Cooling apparatus for vehicular engine

Abstract: The invention provides a cooling apparatus for a vehicular engine which can improve the life of at least one of, an exhaust gas recirculation unit and an intercooler. With the cooling apparatus for a vehicular engine of the invention, then with a vehicular engine (an automobile in this example) provided with at least one of an exhaust gas recirculation unit (EGR) 50a and an intercooler 50 for a turbocharger 100, there is provided a radiator 9, and an electric pump 53 for circulating coolant to carry heat generated by at least one of the exhaust gas recirculation unit (EGR) 50a and the intercooler 50 to the radiator 9. When the automobile engine 3 is stopped, the operation of the electric pump 53 continues for a fixed period so that the coolant cooled by the radiator 9 is circulated to at least one of the EGR 50a and the intercooler 50b to provide cooling to thus rapidly reduce the temperature. The electric pump 53 is then stopped when a low temperature is reached.

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling apparatus for a vehicular engine, and in particular to cooling technology for an automobile engine which incorporates at least one of an exhaust gas recirculation unit and an intercooler. 2. Description of the Related Art With an automobile engine, there are those where an EGR (Exhaust Gas Recirculation) unit is provided for reintroducing a part of the exhaust gas back into the engine to thereby reduce the NOx in the exhaust gas, and those where an intercooler is provided between the turbo charger and the intake manifold for cooling the intake and exhaust gas. Since the EGR and intercooler are each exposed to high temperature exhaust gas, a liquid cooling system is employed where a coolant is circulated by the engine pump, and the heat from the intercooler and the EGR is carried to the radiator, to thereby to cool the intercooler and the EGR. With the above, since the engine pump is used in the cooling of the EGR and the intercooler, when the engine stops, then the engine pump also inevitably stops. In this case, the temperature of the EGR and the intercooler increases, and hence immediately after stopping, the coolant therein boils and the metal parts are exposed to high temperature, with the result that there is a reduction in life. Specifically, JP-A-59 138 717 discloses a cooling apparatus for an intercooler in the vehicle. JP-A-08 232 784 is similar in this respect and further includes an EGR cooler. US-A-4 632 178 is related to an intercooler which is filled with liquid coolant to prevent the intrusion of air when the engine is stopped. An EGR is provided by the engine. EP-A-0 323 212 discloses a coolant circuit which is parallel and leads to an intercooler and a turbo-charger. The invention is defined by the claims. BRIEF DESCRIPTION OF THE DRAWINGS. FIG. 1 is a diagram showing an arrangement of a hybrid vehicle according to the present invention. FIG. 2 is a schematic diagram of an embodiment of a cooling apparatus for a vehicular engine according to the present invention. FIG. 3 is a perspective view of an HPVM mounted in the hybrid vehicle. FIG. 4 is a block diagram of the hybrid vehicle. FIG. 5 is a diagram showing a refrigerant path of an air conditioner mounted in the hybrid vehicle. FIG. 6 is a diagram showing the flow of coolant in the hybrid vehicle. DESCRIPTION OF THE PREFERRED EMBODIMENT Next is a description of an embodiment of an engine cooling apparatus, of the present invention using a hybrid vehicle as an example. At first is an outline of the hybrid vehicle. Recently, there has been an increasing demand for introducing a low-pollution vehicle and alternative energy vehicle, accompanied with demands for improving the air environment and environmental problems. The hybrid vehicle which uses both an electric motor and an engine as a drive source is one of the strong candidates for the alternative energy vehicle. The hybrid vehicle is driven by an engine at the time of high speed driving, and is driven by a drive motor with a battery as a power source at the time of low speed driving. The battery is charged by driving an electric power generation motor at the time of engine driving. As shown in FIG. 1, numeral 1 denotes a hybrid vehicle, equipped with a drive unit 2 (apparatus to be cooled) in the front part of the vehicle having a motor 2a housed therein for driving front wheels, and an engine 3 (vehicle engine) in the rear part of the vehicle for driving rear wheels. As an example of the engine 3 there is a diesel engine or a gasoline turbo charged