JPH07253020A - Engine cooling device for hybrid vehicle - Google Patents

Abstract

PURPOSE:To improve startability of an internal combustion engine by connecting a driving electric motor to an internal combustion engine by a cooling water circulating circuit and warming the internal combustion engine when the driving electric motor is driven. CONSTITUTION:An engine cooling device for a hybrid vehicle is provided with a driving electric motor 2, a battery 3 for supplying electric power to the driving electric motor, an engine 4 for driving a generator 5 so as to supply electric power to the battery 3, and a third cooling water circulating passage R3 for connecting a first cooling water circulating passage R1 for cooling at least the electric motor 2 to a second cooling water circulating passage R2 for cooling the engine 4.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling system for a hybrid vehicle, and more particularly to a cooling system for a hybrid vehicle engine which continues traveling based on the driving force of an engine after traveling with a driving force output from a motor.

[0002]

2. Description of the Related Art In recent years, electric vehicles (E
V) is being put to practical use. An example of this electric vehicle (EV) is disclosed in, for example, Japanese Patent Laid-Open No. 5-96959. In the electric vehicle here, an electric motor and a power transmission mechanism for transmitting its power to driving wheels are housed in a case having a water jacket for cooling. For this reason, the water jacket can improve the cooling performance of the electric motor and the power transmission mechanism, sufficiently bring out the output of the electric motor, and improve the durability. By the way, a hybrid vehicle (HEV) normally travels as an electric vehicle (EV) (EV travel), and when the battery charge rate decreases, the auxiliary engine is operated, the generator is turned, and the battery charge is changed in order to shift to hybrid travel. It is designed to continue running or to drive the vehicle directly with an auxiliary engine. For example, in the type 1 hybrid vehicle shown in FIG. 21, a drive wheel is driven by a motor M via a transmission T, the motor M is supplied with power from a battery B, and the battery B is driven by an auxiliary engine E. It is charged by G and continues to run.

In a type 2 hybrid vehicle shown in FIG. 22, a motor M and an auxiliary engine E, which are arranged in parallel with each other and are selectively used, drive driving wheels via a transmission T having a built-in one-way clutch. .
Here, the motor M receives power from the battery B,
When the battery charging rate decreases, the auxiliary engine E is operated to directly drive the vehicle so as to shift to hybrid driving. In the type 3 hybrid vehicle shown in FIG. 23, the motor M, which is supplied with electric power from the battery B, drives one driving wheel to run, and when the battery charging rate decreases, the auxiliary engine E drives to transmit via the transmission T. The other drive wheel is directly driven, and at this time, the auxiliary engine E drives the generator G to charge the battery B.

The above three types of auxiliary engine E
Further, the cooling circuits C1 and C2 each having a radiator R are independently provided in the motor M and the motor M to ensure each cooling property when the engine is driven. Among these hybrid vehicles, the type 1 has a relatively simplified drive system that outputs a driving force, and the auxiliary engine E can perform a steady operation for power generation. Therefore, the emission level of harmful substances in exhaust gas is also high. Low. Type 2 requires a complex drive system, and after the auxiliary engine is activated, the motor is assisted and the vehicle is driven by the engine or only by the engine, so the emission level of harmful substances in the exhaust gas is close to that of a conventional vehicle. The type 3 has a complicated drive system, the auxiliary engine operating conditions are the same as the type 2, and the emission level of harmful substances in the exhaust gas can be regarded as the same as the type 2.

[0005]

By the way, these hybrid vehicles are non-polluting vehicles ZEV (Zero Emissis).
on Vehicle) or ultra-low pollution vehicle ULEV (Ul
Since there is also a high demand for a tra low emission vehicle), it is desired to suppress the emission level of harmful substances in exhaust gas at the time of starting as low as possible. Furthermore, when the hybrid vehicle shifts from the ordinary EV drive to the hybrid drive, the shift must be performed smoothly. However, in Otto-cycle engines and diesel-cycle engines as auxiliary engines used in hybrid vehicles, the amount of starting fuel and the amount of warming up are increased in order to secure ignition stability when the engine is in a cold state. Is trying to improve. For this reason, the above-described startup increase and warm-up increase processing easily increases the emission level of HC and the like in the exhaust gas when starting the auxiliary engine, and it is desired to reduce the emission level of HC and the like accompanying warm-up. .

A first object of the present invention is to promote warming up of an engine when driving an electric motor for driving,
An object of the present invention is to provide a cooling device for an engine for a hybrid vehicle that can prevent an emission level of HC and the like from increasing with the start of an engine that drives a generator. The second purpose is
When the electric motor for driving is driven, warming up of the engine is promoted, and at least H is generated when the engine that drives the wheels is started.
An object of the present invention is to provide a cooling device for a hybrid vehicle engine that can prevent the emission level of C and the like from increasing.

A third object of the present invention is to provide the cooling performance of the drive electric motor and the engine by using at least the heat exchange means and the cooling water forced circulation means. Another object of the present invention is to provide a cooling device for a hybrid vehicle engine, which can improve the durability and improve the durability thereof.

A fourth object of the invention of claim 3 is:
In particular, in accordance with at least the temperature of the cooling water, the first cooling water passage switching means that bypasses the heat exchange means is used to accelerate the warm-up of the engine and increase the emission level of HC and the like accompanying the start of the engine. An object of the present invention is to provide a hybrid vehicle engine cooling device that can be reliably prevented. A fifth object is, in the invention of claim 4, that a temperature sensor and a first electromagnetic valve are used as the first cooling water passage switching means, and the cooling characteristic of the electric motor is optimized in accordance with the temperature of the cooling water. An object of the present invention is to provide a hybrid vehicle engine cooling device that can be switched. A sixth object is, in the invention of claim 4, a hybrid in which, in particular, a thermostat valve is used as the first cooling water passage switching means, and the cooling characteristic of the electric motor can be switched to an optimum state according to the temperature of the cooling water. It is to provide a cooling device for a vehicle engine. A seventh object is, in the invention of claim 3, that a radiator is provided in each of the first and second cooling water circulation passages to improve the cooling performance of each of the drive electric motor and the engine, and their durability is improved. An object of the present invention is to provide a cooling device for a hybrid vehicle engine capable of improving the performance.

An eighth object of the invention of claim 7 is
In particular, the first and second cooling water circulation passages are respectively provided with passages that bypass the radiator via the second cooling water passage switching means, so that the cooling characteristic of each cooling water circulation passage can be switched to an optimum state. It is to provide a cooling device for a vehicle engine. In a ninth aspect of the present invention, in particular, the second and third cooling water circulation passages are provided with passages bypassing the radiator via the second and third electromagnetic valves, respectively. It is an object of the present invention to provide a hybrid vehicle engine cooling device capable of switching the three solenoid valves in accordance with the cooling water temperature to switch the cooling characteristics of each cooling water circulation passage to an optimum state. A tenth object is, in the invention of claim 8, that, in particular, each of the first and second cooling water circulation passages is provided with a passage that bypasses the radiator via the second and third thermostat valves, and each cooling water circulation passage is provided. An object of the present invention is to provide a cooling device for an engine for a hybrid vehicle, which can switch the cooling characteristics of the engine to an optimum state.

An eleventh object is, in the inventions of claims 8 to 10, in particular, the third cooling water circulation passage is opened / closed by the third cooling water passage switching means, thereby independently cooling the drive electric motor and the engine. An object of the present invention is to provide a cooling device for a hybrid vehicle engine that can obtain optimum cooling characteristics. A twelfth object is, in the invention of claim 11, that the fourth electromagnetic valve closes the third cooling water circulation passage when the detection signal detected by the operation state detection sensor is in a predetermined operation state, and the electric drive motor is driven. An object of the present invention is to provide a cooling device for an engine for a hybrid vehicle, which makes it possible to independently cool a motor and an engine and obtain optimum cooling characteristics. A thirteenth object is, in the invention of claim 11, particularly that the third cooling water passage switching means is composed of a thermostat valve, and the thermostat valve closes the third cooling water circulation passage in accordance with the cooling water temperature to drive the electric motor for driving. Another object of the present invention is to provide an engine cooling device for a hybrid vehicle that can achieve optimum cooling characteristics by independently cooling the engine.

