007-08-30 Toyota Motor Corp Cooling system and hybrid car having the same
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US8430151B2 (en) 2008-11-10 2013-04-30 Hyundai Motor Company Integrated hybrid heat exchanger using water head difference
KR101533849B1 (en) * 2008-12-24 2015-07-06 두산인프라코어 주식회사 Cooling sytem of hybrid construction equipment and cooling method thereof
CN103121401A (en) * 2011-11-21 2013-05-29 北汽福田汽车股份有限公司 Electric car cooling waterway, electric car cooling system and electric car
JP2014118906A (en) * 2012-12-18 2014-06-30 Denso Corp Thermal management system for vehicle
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