engine. However the engine is not limited to these and a naturally aspirated engine is also possible. The hybrid vehicle 1 runs at the time of low speed driving, using the driving motor 2a as a drive source and runs at the time of high speed driving exceeding a certain speed, by switching the drive source to the engine 3. Since the motor 2a is provided in the front part of the vehicle, the engine 3 is arranged in the rear part of the vehicle, for the reason of mounting space and in consideration of air resistance. There is also the case where the engine 3 and the motor 2a are activated as the drive source at the same time. Numeral 5 denotes a battery (apparatus to be cooled) which is a power source for the motor 2a, and numeral 6 denotes a motor-generator unit (apparatus to be cooled) for converting the driving force of the engine 3 into electrical power and storing the electrical power in the battery 5. An electrical power generation motor (not shown) is mounted in the motor-generator unit 6, and electrical power is generated by transmitting the driving force of the engine 3 to the electrical power generation motor. Moreover, the motor-generator unit 6 has the function of converting electrical power stored in the battery 5 into the driving force, by driving the electrical power generation motor with the electrical power. Here the battery 5 of this example is a high temperature battery which is stable in a high temperature range (for example 80°C ~ 90°C) with a high operating efficiency. As an example of a high temperature battery, there is one which uses a halide of for example copper, nickel, or silver, for the positive electrode, and metallic lithium (alternatively an activated metal such as calcium, magnesium is also possible) for the negative electrode, and employs an organic substance such as propylene carbonate for the electrolyte. Numeral 50 denotes an I/C (intercooler) EGR system (apparatus to be cooled). This system 50 is provided with an EGR (Exhaust Gas Recirculation) unit 50a, and an intercooler 50b. That is to say, as shown in FIG. 2, the engine 3 is provided with an EGR (Exhaust Gas Recirculation) unit 50a for reintroducing a part of the exhaust gas back into the engine 3 to thereby reduce the NOx in the exhaust gas. In addition an intercooler 50b is provided between the turbo charger 100 and the intake manifold 104 for reducing the intake temperature. Here the intercooler 50b of the turbo charger 100 and the EGR 50a are both liquid cooled types. Again, as shown in FIG. 1, numeral 8 denotes a first radiator for cooling the engine 3, and 9 denotes a second radiator provided together with the first radiator 8. The second radiator 9 is for cooling the driving motor 2a, the motor-generator unit 6 and the I/C EGR system 50. The first radiator 8 and second radiator 9 are so constructed that heat is discharged to the surrounding air by a fan 10 for the cooling radiators. Moreover, there is provided a battery heat exchanger 11 (coolant heating device) for transferring heat from the engine 3 to the battery 5. Here the characteristic parts of the embodiment will be described. As shown in FIG. 2, the coolant outlet of the second radiator 9 and the coolant inlet of the intercooler 50b are connected by a coolant path 102 (pipe), and an electric pump 53 (intercooler coolant pump) is provided in the coolant path 102 for pumping the coolant. The coolant outlet of the intercooler 50b and the coolant inlet of the EGR 50a are connected by a coolant path 103 (pipe). Moreover, the coolant outlet of the EGR 50a and the coolant inlet of the radiator 9 are connected by a coolant path 103 (pipe), thereby making up a coolant circulation circuit 105. When the automobile engine 3 is running (operating state), the electric pump 53 is also in the operating state so that coolant which has been cooled by the radiator 9 is circulated and sequentially supplied to the intercooler 50b and the EGR 50. Then when the automobile engine 3 is stopped, the operation of the electric pump 53 continues for a fixed period after stopping so that the circulation of the coolant which has been cooled by the second radiator 9 continues, to thereby cool the intercooler 50b and the EGR 50 and rapidly reduce the temperature thereof. The electric pump 53 is then stopped when a low temperature is reached. That is to say, even though the automobile engine 3 is stopped, the electric pump 53 does not stop but continues to run for a fixed period so that immediately after stopping the engine the EGR and the intercooler which are conventionally at a high temperature are rapidly cooled so that