[0011]

In order to achieve the above-mentioned object, the invention of claim 1 is an electric motor for driving a wheel, and a battery for supplying electric power to the electric motor.
Cooling having an engine for driving a generator to supply electric power to the battery, a first cooling water circulation passage for cooling at least the electric motor, and a third cooling water circulation passage for connecting a second cooling water circulation passage for cooling the engine It is characterized by having means. According to a second aspect of the present invention, an engine for driving at least wheels, an electric motor for driving which cooperates with the engine or independently drives the wheels,
A cooling means having a battery for supplying electric power to the electric motor, a first cooling water circulation passage for cooling at least the electric motor, and a third cooling water circulation passage for connecting a second cooling water circulation passage for cooling the engine; Is characterized by. A third aspect of the invention is the invention according to the first or second aspect, wherein the cooling means is at least a heat exchange means,
And a cooling water forced circulation means.

According to a fourth aspect of the invention, in the invention according to the third aspect, the cooling means has a first cooling water passage switching means that bypasses the heat exchange means at least according to the temperature of the cooling water. Is characterized by. According to a fifth aspect of the present invention, in the invention according to the fourth aspect, the first cooling water passage switching means has a temperature sensor for detecting a temperature of the cooling water and a first electromagnetic valve for switching the cooling water circulation passage, When the temperature of the cooling water detected by the temperature sensor is equal to or higher than the set temperature, the control means switches the first electromagnetic valve.

According to a sixth aspect of the present invention, in the invention according to the fourth aspect, the first cooling water passage switching means includes a first thermostat valve that switches the cooling water passage according to the temperature of the cooling water. And According to a seventh aspect of the present invention, in the invention according to the fourth aspect, the heat exchange means is the first
A first radiator for the electric motor, which is connected through a cooling water circulation passage, and a fifth radiator for the second cooling water circulation passage.
It is characterized by having a second radiator for the engine which is connected through a cooling water circulation passage. The invention of claim 8 is the invention of claim 7, wherein the cooling means bypasses the first radiator and / or the second radiator according to the temperature of the cooling water. It is characterized by having switching means.

According to a ninth aspect of the present invention, in the eighth aspect of the invention, the second cooling water passage switching means bypasses the temperature sensor for detecting the temperature of the cooling water and the first radiator. And a third solenoid valve for switching the cooling water passage so as to bypass the second radiator, and the control means when the temperature of the cooling water detected by the temperature sensor is equal to or higher than a preset temperature. The second solenoid valve and / or the third solenoid valve are switched by the above. A tenth aspect of the present invention is the second thermostat valve according to the eighth aspect, wherein the second cooling water passage switching means switches the cooling water passage so as to bypass the first radiator according to the temperature of the cooling water. ,
And a third thermostat valve for switching the cooling water passage to bypass the second radiator according to the temperature of the cooling water.

According to an eleventh aspect of the present invention, in the eighth or tenth aspect of the invention, the cooling means switches the third cooling water passage to open and close the third cooling water circulation passage at least in accordance with an operating state of the engine. It is characterized by having means. According to a twelfth aspect of the present invention, in the invention according to the eleventh aspect, the third cooling water passage switching means opens and closes the operating state detection sensor that detects the operating state of the engine, and the third cooling water circulation passage. A fourth electromagnetic valve is provided, and when the detection signal detected by the operating state detection sensor is in the operating state of the engine, the control means causes the fourth
It is characterized in that the solenoid valve is switched. According to a thirteenth aspect of the present invention, in the invention according to the eleventh aspect, the third cooling water passage switching means includes a fourth thermostat valve that switches the cooling water passage according to the temperature of the cooling water.

[0016]

According to the first aspect of the invention, the first aspect of the invention cools the electric motor.
Since the third cooling water circulation passage connecting the cooling water circulation passage and the second cooling water circulation passage for cooling the engine is provided, the engine is warmed up and the engine dissipates heat from the driving electric motor when the electric motor for driving is driven. Become a vessel.
Further, the invention of claim 2 has a third cooling water circulation passage for connecting the first cooling water circulation passage for cooling the electric motor and at least the second cooling water circulation passage for cooling the engine for driving the wheels. When driving an electric motor,
As the engine warms up, the engine serves as a radiator for the driving electric motor.

Further, the invention of claim 3 is the same as claims 1 and 2.
In the invention, since at least the heat exchange means and the cooling water forced circulation means are used as the cooling means, the drive electric motor and the engine can be surely cooled. Furthermore,
According to the invention of claim 4, in the invention of claim 3, since the first cooling water passage switching means for bypassing the heat exchange means is provided in accordance with at least the temperature of the cooling water, acceleration of warm-up of the engine is accelerated. Further, in the invention of claim 5, in the invention of claim 4, the temperature sensor and the first electromagnetic valve are used as the first cooling water passage switching means, and the first electromagnetic valve switches when the temperature of the cooling water is equal to or higher than a preset temperature. Therefore, the electric motor is cooled according to the temperature of the cooling water.

Further, according to the invention of claim 6, in the invention of claim 4, a thermostat valve is used as the first cooling water passage switching means, and the thermostat valve is switched when the temperature of the cooling water is equal to or higher than a preset temperature. The motor is cooled according to the temperature of the cooling water. Further, in the invention of claim 7, in the invention of claim 3, since the first radiator for the electric motor and the second radiator for the engine are used as the heat exchange means, the electric motor and the engine are individually cooled by each radiator. It will be. Further, according to the invention of claim 8, in the invention of claim 7, the electric motor has a second cooling water passage switching means for bypassing the first radiator and / or the second radiator according to the temperature of the cooling water. Or / and the warming up of the engine is accelerated.

Further, the invention of claim 9 is, in the invention of claim 8, as a second cooling water passage switching means, a second electromagnetic valve for switching a cooling water passage bypassing one radiator and a second radiator for bypassing the second radiator. Since the third solenoid valve that switches the cooling water passage is used and the second solenoid valve and / or the third solenoid valve is switched when the temperature of the cooling water is equal to or higher than the set temperature, the electric motor and / or the engine can be The cooling characteristics will be changed according to the temperature of the cooling water. Further, the invention of claim 10 is, in the invention of claim 8, a second thermostat valve as a second cooling water passage switching means for switching a cooling water passage bypassing one radiator, and a cooling water passage bypassing a second radiator. Since the second thermostat valve and / or the third thermostat valve can be switched according to the temperature of the cooling water by using the third thermostat valve for switching the electric motor or / and the engine according to the temperature of the cooling water. It will change the cooling characteristics.

Further, according to the invention of claim 11, in the invention of claims 8 to 10, since the third cooling water passage switching means for opening and closing the third cooling water circulation passage is provided according to at least the operating state of the engine, the electric drive is possible. Cool the motor and engine independently. Furthermore, the invention of claim 12 is the same as claim 11
In the invention, the operating state detection sensor and the fourth electromagnetic valve for opening and closing the third cooling water circulation passage are used as the third cooling water passage switching means, and the detection signal detected by the operating state detection sensor is in the set operating state of the engine. Since the fourth solenoid valve is sometimes switched, the electric motor and the engine are cooled independently. Furthermore, the invention of claim 13 is the same as claim 1
1st invention WHEREIN: 4th as a 3rd cooling water passage switching means
Since the third cooling water circulation passage is switched using the thermostat valve according to the cooling water temperature, the electric motor and the engine are cooled independently.

[0021]

FIG. 1 shows a cooling device for a hybrid vehicle 1 according to the present invention. The hybrid vehicle 1 shown in FIG. 1 travels (EV travels) with a motor 2 as an electric vehicle (EV),
When the charging rate of the battery 3 decreases, the auxiliary engine 4 is driven, the generator 5 is rotated, the battery is charged, and the vehicle continues to travel in order to shift to hybrid driving. In addition,
The arrow indicated by the symbol F in FIG. 1 indicates the traveling direction of the vehicle. In this hybrid vehicle, drive wheels 6 are connected to a motor via a transmission 7, the motor 2 is supplied with power from a battery 3, and the battery 3 is charged by a generator 5 driven by an auxiliary engine 4. The motor 2 includes a coil (not shown) connected to the drive circuit unit 8 and a rotor (not shown) that transmits a rotational force to the transmission 7. The drive circuit unit 8 adjusts the current sent from the battery 3 to the motor 2 to operate the output of the motor, and the motor control unit 1 as the control means.
The output is adjusted according to the output control signal of 0.