the high temperature does not occur, thereby improving the life. The reason for having the flow sequence for the coolant in the order of intercooler 50b and EGR 50a is to effectively cool the intercooler 50b more than the EGR 50a. Next is a description of an air conditioning apparatus (referred to hereunder as an air conditioner) mounted in the hybrid vehicle 1. In FIG. 1, numeral 12 denotes a compressor unit for compressing a refrigerant, 13 denotes a heat exchanger, 14 denotes a fan for blowing air to the heat exchanger 13, and 15 denotes a module referred to as an HPVM (Heat Pump Ventilating Module). The heat exchanger 13 is provided on the right side of the vehicle body for facilitating heat exchange with outside air, and heat is forcibly exchanged with outside air by the fan 14. The HPVM 15 is arranged in the middle of the rear part of the vehicle body, and is connected to a duct 16 extending to the front of the vehicle body along a center of the lower part of the vehicle body. As shown in FIG. 3, the duct 16 is formed in a tubular shape, and is provided with air outlet sections 17 and 18 in the central portion and in the front end of the duct 16, respectively. The HPVM 15 will now be described in detail. FIG. 3 shows a perspective view of the HPVM 15, and FIG. 4 shows a block diagram of the air conditioner. In FIG. 3, the HPVM 15 is constructed with a casing 15a, an inside air intake 21, an outside air intake 22, a discharge port 23 and a connecting portion 24 for connecting the HPVM to the duct 16. The inside air intake 21 is communicated with the vehicle cabin, and the outside air intake 22 and the discharge port 23 are communicated with outside of the vehicle cabin. Moreover, as shown in FIG. 4, the HPVM 15 is equipped with an inside air/outside air changeover damper 30 for determining which of either air inside of the vehicle cabin (inside air) or air outside of the vehicle cabin (outside air) is to be drawn in, a fan 31 for introducing air via the inside air/outside air changeover damper 30, a heat exchanger 33 for exchanging heat between the introduced air and the refrigerant, an air mix damper 34 for branching a part of the heat exchanged air, and a heater core 35 for heating the branched air. By opening or closing the inside air/outside air changeover damper 30, it is possible to select either one of an inside air circulating operation for drawing in inside air from the inside air intake 21 (see FIG. 3) and sending the air to the duct 16, or an outside air introducing operation for introducing outside air from the outside air intake 22 (see FIG. 3) and sending the air to the duct 16, as well as discharging inside air from the discharge port 23 (see FIG. 3). The heater core 35 is a heat exchanger for receiving a supply of high temperature coolant from the engine 3, as described below, and heating a flow of introduced air. This is used supplementarily at the time of the heating operation (heat pump operation) of the air conditioner. The air mix damper 34 is for adjusting the quantity of introduced air branched off to the heater core 35, according to the opening thereof. The introduced air is then blown to the vehicle cabin from the air outlet sections 17 and 18 of the duct 16. The cooling operation or heating operation is effected by supplying refrigerant to the heat exchanger 33 and the heat exchanger 13 by the compressor unit 12. FIG. 5 shows the compressor unit 12. As shown in FIG. 5, the compressor unit 12 includes, as main components, a compressor 41, a throttling resistance 42, a four way valve 43 and an accumulator 44. The above described heat exchangers 13 and 33 are connected between these respective devices by a refrigerant path 45 to form a refrigerant circuit. A driving force is transmitted to the compressor 41 by the engine 3 or the motor-generator unit 6. The compressor 41 has the function of compressing the refrigerant which has absorbed heat and been gasified in an evaporator, and discharging and sending the refrigerant as a high temperature and high pressure gas refrigerant to the four way valve 43. By switching the four way valve 43, the flow direction of the high temperature and high pressure gas refrigerant discharged from the compressor 41 is changed, resulting in changeover of the cooling or heating operation. Moreover, the throttling resistance 42 has the function of decompressing and expanding the high temperature and high pressure liquid refrigerant to give a low temperature and low pressure liquid refrigerant. This uses a capillary tube or an expansion valve. The accumulator 44 is provided for removing