The rotor, coil and drive circuit unit 8 (not shown) of the motor 2 are covered with a water jacket rm, and the inlet 201 and the outlet 202 of the water jacket rm are cooling water pipes 23 and 25 forming a third cooling water circulation passage R3. To the same cooling water pipe 2
The other ends of 3, 25 communicate with the outlet 152 and the inlet 151 of the water jacket re of the auxiliary engine 4. An electric water pump 11 as a cooling water forced circulation means is provided near the outlet 202 of the water jacket rm, and circulates the cooling water in the third cooling water circulation passage R3 including the water jackets rm and re.

A branch portion 121 is provided in the middle of the cooling water pipe 25.
And a merging portion 131 are formed, the lower pipe 12 and the upper pipe 13 extend from the diverging portion 121 and the merging portion 131, and the other ends thereof are connected to a radiator 14 as a heat exchange means, respectively.

As shown in FIG. 3, the branching portion 121 is formed by the merging conduit member 16, and the merging conduit member 16 extends from the outlet 152 of the engine 4 toward the inlet 201 of the water jacket rm. Passage R3
The second and third branch portions 162 and 163, and the branch portion 12
Fourth cooling water circulation passage R4 from 1 toward the radiator 14
And a first branching portion 161 that forms In addition, the connecting portion 164 of each branch portion has the first cooling water passage switching means.
A solenoid valve 40 is equipped. Here, the first solenoid valve 40 has its frame formed by the merging conduit member 16, and the upper and lower threshold plates 171 and 172 of the first solenoid valve 40 are formed on the inner wall of the coupling portion 164 of the merging conduit member 16. It is pinched without slipping. Further, the valve body 173a for selectively opening and closing each opening of the upper and lower threshold plates 171 and 172 is a shaft portion 175 integrated with the valve body.
a is extended upward. The upper end of the shaft portion 175a passes through the hole of the first branch portion 161 and is connected to the movable iron core 401 located outside the outer wall of the first branch portion 161. The movable iron core 401 is movably opposed to a solenoid 402 supported by the outer wall of the first branch portion 161, and the solenoid 402 is connected to the motor control unit 10.

The motor control unit 10 for driving the first electromagnetic valve 40 reads the cooling water temperature signal Wte from the water jacket re of the engine 4 by the water temperature sensor 31, and this cooling water temperature is set to a set temperature (for example, 80 ° C), the first solenoid valve 40
And turn off the upper threshold plate 171 as shown by the solid line in FIG.
Opening of the lower threshold plate 172 and the outlet 152 of the engine to the inlet 201 of the water jacket rm.
When the cooling water temperature exceeds the set temperature (for example, 80 ° C.), the first solenoid valve 40 is turned on to open the opening of the lower threshold plate 172 and close the opening of the upper threshold plate 171. ,
The cooling water passing through the third cooling water circulation passage R3 is diverted to the radiator 14 on the fourth cooling water circulation passage R4 side. The output control of the auxiliary engine 4 of the hybrid vehicle 1 is performed by the engine control unit 20. A rotational force transmission system (not shown) of the auxiliary engine 4 is connected to a generator 5 that charges the battery 3.

Here, the engine control unit 20
The motor control unit 10 and the motor control unit 10 are mainly constituted by a microcomputer, and both are connected by a signal line so that signals can be exchanged between them. When the engine control unit 20 receives the engine drive command D from the motor control unit 10, the engine control unit 20 takes in the air-fuel ratio signal by the O ₂ sensor 30, and further detects the vehicle speed, the accelerator pedal depression amount, and other known detection means. Various operation information of is input from an input port (not shown), and the output of the engine is adjusted based on these. An example of the engine control processing of the engine control unit 20 is disclosed in the specification and drawings of Japanese Patent Application No. 4-123812 filed by the present applicant.

On the other hand, the motor control unit 10
Is a water temperature sensor 31 that outputs a temperature signal Wte of cooling water from the engine, a load sensor 32 that outputs an accelerator pedal opening signal θa, and a vehicle speed signal Vs.
, A vehicle speed sensor 33 that outputs, a battery sensor 34 that outputs a charging rate signal Vb of the battery 3, and a brake signal B
Is connected to a brake sensor 35 for outputting a current control signal Sm to the drive circuit unit 8 of the motor 2.
Connected to output. A well-known travel control processing program is stored in a ROM (not shown) of the motor control unit 10. In the traveling control processing here, the accelerator pedal opening signal θa, the vehicle speed signal Vs, the charging rate signal Vb of the battery 3, the brake signal B, etc. are taken in to obtain a target vehicle speed equivalent to the accelerator pedal opening signal θa, and the target The deviation between the vehicle speed and the actual vehicle speed is calculated, and the vehicle body acceleration corresponding to the deviation is calculated. In addition, vehicle acceleration, various running resistance,
Calculate the required motor output based on the power transmission ratio. Then, the motor energization amount I is calculated based on the required motor output, the motor efficiency, etc., and the current control signal Di that can secure the motor energization amount I is obtained.
Is output to the drive circuit unit 8.

Further, the motor control unit 10 executes the power generation control routine shown in FIG. 4 during the execution of a predetermined main routine, and then executes the solenoid valve switching routine of FIG. In the power generation control routine shown in FIG. 4, it is determined in step s1 whether or not the charging flag indicating that the generator has been started, that is, the engine drive command D is output, is turned on. If not, the process proceeds to step s2, otherwise proceeds to step s6.
In step s2, the charging rate signal Vb of the battery 3 is taken in, and then in step s3, the charging rate signal Vb is the specified value V.
It waits until it falls below b ₁ (for example, the charging rate is 20%), and when it falls below, it proceeds to step s 4. In step s4, the engine drive command D is output to the engine control unit 20. Based on this, the engine control unit 20 is driven, the generator 5 is started, that is, the engine is allowed to drive, and power generation is started. In step s5, the charge flag that the engine drive command D is issued is turned on. As a result, the start timing of the generator 5 is determined, and the start is started.

Next, during power generation, the process proceeds to step s6, and the charging rate signal Vb of the battery 3 is fetched again. And
In step s7, it waits until the charging rate signal Vb of the battery 3 exceeds a specified value Vb ₂ (for example, charging rate 25%), and if it exceeds, the engine drive command D is stopped in step s8 and the process returns to the main routine. In response to this, the engine control unit 20 is driven to stop the engine 2 and the generator 5.

In the solenoid valve switching routine of FIG. 5, the cooling water temperature signal Wte from the water temperature sensor 50 is fetched in step x1, and whether the cooling water temperature signal Wte exceeds the set temperature Wt1 (eg, 80 ° C.) in step x2. Judge,
If it exceeds the value, step x4 otherwise. In step s3, the first solenoid valve is turned off, the third cooling water circulation passage R3 is opened, and the process returns to the main routine. In step x4, the first solenoid valve 40 is turned on, and the branch portion 12 of the fourth cooling water circulation passage R4 is turned on.
1 and the confluence part 131 are closed, the fourth cooling water circulation passage R4 is opened, the radiator 14 performs the heat radiation operation, and the process returns to the main routine. Although the first solenoid valve 40 is provided in the branch portion 121 of the first embodiment, the first thermostat valve 17 as shown in FIG. 6 may be used instead of the first solenoid valve 40.

An outer frame of the first thermostat valve 17 is formed by a merging conduit member 16, and the merging conduit member 16 extends from an outlet 152 of the engine 4 toward an inlet 201 of the water jacket rm. R3
The second and third branch portions 162 and 163, and the branch portion 12
Fourth cooling water circulation passage R4 from 1 toward the radiator 14
And a first branching portion 161 that forms Moreover, the first thermostat valve 17 serving as the first cooling water passage switching means is clamped by the inner wall of the connecting portion 164 without displacement, and the upper and lower threshold plates 17 are provided.
1, 172, a valve body 173 that selectively opens and closes each opening of the upper and lower threshold plates 171, 172, a temperature sensing portion 174 integrally connected to the valve body 173, and a temperature sensing portion 174 (not shown). It is composed of a fixed side piston shaft 175 which is displaced in the vertical direction relative to the temperature sensing portion 174 and the valve body 173 according to the change in the volume of the wax. A narrow path 19 is formed in the coupling part 164 so as to bypass the branch part 121 and directly connect the flow paths of the second branch part 162 and the third branch part 163.
The narrow path 19 is the lower threshold plate 1 of the first thermostat valve 17.
When the valve 72 is closed, a small amount of water can be constantly made to flow from the engine side to the motor 2, whereby the temperature sensing unit 174 can always detect the engine cooling water temperature. Reference numeral 18 denotes a return spring that applies an upward biasing force to the valve body 173.

When the temperature of the engine water of the thermostat valve 17 is low and the temperature received by the temperature sensing portion 174 is lower than the set temperature (for example, 80 ° C.), the internal volume of the temperature sensing portion 174 is reduced and the valve body 173 moves up and the upper threshold plate 17
The opening of No. 1 is closed and the opening of the lower threshold plate 172 is opened. In this case, the cooling water from the engine outlet 152 can flow into the motor 2 through the third cooling water circulation passage R3. On the other hand, when the engine water temperature exceeds the set temperature (for example, 80 ° C.), the internal volume of the temperature sensing part 174 expands, the valve body 173 moves downward, and the opening of the lower threshold plate 172 closes. Threshold plate 1
Open the opening at 71. In this case, the fourth cooling water circulation passage from the engine outlet 152 toward the radiator 14 is opened,
The cooling water from the engine can be cooled by the radiator 14 and then supplied to the motor 2. However, at this time, even if the downstream side of the branch portion 121 of the third cooling water circulation passage is shut off, a small amount of cooling water is always supplied from the engine side through the narrow passage 19 to the temperature sensing portion 174.
And the high temperature cooling water heats the temperature sensing part 174, and the valve body 173 can be kept moving downward. In such a hybrid vehicle engine cooling device,
Water jacket re in engine 4 and motor 2
While the temperature of the cooling water at rm is relatively low, the first, second and third cooling water circulation passages R1, R2 and R3 (see FIG. 2 (a) and FIG. 1) using the non-operating engine 2 as a radiator are provided. Circulate. When the engine is not operating, the third cooling water circulation passage R
When the cooling water circulates through the engine 3, the heat generated by the motor 2 is radiated by the engine 4 to prevent the motor from being heated and the engine 4 can be warmed up.

Furthermore, when high-power running continues and the cooling water temperature Wtm of the water jacket rm in the motor 2 rises and exceeds the set temperature Wt1, or the charging rate signal V
When b is below the specified value Vα ₂ (for example, the charging rate is 25%) and the engine 4 is driven by the engine control unit 20, the cooling water temperature Wt in the third cooling water circulation passage R3 is reached.
When m exceeds the set temperature Wt1, the first solenoid valve 40 or the thermostat valve 17 is switched to operate, and the fourth cooling water circulation passage R4 as shown in FIG. 2B communicates with the third cooling water circulation passage R3 for cooling. Operate. At this time, radiator 1
4, water jacket rm, water jacket r
The cooling water circulates through e, the radiator 14 promotes the heat radiation of the motor 2 and the auxiliary engine 4, and the heating of these can be reliably prevented. As described above, in the hybrid vehicle engine cooling device according to the first embodiment, the third cooling water circulation passage R3 transfers the heat of the motor 2 to the auxiliary engine 4 when the engine is not operating.
Therefore, there is an advantage that the engine can be used as a radiator and the warm-up of the auxiliary engine 4 can be promoted.

Further, when the auxiliary engine 4 is driven, the motor 2 and the auxiliary engine 4 can be cooled by the first, second, third and fourth cooling water circulation passages R1, R2, R3 and R4, and the cooling characteristics of the motor and the engine can be obtained. Can be sufficiently improved. Further, when the thermostat valve 17 is provided at the branch portion 121 of the third cooling water circulation passage R3, the flow passage switching control can be simplified. FIG. 7 shows a hybrid vehicle engine cooling device according to the second embodiment.

Hybrid vehicle 1 equipped with this cooling device
“A” includes many components similar to those of the hybrid vehicle 1 shown in FIG. 1. Here, the same reference numerals are given to the same members, and duplicate description will be omitted. This hybrid vehicle 1a has a motor 2a.
Entrance 201 and exit 20 of the water jacket rm
2, a cooling water pipe 25 forming a third cooling water circulation passage R3,
23, and the other ends of the cooling water pipes 23 and 25 are connected to the outlet 152 of the water jacket re of the auxiliary engine 4.
And the entrance 151.

In the vicinity of the outlet 202 of the water jacket rm, an electric water pump 11 as a cooling water forced circulation means.
Is provided to circulate the cooling water in the first, second and third cooling water circulation passages R1, R2 and R3 including the water jacket rm and the water jacket re and the fifth cooling water circulation passage R5 described later. Hybrid car 1a
The auxiliary engine 4a is a water-cooled 4-cycle gasoline engine, and its output control is performed by the engine control unit 20a. The rotational force transmission system (not shown) of the auxiliary engine 4a is a generator 5 that charges the battery 3.
Connected to. A water jacket re for cooling each cylinder is formed in the auxiliary engine 4a, and an inlet 151 and an outlet 152 are formed in the water jacket re.

The inlet 151 of the auxiliary engine 4a is connected to the cooling water pipe 23, the merging portion 221 and the branching portion 241 are provided upstream of the inlet 151 of the cooling water pipe 23, and the lower pipe 24 is joined to the merging portion 221. The upper pipe 22 is connected to. The lower pipe 24 and the upper pipe 22 are connected at their tip ends to a radiator 26 for an engine, which constitutes a heat exchanger of cooling means, respectively.
The flow path r4 is formed, the tip of the upper pipe 24 is connected to the inlet 261, and the same portion constitutes the fifth cooling water circulation passage R5. The merging portion 221 is equipped with a first electromagnetic valve 40a which constitutes a first cooling water passage switching means. As shown in FIG. 9, the first solenoid valve 40a includes many components similar to those shown in FIG. 3, and the same members are given the same reference numerals here to simplify the duplicate description. The first electromagnetic valve 40a is configured such that the first branch portion 161 communicates with the motor outlet 202, the second branch portion 162 communicates with the engine inlet 151, and the third branch portion 163 communicates with the outlet side of the first radiator 26. To be done. The solenoid 402 is connected to the motor control unit 10a.

The motor control unit 10a uses the cooling water temperature signal W from the water jacket rm of the motor.
tm is read by the water temperature sensor 50, and when this cooling water temperature is lower than the set temperature (for example, 80 ° C.), the first solenoid valve 40a is turned off, and the upper threshold plate 171 is indicated by the solid line in FIG. Is opened to close the lower threshold plate 172, and the cooling water coming from the outlet 202 of the motor 2a and passing through the third cooling water circulation passage R3 is guided to the inlet 151 of the water jacket re, and the cooling water temperature is set to a set temperature (for example, 80 ° C.). ) Is exceeded, the first solenoid valve 40a is turned on to open the opening of the lower threshold plate 172 and close the opening of the upper threshold plate 171.
The cooling water passing through the third cooling water circulation passage R3 is diverted to the radiator 26 on the fifth cooling water circulation passage R5 side. The output control of the auxiliary engine 4a of the hybrid vehicle 1a is performed by the engine control unit 20a. A rotational force transmission system (not shown) of the auxiliary engine 4a is connected to a generator 5 that charges the battery 3.