the liquid component contained in the gas refrigerant, so as to prevent a part of the liquid refrigerant which has not been evaporated completely by the evaporator from being drawn in directly to the compressor 41. With the above described refrigerant circuit, at the time of the heating operation, the low temperature and low pressure liquid refrigerant is evaporated and gasified in the heat exchanger 33 (which operates as a condenser at the time of cooling) by absorbing heat from outside air, to become a low temperature and low pressure gas refrigerant, and is then sent to the compressor 41 and is compressed into a high temperature and high pressure gas refrigerant. Thereafter, in the heat exchanger 13 (which operates as an evaporator at the time of cooling) the gas refrigerant releases heat to heat the air and is condensed and liquefied, after which it is expanded by passing through the throttling resistance 42 to become a low temperature and low pressure liquid refrigerant, and is circulated again to the heat exchanger 33. In this case, the heat exchanger 33 operates as an evaporator and cools the heating medium. Moreover, the heat exchanger 13 functions as a condenser and heats the refrigerant. At the time of the cooling operation, the high temperature and high pressure gas refrigerant supplied to the heat exchanger 33 is condensed and liquefied by discharging heat to the outside air. This is then expanded by the throttling resistance 42, and sent to the heat exchanger 13 to be evaporated and gasified, and is then sent to the compressor 41 and is again circulated to the heat exchanger 33. In this case, the heat exchanger 33 functions as a condenser and the heat exchanger 13 functions as an evaporator. That is to say, one of the heat exchangers of the cooling apparatus arranged in the air conditioner, by switching the four way valve, operates as an evaporator to demonstrate a cooling ability, and may also operate as a condenser to function as a heater. When operated as an evaporator, cooling, dehumidifying and temperature adjustment is possible, while when operated as a heater, this can act in place of the heater core. Therefore, even when the engine cooling water temperature is low so that there is no heating effect, heating ability can be demonstrated. Moreover, this supplementary heating operation immediately after starting the engine operation naturally has a sufficient heating ability for when driving under electrical power, without using the engine. With the above construction, for safe operation it is required that the temperature of the above described drive unit 2 and the motor-generator unit 6 is not higher than 65°C. Moreover, the temperature of the battery 5 is ideally 85 ± 5°C from the view point of storage efficiency. To satisfy this requirement, in the hybrid vehicle 1, the temperature of the coolant is controlled as described below. As shown in FIG. 6, there are formed predetermined flow paths for flowing a coolant between the engine 3, the battery 5, the I/C EGR system 50, the drive unit 2, the motor-generator unit 6, the first radiator 8, the second radiator 9 and the battery heat exchanger 11. The engine 3 is cooled by the first radiator 8, and the battery 5, the I/C EGR system 50, the drive unit 2 and the motor-generator unit 6 are cooled by the second radiator 9. Next is a detailed description of the flow path. The I/C EGR system 50, the drive unit 2 and the motor-generator unit 6 are cooled by a coolant supplied from the second radiator 9. First, the coolant is supplied from the outlet side of the second radiator 9 to the flow path 51. The coolant is branched, at a branch point p1, to the I/C EGR system 50 side and the drive unit 2 and motor-generator unit 6 side. The coolant branched to the I/C EGR system 50 side is supplied into the I/C EGR system 50 via an inter-cooler coolant pump (electric pump) 53 interposed in a flow path b1. After cooling the apparatus system in the I/C EGR system 50, the coolant is again circulated to the second radiator 9 via a flow path 52. At this time, a flow velocity is given to the coolant by the inter-cooler coolant pump 53 to make the coolant flow in the flow path b1. On the other hand, the coolant branched to the drive unit 2 and the motor-generator unit 6 side is further branched at a branch point p2, after which a part of the coolant is further branched via a traction coolant pump (circulation quantity control device) 54. One part is branched to a flow path b2 on the drive unit 2 side, and the other is branched to a flow path b3 on the motor-generator unit 6 side. The coolant