Here, the engine control unit 20
The motor control unit 10a and the motor control unit 10a are mainly composed of a microcomputer, and both are connected by a signal line so that signals can be exchanged between them. The engine control unit 20a, like the engine control unit 20, has an engine drive command D
When receiving the air-fuel ratio signal, the O ₂ sensor 30 takes in the air-fuel ratio signal, and further inputs various operating information of the engine by vehicle speed, accelerator pedal depression amount, and other well-known detection means (not shown). Take in more and adjust the output of the engine based on these. On the other hand, the motor control unit 10a is
Similarly, the accelerator pedal opening signal θa and the vehicle speed signal V
s, the charging rate signal Vb of the battery 3, the brake signal B, etc. are taken in, the motor energization amount I is calculated, and the motor energization amount I
4 is executed during the execution of a predetermined main routine, and further, the electric power generation control routine shown in FIG. 10 is executed. Execute the solenoid valve switching routine. In this case, in step y1, the cooling water temperature signal Wtm from the water temperature sensor 50 is taken in, and in step y2, the cooling water temperature signal Wtm is set to the set temperature Wt1 (for example, 80
℃) is exceeded, if it exceeds, step y4 otherwise, the first solenoid valve 40a is turned off in step y3,
The third cooling water circulation passage R3 is opened and the process returns to the main routine.

At step y4, the first solenoid valve 40a is turned on, and the branch portion 241 and the merging portion 2 of the fifth cooling water circulation passage R5 are turned on.
21 is closed, the fifth cooling water circulation passage R5 is opened, the radiator 26 is radiated, and the routine returns to the main routine. In such a hybrid vehicle engine cooling device, the inactive engine 2a is used as a radiator while the temperature of the cooling water of the water jackets re and rm in the engine 4a and the motor 2a is relatively low. Second and third cooling water circulation passages R1, R2, R3 (see FIG. 8)
Cooling water is circulated in (a). In this way, when the cooling water circulates in the third cooling water circulation passage R3 when the engine is not operating, the heat generated by the motor 2a is radiated by the auxiliary engine 4a to prevent the heating of the motor.
It is also possible to warm up the auxiliary engine 4a. Furthermore,
When the high-power running continues and the cooling water temperature Wtm of the water jacket rm in the motor 2a rises and exceeds the set temperature Wt1, or the charging rate signal Vb is the specified value Vα ₂
(For example, the charging rate is 25%), the engine 4a is driven by the engine control unit 20a, and the third
The cooling water temperature Wtm of the cooling water circulation passage R3 is equal to the set temperature Wt.
When it exceeds 1, the first solenoid valve 40a is switched to operate, and
The third cooling water circulation passage R3 and the fifth cooling water circulation passage R5 as shown in (b) form one annular passage for cooling operation.
At this time, radiator 26, water jacket rm,
Cooling water circulates through the water jacket re, and the radiator 26 is connected to the motor 2a and the auxiliary engine 4a.
It is possible to accelerate the heat radiation of the above and surely prevent these heating.

FIG. 11 shows a cooling system for a hybrid vehicle engine according to the third embodiment. A hybrid vehicle 1b equipped with this cooling device includes many components similar to those of the hybrid vehicles 1 and 1a shown in the first and second embodiments of FIGS. 1 and 7, and the same members are designated by the same reference numerals. , Duplicate explanation is omitted. The hybrid vehicle 1b has a motor 2b provided with a fourth cooling water circulation passage R4 having a first radiator 14b and an auxiliary engine 4b having a fifth cooling water circulation passage R5 provided with a second radiator 26b. , 1a. The cooling means of the hybrid vehicle 1b is the first radiator 14b and the second radiator 2
Second and third electromagnetic valves 52 and 53 are provided as second cooling water passage switching means for bypassing 6b, respectively, and the third
A fourth solenoid valve 54 as a third cooling water passage switching means is provided on the cooling water circulation passage R3.

Here, the inlet 201 and the outlet 202 of the water jacket rm of the motor 2b communicate with the cooling water pipes 25 and 23 forming the third cooling water circulation passage R3, and the other ends of these cooling water pipes 23 and 25 are auxiliary engines. It is configured to be able to communicate with the inlet 153 and the outlet 154 of the water jacket re of 4b. In the vicinity of the outlet 202 of the water jacket rm and the inlet 153 of the water jacket re, the electric water pump 11 as a cooling water forced circulation means,
21 are provided respectively, whereby the water jacket rm, the water jacket re, and the first, second, third, fourth, including the first and second radiators 14b, 26b are provided.
The cooling water in the fifth cooling water circulation passages R1, R2, R3, R4, R5 is circulated. Here, the fourth cooling water circulation passage R
Reference numeral 4 denotes an upper pipe 12 extending from a branch portion 121 of the cooling water pipe 25, a first radiator 14b, and a branch portion 13.
1 and the lower pipe 13 having the second solenoid valve 52.

As shown in FIG. 13, the second solenoid valve 52 has 3
It is a one-way valve, and includes many components similar to those shown in FIG. 3, and the same members are denoted by the same reference numerals here to simplify the duplicate description. In the second solenoid valve 52, the first branch portion 161 is the third solenoid valve 53, the second branch portion 162 is the motor outlet 202,
The third branch portions 163 are configured to communicate with the inlet side of the first radiator 14b. Its solenoid 40
2 is connected to the motor control unit 10b. The auxiliary engine 4b of the hybrid vehicle 1b is a water-cooled 4-cycle gasoline engine, and its output control is performed by the engine control unit 20b.
In the water jacket re of the auxiliary engine 4b, an inlet 153 and an outlet 154 provided with the water pump 21 are formed in front. The inlet 153 is connected to the cooling water pipe 23, a branch portion 221 is provided upstream of the inlet 153 of the cooling water pipe 23, and the upper pipe 22 is connected to the branch portion 221. The other end of the upper pipe 22 is connected to the second radiator 2
6b is connected. Exit 15 of water jacket re
4 is connected to the cooling water pipe 25, the lower pipe 24 extends from the joining portion 241 on the cooling water pipe 25, and the end portion thereof is connected to the second radiator 26b.

Here, in the fifth cooling water circulation passage R5, a part of the cooling water pipe 23 having the third electromagnetic valve 53 at the branch portion 221, the upper pipe 22, and the second radiator 26b.
And the confluence part 24 of the lower pipe 24 and the cooling water pipe 25
1 and the upstream part. As shown in FIG. 14, the third solenoid valve 53 is a three-way valve, and includes many components similar to those shown in FIG. 9, and the same members are given the same reference numerals here to simplify duplicate description. In the third solenoid valve 53, the first branch portion 161 is provided at the outlet 202 of the motor 2b, and the second branch portion 1 is provided.
Reference numeral 62 is configured to communicate with the engine inlet 153, and the third branch portion 163 is configured to communicate with the inlet side of the second radiator 26b. The fourth electromagnetic valve 54 is a well-known open / close valve, and opens / closes the cooling water pipe 25 forming the third cooling water circulation passage R3. Here, both the engine control unit 20b and the motor control unit 10b are main parts of a microcomputer, and both are connected by a signal line so that signals can be exchanged with each other.

Like the engine control unit 20, when the engine control unit 20b receives the engine drive command D, the engine control unit 20b takes in the air-fuel ratio signal from the O ₂ sensor 30, and further, the vehicle speed, the accelerator pedal depression amount, Other well-known detecting means fetches various operation information of the engine from an input port (not shown) and adjusts the output of the engine based on these. On the other hand, the motor control unit 10b, like the motor control unit 10, has an accelerator pedal opening signal θa,
The vehicle speed signal Vs, the charging rate signal Vb of the battery 3, the brake signal B, etc. are taken in, the motor energization amount I is calculated, and the current control signal Di capable of ensuring the motor energization amount I is output to the drive circuit unit 8. Then, the power generation control routine shown in FIG. 4 is executed during the execution of the predetermined main routine. Further, the second and third on-off valves 52 and 53 and the fourth solenoid valve 54 are connected to the output port (not shown), and these are not shown R of the motor control unit 10b.
The switching control is performed according to a solenoid valve switching routine as shown in FIG. 15 incorporated in the OM. That is, the motor control unit 10b serves as the control means and includes the second and third opening / closing valves 5
2, 53 and the function of controlling opening / closing of the fourth solenoid valve 54.

Here, the motor control unit 10
In step b, the solenoid valve switching routine shown in FIG. 15 is executed during the execution of the predetermined main routine.

In this case, in step z1, the water temperature sensor 5
The cooling water temperature signals Wtm and Wte from 0 and 31 are taken in, and the cooling water temperature signals Wte and W are obtained in steps z2 and z3.
It is determined whether or not both te exceed the set temperature Wt1 (for example, 80 ° C.). If both te exceed the set temperature Wt1, the second, third, and fourth solenoid valves 52, 53, 54 are turned off in step s4 if not, and the third The cooling water circulation passage R3 is opened and the process returns to the main routine. In step z5, the second, third and fourth solenoid valves 5
2, 53, 54 are turned on, and the branch portion 131 and the merging portion 221
Closed, the third cooling water circulation passage R3 is closed, and the fourth, fifth
The cooling water circulation passages R4 and r5 are independently opened, the heat radiation operation is performed by the first and second radiators 14b and 26b, and the process returns to the main routine. In such a hybrid vehicle engine cooling device, the engine 4b is
While the temperature of the cooling water in the water jackets re and rm in the motor 2b is relatively low, the inactive engine 2 is used as a radiator, and the first, second and third cooling water circulation passages R are used.
Cooling water is circulated through 1, R2, R3 (see FIG. 12A). In this way, when the cooling water circulates through the third cooling water circulation passage R3 when the engine is not operating, the heat generated by the motor 2 is radiated by the auxiliary engine 4b to prevent the heating of the motor and prevent the auxiliary engine 4b from operating. You can also warm up.

Further, when the high-power running continues and the cooling water temperature Wtm of the water jacket rm in the motor 2b rises and exceeds the set temperature Wt1, or the charging rate signal Vb is a specified value Vα ₂ (for example, the charging rate 25 %) And the engine 4b is driven by the engine control unit 20b, and the cooling water temperature Wtm of the water jacket rm in the engine 4b exceeds the set temperature Wt1,
The second and third solenoid valves 52, 53 and the fourth solenoid valve 54 are switched and operated, and the fourth cooling water circulation passage R4 and the fifth cooling water circulation passage R5 form an annular passage as shown in FIG. 12 (b). The cooling operation is performed, and the third cooling water circulation passage R3 is shut off. At this time, the first radiator 14b and the water jacket rm
Cooling water circulates, the cooling water circulates between the second radiator 26b and the water jacket re, and the radiators 14b and 26b are connected to the motor 2b and the auxiliary engine 4b.
It is possible to accelerate the heat radiation of the above and surely prevent these heating. Although the second and third solenoid valves 52 and 53 were provided in the branch portion 121 and the confluence portion 221 of the third embodiment, one or two of these solenoid valves may be used as the thermostat valve 17 as shown in FIG.
The third embodiment may be configured instead of d, and in particular, the configuration can be simplified. In this case, in the thermostat valve 17d corresponding to the second electromagnetic valve 52, the first branch portion 161 is on the inlet side of the first radiator 14b, the second branch portion 162 is on the motor outlet 202, and the third branch portion 163 is the third electromagnetic valve. The valves 53 are configured to communicate with each other.

In the case of the modification of the third embodiment, the device can be simplified. FIG. 17 shows a fourth embodiment of the present invention.
The hybrid vehicle 1c according to the fourth embodiment includes many components similar to those of the hybrid vehicle 1 of FIG. 1, and the same members are denoted by the same reference numerals and redundant description will be omitted. The hybrid vehicle 1c travels (EV travels) by the motor 2c, and when the charging rate of the battery 3 decreases, the auxiliary engine 4c is driven, the generator 5 is rotated, and the battery is charged to continue traveling. The drive circuit unit 8 of this hybrid vehicle adjusts the current sent from the battery 3 to the motor 2c to operate the output of the motor, and performs the output adjustment according to the output control signal of the control means 10c. The rotor, coil and drive circuit unit 8 (not shown) of the motor 2c are covered with a water jacket rm, the inlet 201 of the water jacket rm communicates with the first radiator 14c via the lower pipe 12c, and the outlet 202 has a cooling water circulation pipe 23. Through the auxiliary engine 4c. The auxiliary engine 4c is a water-cooled 4-cycle gasoline engine, and its output control is performed by the engine control unit 20c.

Water jacket r of auxiliary engine 4c
The inlet 151 and the outlet 152 are formed in e, and the inlet 15
1, a cooling water circulation pipe 23 communicates with the outlet 1, an outlet 152 communicates with the radiator 14c through the cooling water circulation pipe 25, and an electric water pump 11c is installed in the middle of the cooling water circulation pipe 25. As described above, in the hybrid vehicle 1c according to the fourth embodiment, when the temperature is low, the cooling water circulation circuit R1, which connects the motor 2c to the engine 4c and the first radiator 14c.
R2, R3 and R4 form a single loop. Therefore, the single water pump 11c and the single first radiator 14c are equipped, the equipment of the motor 2c and the engine 4c can be shared, and the entire apparatus can be simplified. Moreover, since the cooling water circulation circuit has a single loop, there is no need to control the switching of the cooling water circulation circuit, and there is an advantage in that the device can be simplified. FIG. 18 shows a fifth embodiment of the present invention.

Hybrid vehicle 1 according to the fifth embodiment
Compared with the hybrid vehicle 1c of FIG. 17, d is the same as that of each component except that the middle of the cooling water circulation pipe 25 branches the bypass passage 41 at the branch portion 251, and here, the same members are designated by the same reference numerals. The duplicate explanation is omitted. The third cooling water circulation passage R3 of the hybrid vehicle 1d is provided between the branch portion 251 and the merging portion 252 of the cooling water circulation pipe 25, and the fourth cooling water circulation passage R4 having the radiator 14d.
Branches. Moreover, the branch portion 251 is equipped with the thermostat valve 17d as a three-way valve. This thermostat valve 17d includes many components similar to those of the thermostat valve 17d shown in FIG. 16, and the same members are given the same reference numerals here to simplify the duplicate description. Here, the first branch 161 is configured to communicate with the inlet side of the first radiator 14d, the second branch 162 with the motor 4d side, and the third branch 163 with the engine 2d side.

As described above, in the hybrid vehicle 1d according to the fifth embodiment, before the engine warm-up is promoted, the inflow of the cooling water to the radiator 14d is blocked for the warm-up promotion, and only the engine 4d is radiated. After the engine is warmed up, the motor 2d and the engine 4d are used.
The radiator 14d is configured to dissipate the heat generated by the radiator 14d. Therefore, the equipment can be simplified by sharing the equipment of the motor 2d and the engine 4d, and in particular, the heat generated by the motor can surely promote the warm-up of the engine, and
There is no need for flow path switching control, and the device can be simplified in this respect as well. FIG. 19 shows a sixth embodiment of the present invention.

Hybrid vehicle 1 according to the sixth embodiment
e is the engine 4 compared to the hybrid vehicle 1c of FIG.
Only the e has a radiator 26e, which is shared by the motor 2e and the cooling water circulation circuit is different, and thus, the radiator 26e has the same configuration, and the same members are denoted by the same reference numerals and the duplicate description thereof will be omitted. In this hybrid vehicle 1e, the cooling water circulation pipes 23 and 25 that connect the motor 2e and the auxiliary engine 4e to form a single loop, and the branch portion 253 and the merging portion 254 on the cooling water circulation pipe 25 are used as the second portion.
The bypass pipe 42 communicates with the radiator 26e. Moreover, the thermostat valve 17 is provided at the branch portion 253.
d is equipped. This thermostat valve 17d is shown in FIG.
The configuration similar to that described in FIG.
As indicated by a double circle with a chain double-dashed line, the first branch portion 16
1 on the inlet side of the second radiator 26e, the second branch portion 16
2 to the engine 4e side, and the third branch portion 163 to the motor 2e
It is configured to communicate with each side.

As described above, in the hybrid vehicle 1e according to the sixth embodiment, before the engine warm-up is promoted, in order to accelerate the warm-up, the inflow of cooling water to the radiator 26e is blocked, and only the engine is used as a radiator. After the engine has been warmed up, the radiator 26e can radiate the heat generated by the motor and the engine. Also in this case, the equipment can be simplified by sharing the equipment of the motor 2e and the engine 4e, and in particular, the heat generated by the motor can surely promote the warm-up of the engine, and since the thermostat valve 17d is used, There is no need for route switching control, and the device can be simplified in this respect as well. FIG. 20 shows a seventh embodiment of the present invention. The hybrid vehicle 1f according to the seventh embodiment includes more members than the hybrid vehicle 1 of FIG. 1, and the same members are designated by the same reference numerals to omit redundant description.