after branching is supplied to the drive unit 2 and the motor-generator unit 6, respectively, similar to the coolant supplied to the I/C EGR system 50, for cooling the apparatus system, and is then again circulated to the second generator 9 via the flow path 52. At this time, a flow velocity is given to the coolant by the traction coolant pump 54 to make the coolant flow in the flow paths b2 and b3. Here, the drive unit 2 is disposed in the front part of the vehicle body, as shown in FIG. 1. On the other hand, the motor-generator unit 6 and the second radiator 9 are disposed in the rear part of the vehicle body. That is, the flow path b2 is longer than the flow path b3, and has a larger coolant flow resistance. Therefore, when it is necessary to make the coolant flow to both the drive unit 2 and the motor-generator unit 6, the flow rate on the motor-generator unit 6 side becomes higher than that on the drive unit 2 side, resulting in uneven balance. To solve this problem, a flow regulating valve 55 is interposed in the flow path b3 to maintain the flow rate balance with the flow path b2. The other coolant branched at the branch point p2 flows to the battery 5 side in a flow path b4 in which a battery coolant pump (circulation quantity control device) 57 is interposed. At a junction p4 before the battery coolant pump 57, this merges with a high temperature coolant heated by the heat of the engine 3. The high temperature coolant will be described later. The flow rate is adjusted beforehand so that after merging, the coolant attains a predetermined temperature (85 ± 5°C). Thereafter, the coolant is supplied to the battery 5, and discharged to the outlet flow path b5, while maintaining the battery 5 within the above described predetermined temperature. The coolant is branched at a branch point p3 to flow paths b6 and b7. The construction is such that the flow path b6 passes through the battery heat exchanger 11 and joins the flow path b4 at the junction p4, and the flow path b7 joins the flow path 52 and is then circulated again to the second radiator 9. A flow regulating valve 60 is interposed in the flow path b6, and a flow regulating valve 61 is interposed in the flow path b7. The flow regulating valves will be described later. The coolant flowing in the flow path b6 is heated by the heat of the engine 3 in the battery heat exchanger 11. In more detail, in the battery heat exchanger 11, heat is exchanged between the flow path b6 and the flow path b10 which circulates the coolant between the engine 3 and the battery heat exchanger 11. Since the temperature of the coolant in the flow path b10 heated by the engine 3 is higher than that of the coolant in the flow path b6 (85 ± 5°C), the coolant in the flow path b6 is heated to become a high temperature coolant, and merges with the low temperature coolant in the flow path b4 at the junction p4. In this way, the high temperature coolant and the low temperature coolant merge at the junction p4, to thereby supply the above described coolant having a predetermined temperature to the battery 5. By adjusting the quantity of the high temperature coolant by the above described flow regulating valves 60 and 61, the temperature of the coolant supplied to the battery 5 is controlled. Another flow path b11 to the engine 3 is provided independent of the above described flow path b10, to circulate the coolant between the first radiator 8 and the engine 3. Moreover, a flow path b12 is provided to circulate the coolant between the heater core 35 and the engine 3. The coolant discharged from the engine 3 is branched at a branch point p5 to flow paths b10, b11 and b12, and flows through the battery heat exchanger 11, the first radiator 8 and the heater core 35, respectively, after which it merges at the junction p6, and is then circulated again to the engine 3. An engine coolant pump 69 is provided in the flow path on the inlet side of the engine 3, to make the coolant flow in flow paths b10 ∼ b12. Moreover, in the flow paths b10 and b12 there are provided flow regulating valves 71 and 73, respectively, and in the flow path b11 there is provided a thermostat 72. The first radiator 8 and the above described second radiator 9 are provided in parallel, and since the coolant flowing through the first radiator 8 has a higher temperature, a pull (suction) type radiator cooling fan 10 is arranged on the downstream side of the first radiator 8, so that air passing through the second radiator 9 passes through the first radiator 8. Next is a description of the operation of the above described air conditioner. As described