Hybrid vehicle 1f in the seventh embodiment
Is an electric vehicle (EV) driven by a motor 2f (EV
When the charging rate of the battery 3 decreases, the auxiliary engine 4f is driven and driven by the auxiliary engine 4f, and at the same time, the generator 5f is rotated to charge the battery and continue traveling. In this hybrid vehicle 1f, drive wheels 6 are transmitted via a transmission 7 to a motor 2f and an engine 4
selectively connected to f. Here, the rotating shaft 43 of the motor 2f is connected to an output shaft (not shown) in the transmission 7 via a one-way clutch (not shown). The one-way clutch (not shown) is configured to transmit the rotational force of the motor to the drive wheels 6 only when the rotational force of the motor 2f is higher, and to transmit the engine rotational force to the drive wheels 6 when the rotational force of the motor 2f is lower. Transmission 7 and drive engine 4
An electromagnetic clutch (not shown) can be connected to and disconnected from f. Further, the drive circuit unit 8 of the motor 2f of the hybrid vehicle adjusts the current sent from the battery 3 to the motor 2f to operate the output of the motor, and adjusts the output according to the output control signal of the motor control unit 10f. The auxiliary engine 4f is a water-cooled 4-cycle gasoline engine, and its output control is performed by the engine control unit 20f.

In the hybrid vehicle 1f, the motor 2f and the auxiliary engine 4f are connected by the cooling water circulation pipes 23 and 25 so that the first, second and third cooling water circulation passages R1, R2 and R3 are connected to form a single loop. Auxiliary engine 4
A fifth cooling water circulation passage R5 that can communicate with the f side is provided. The water jacket re of the auxiliary engine 4f has a water pump 21 for the engine and an inlet 1 located at the end of the pump.
51 and an outlet 152 for letting out the cooling water from the engine are formed. The inlet 151 of the auxiliary engine 4f communicates with the lower pipe 22 and the cooling water circulation pipe 23, and the outlet 15
2 communicates with the upper pipe 24 and the cooling water circulation pipe 25. The tip ends of the lower pipe 22 and the upper pipe 24 are connected to the second radiator 26f. A thermostat 3 is provided between the outlet 152 and the upper pipe 24.
1 is provided. The thermostat 31 blocks the inflow of cooling water to the radiator 26f for warming up before the engine warms up, and allows the inflow of cooling water to the radiator 26f for heat dissipation of the cooling water after the engine warms up. It operates like this.

Hybrid vehicle 1 according to the seventh embodiment
At f, before the engine warm-up is promoted, the inflow of cooling water to the second radiator 26f is blocked by the thermostat 31 for the warm-up promotion, and only the engine 4f is used as a radiator to accelerate the engine warm-up. In addition, when the hybrid traveling is started, the engine 4f is driven, and the heat generated by the motor and the engine can be radiated by the second radiator 26f. Also in this case, the motor 2f and the engine 4f can share the device by using the single second radiator 26f and the single water pump 21, and the device as a whole can be simplified. The heat can surely promote warm-up of the engine, and there is no need for flow path switching control, which also simplifies the device. In the seventh embodiment, only the engine 4f is equipped with the second radiator 26f, but instead of this, the motor 2f is also equipped with a radiator (not shown) to further improve the cooling performance of both. It may be configured as follows.

[0058]

As described above, according to the invention of claim 1, warming up of the engine can be promoted at the time of driving the driving electric motor, the startability of the engine can be improved, and the generator can be driven. It is possible to prevent the emission level of HC and the like from increasing when the engine is started, and moreover, the engine functions as a radiator when the electric motor for driving is driven, and the apparatus can be simplified. Further, according to the invention of claim 2, at the time of driving the electric motor for driving, warming up of the engine for driving at least the wheels can be promoted to improve the startability of the engine, and the engine for driving the generator is started. It is possible to prevent the emission level of HC and the like from increasing, and moreover, the engine serves as a radiator when the electric motor for driving is driven, so that the apparatus can be simplified. Furthermore, a third aspect of the present invention is the invention according to any one of the first aspect and the second aspect, in which at least the heat exchange means and the cooling water forced circulation means are used to ensure cooling of the drive electric motor and the engine, respectively. It is possible to improve the cooling performance of each and improve their durability.

Further, in a fourth aspect of the present invention, in particular, in accordance with at least the temperature of the cooling water, the first cooling water passage switching means that bypasses the heat exchange means is used to accelerate warming up of the engine. Becomes faster, and the HC
It is possible to reliably prevent an increase in the emission level such as. Further, a fifth aspect of the present invention is, in the invention of claim 4, particularly, the temperature sensor and the first electromagnetic valve are used as the first cooling water passage switching means, and the first electromagnetic valve is used when the temperature of the cooling water is equal to or higher than a set temperature. Is switched, the electric motor is cooled according to the temperature of the cooling water, and the cooling characteristic of the electric motor can be switched to the optimum state. Further, in the sixth aspect of the present invention, in particular, the thermostat valve is used as the first cooling water passage switching means, and the thermostat valve is switched when the temperature of the cooling water is equal to or higher than the set temperature. Can be switched according to the temperature of the cooling water so that the cooling characteristic is in an optimum state.

Further, in the invention of claim 3, the seventh invention uses the first radiator for the electric motor and the second radiator for the engine as the heat exchange means.
The electric motor and the engine are individually cooled by the radiators, respectively, so that the cooling performance of the driving electric motor and the engine can be improved and their durability can be improved. Further, an eighth invention is the invention according to the seventh invention, in particular, the first radiator according to the temperature of the cooling water,
Or / and, since it has the second cooling water passage switching means that bypasses the second radiator, the electric motor, and / or
Acceleration of engine warm-up is accelerated, and the cooling characteristics of each cooling water circulation passage can be switched to an optimum state. Further, the ninth invention is, in the invention of claim 8, particularly, as a second cooling water passage switching means, a second electromagnetic valve for switching a cooling water passage bypassing one radiator, and a cooling water bypassing the second radiator. Using the third solenoid valve that switches the passage,
Since the second solenoid valve and / or the third solenoid valve can be switched when the temperature of the cooling water is equal to or higher than the set temperature, the cooling characteristics of the electric motor and / or the engine can be changed according to the temperature of the cooling water. Therefore, the cooling characteristic of each cooling water circulation passage can be switched to an optimum state. Furthermore, the tenth
In the invention of claim 8, in particular, as the second cooling water passage switching means, a second thermostat valve for switching a cooling water passage bypassing the first radiator and a cooling water passage bypassing the second radiator are switched. By using the third thermostat valve, the second thermostat valve and / or the third thermostat valve can be switched according to the temperature of the cooling water, so that the electric motor or / and the engine can be cooled according to the temperature of the cooling water. Therefore, the cooling characteristic of each cooling water circulation passage can be switched to an optimum state.

Furthermore, the eleventh invention is defined by claims 8 to 10.
In particular, since the third cooling water passage switching means for opening and closing the third cooling water circulation passage is provided according to at least the operating state of the engine, the electric motor and the engine are cooled independently, so that the optimum cooling characteristic is obtained. Can be obtained. Furthermore, in the twelfth aspect of the present invention, in the eleventh aspect of the invention, in particular, the operating state detection sensor and the fourth electromagnetic valve for opening and closing the third cooling water circulation passage are used as the third cooling water passage switching means, and Since the fourth electromagnetic valve is switched when the detected detection signal is in the set operation state of the engine, the electric motor and the engine are cooled independently, and thus the optimum cooling characteristic can be obtained. Furthermore, the thirteenth aspect of the invention is the electric motor according to the eleventh aspect of the invention, in particular, since the fourth thermostat valve is used as the third cooling water passage switching means and the third cooling water circulation passage is switched according to the cooling water temperature. Also, since the engine is cooled independently, optimum cooling characteristics can be obtained.

[Brief description of drawings]

FIG. 1 is a schematic overall configuration diagram of a cooling device for a hybrid vehicle engine as a first embodiment of the present invention.

FIG. 2 is a flow path switching explanatory view of the cooling device of FIG.
(A) shows the condition when the cooling water is below the set temperature,
(B) shows the state when the cooling water exceeds the set temperature.

3 is an enlarged cross-sectional view of a first solenoid valve used in the cooling device of FIG.

FIG. 4 is a flow chart of a power generation control routine used for switching control of a power generator of the hybrid vehicle engine cooling device of FIG. 1.

5 is a flow chart of a solenoid valve switching routine used for solenoid valve switching control of the hybrid vehicle engine cooling device of FIG. 1. FIG.

6 is an enlarged sectional view of a thermostat valve used in the cooling device of FIG.

FIG. 7 is a schematic overall configuration diagram of a hybrid vehicle engine cooling device as a second embodiment of the present invention.

FIG. 8 is a flow path switching explanatory view of the cooling device of FIG.
(A) shows the condition when the cooling water is below the set temperature,
(B) shows the state when the cooling water exceeds the set temperature.

9 is an enlarged cross-sectional view of a first solenoid valve used in the cooling device of FIG.

10 is a flow chart of a solenoid valve switching routine used for solenoid valve switching control of the hybrid vehicle engine cooling device of FIG. 7.

FIG. 11 is a schematic overall configuration diagram of a cooling device for a hybrid vehicle engine as a third embodiment of the present invention.

FIG. 12 is an explanatory diagram of flow path switching of the cooling device of FIG. 11, in which (a) shows a state in which the cooling water is below a set temperature,
(B) shows the state when the cooling water exceeds the set temperature.

13 is an enlarged cross-sectional view of a second solenoid valve used in the cooling device of FIG.

14 is an enlarged cross-sectional view of a third solenoid valve used in the cooling device of FIG.

15 is a flow chart of a solenoid valve switching routine used for solenoid valve switching control of the hybrid vehicle engine cooling device of FIG. 11.

FIG. 16 is an enlarged cross-sectional view of a solenoid valve used in place of the second solenoid valve in a modified example of the third embodiment of the present invention.

FIG. 17 is a schematic overall configuration diagram of a hybrid vehicle engine cooling device as a fourth embodiment of the present invention.

FIG. 18 is a schematic overall configuration diagram of a hybrid vehicle engine cooling device according to a fifth embodiment of the present invention.

FIG. 19 is a schematic overall configuration diagram of a hybrid vehicle engine cooling device as a sixth embodiment of the present invention.

FIG. 20 is a schematic overall configuration diagram of a cooling device for a hybrid vehicle engine as a seventh embodiment of the present invention.

FIG. 21 is a schematic configuration diagram of a conventional hybrid vehicle.

FIG. 22 is a schematic configuration diagram of a conventional hybrid vehicle.

FIG. 23 is a schematic configuration diagram of a conventional hybrid vehicle.

[Explanation of symbols]

1 Cooling Device 2 Drive Electric Motor 3 Battery 4 Engine 5 Generator 8 Drive Circuit Unit 10 Motor Control Unit 10a Motor Control Unit 10b Motor Control Unit 10c Motor Control Unit 10d Motor Control Unit 10e Motor Control Unit 10f Motor Control Unit 11 Pump 14 Radiator 121 Confluence part 131 Branch part 17 Thermostat valve 17d Thermostat valve 20 Engine control unit 20a Engine control unit 20b Engine control unit 20c Engine control unit 20d Engine control unit 20e Engine control unit 20f Engine control unit 21 Water Pump 26 the radiator 30 O ₂ sensor 31 water temperature sensor 40 first solenoid valve 40a first solenoid valve 50 a water temperature sensor 52 second solenoid valve 53 the third solenoid valve 54 fourth solenoid valve R1 first cooling water circulation passage R2 second cooling water circulation passage R3 Third cooling water circulation passage R4 Fourth cooling water circulation passage R5 Fifth cooling water circulation passage rm Motor water jacket re Engine water jacket

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Internal reference number FI Technical indication location F01P 3/12 (72) Inventor Tomiji Owada 5-3-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Kogyo Co., Ltd. (72) Inventor Shinya Furukawa 5-3-8 Shiba, Minato-ku, Tokyo, Mitsubishi Motors Co., Ltd. (72) Inventor Masaaki Kato 5-33-8 Shiba, Minato-ku, Tokyo, Mitsubishi Motors Kogyo Co., Ltd. (72) Inventor Nobuyuki Kawamura 5-3-8 Shiba, Minato-ku, Tokyo, Mitsubishi Motors Co., Ltd.

Claims (13)

[Claims] 1. An electric motor for driving a wheel, a battery for supplying electric power to the electric motor, an engine for driving a generator for supplying electric power to the battery, and a first for cooling at least the electric motor. A cooling device for a hybrid vehicle engine, comprising: a cooling means having a third cooling water circulation passage connecting the cooling water circulation passage and a second cooling water circulation passage for cooling the engine. 2. An engine for driving at least wheels, an electric motor for driving which cooperates with the engine, or independently drives the wheels, a battery for supplying electric power to the electric motor, and at least cooling the electric motor. A cooling device for a hybrid vehicle engine, comprising: a cooling means having a third cooling water circulation passage that connects the first cooling water circulation passage and the second cooling water circulation passage that cools the engine. 3. The cooling means is at least a heat exchange means,
The cooling device for a hybrid vehicle engine according to claim 1 or 2, further comprising a cooling water forced circulation means. 4. The engine for a hybrid vehicle according to claim 3, wherein the cooling means has a first cooling water passage switching means that bypasses the heat exchange means in accordance with at least the temperature of the cooling water. Cooling system. 5. The first cooling water passage switching means has a temperature sensor for detecting the temperature of the cooling water and a first electromagnetic valve for switching the cooling water circulation passage, and the temperature of the cooling water detected by the temperature sensor is 5. The cooling apparatus for a hybrid vehicle engine according to claim 4, wherein the control means switches the first electromagnetic valve when the temperature is equal to or higher than a preset temperature. 6. The engine cooling system for a hybrid vehicle according to claim 4, wherein the first cooling water passage switching means comprises a first thermostat valve that switches the cooling water passage in accordance with the temperature of the cooling water. apparatus. 7. The heat exchanging means is connected to the first radiator for the electric motor, which is connected through the first cooling water circulation passage, and the second cooling water circulation passage, through a fifth cooling water circulation passage. The engine cooling device for a hybrid vehicle according to claim 3, further comprising a second radiator for the engine that is provided. 8. The cooling means according to the temperature of the cooling water,
The engine cooling device for a hybrid vehicle according to claim 7, further comprising a second cooling water passage switching means that bypasses the first radiator and / or the second radiator. 9. The second cooling water passage switching means includes a temperature sensor for detecting the temperature of cooling water, a second solenoid valve for switching the cooling water passage so as to bypass the first radiator, and the second radiator. A third electromagnetic valve for switching the cooling water passage to bypass is provided, and when the temperature of the cooling water detected by the temperature sensor is equal to or higher than a preset temperature, the control means causes the second electromagnetic valve and / or the third electromagnetic valve. 9. The cooling system for a hybrid vehicle engine according to claim 8, wherein the solenoid valve is switched. 10. The second cooling water passage switching means switches the cooling water passage to bypass the first radiator according to the temperature of the cooling water, and the second thermostat valve according to the temperature of the cooling water. 9. The engine cooling apparatus for a hybrid vehicle according to claim 8, comprising a third thermostat valve that switches a cooling water passage to bypass the second radiator. 11. The cooling means according to claim 8, further comprising a third cooling water passage switching means for opening and closing the third cooling water circulation passage in accordance with at least an operating condition of the engine. Hybrid vehicle engine cooling system. 12. The operating state detecting sensor for detecting the operating state of the engine, and the fourth electromagnetic valve for opening and closing the third cooling water circulation passage, wherein the third cooling water passage switching means has the operating state. The cooling device for a hybrid vehicle engine according to claim 11, wherein the fourth electromagnetic valve is switched by the control means when the detection signal detected by the detection sensor is in the operating state of the engine. 13. A cooling system for a hybrid vehicle engine according to claim 11, wherein said third cooling water passage switching means comprises a fourth thermostat valve for switching the cooling water passage in accordance with the temperature of the cooling water. .