above, the hybrid vehicle 1 travels at the time of low speed driving, using the driving motor 2a as a drive source and travels at the time of high speed driving exceeding a certain speed, by switching the drive source to the engine 3. Hence, the drive source of the air conditioner is also different from that of the conventional vehicular air conditioner. First, when the hybrid vehicle 1 travels using the engine 3, the compressor unit 12 is driven by the driving force from the engine 3 at the time of air conditioning, to circulate the refrigerant between the heat exchangers 13 and 33. The engine 3 also transmits a driving force to the motor-generator unit 6, and the motor-generator unit 6 generates electrical power by a motor (not shown), and stores the electrical power in the battery 5. With the HPVM 15, the fan 31 introduces inside air or outside air via the inside air/outside air changeover damper 30 to blow air to the heat exchanger 33. The heat of the introduced air is exchanged with the refrigerant in the heat exchanger 33, to thereby be heated (at the time of the heating operation), or cooled ( at the time of the cooling operation). The air, after being heated is directed to the duct 16 or the heater core 35 by means of the air mix damper 34, and the introduced air sent to the heater core 35 is further heated by the waste heat of the engine 3 and then sent to the duct 16. On the other hand, when the motor 2a is driving and the engine 3 is stopped, operation is as follows. That is, the motor-generator unit 6 drives the electrical power generating motor housed therein, using the electrical power stored in the battery 5. The driving force is transmitted to the compressor unit 12 to thereby circulate the refrigerant between the heat exchangers 13 and 33. Other operation is similar to that when the engine 3 is driving. Next is a description of the coolant circulation. As shown in FIG. 6, the coolant discharged from the second radiator 9 is distributed via the flow path 51 to the various apparatus, branching at branch points p1 and p2. That is to say, the quantity of coolant circulated to the battery 5 is determined by the battery coolant pump 57, and the quantity of coolant circulated to the I/C EGR system 50 is determined by the intercooler coolant pump 53 (electric pump), and the quantity of coolant circulated to the drive unit 2 and the motor-generator unit 6 is determined by the traction coolant pump 54. Next is a separate description of the coolant circulation for when the engine 3 is driving, and for when the motor 2a is driving. When travelling using the engine 3, then as with the conventional engine vehicle, the coolant is circulated using the engine coolant pump 69, between the engine 3 and the first radiator 8, to thereby cool the engine 3. Moreover, the coolant is also circulated in the I/C EGR system 50 using the intercooler coolant pump 53. With the motor-generator unit 6, when the electric power generating motor housed therein is driven, the coolant is circulated. That is to say, in the case of storing electricity using the drive power of the engine 3, and in the case of operating the air conditioner when the engine 3 is stopped, the coolant is circulated to the motor-generator unit 6 using the traction coolant pump 54, to thereby cool the motor-generator unit 6. On the other hand, when travelling by means of the motor 2a, the coolant is circulated to the drive unit 2 using the traction coolant pump 54 to thereby cool the drive unit 2. Here, it is not necessary to cool the I/C EGR system 50 when the engine 3 is stopped. Consequently, it is not necessary to operate the inter-cooler coolant pump 53. Hence there is the case where when this pump is fully stopped, the coolant is made to flow back by the drive of another pump. For example, in the case where the inter-cooler coolant pump 53 is stopped and the traction coolant pump 54 is operating, the inter-cooler coolant pump 53 allows a reverse flow so that the coolant discharged from the drive unit 2 or the motor-generator unit 6 does not flow to the power element radiator 9 but flows to the I/C EGR system 50. There is thus the case where a route is traced circulating again to the traction coolant pump 54 via the branch point p1. In order to prevent this, the inter-cooler coolant pump 53 is operated even though cooling is not required for the I/C EGR system 50, to the extent that the abovementioned reverse flow does not occur. That is to say, even though the engine is stopped, the electric pump does not stop but continues to run for a fixed period. As a result, immediately after stopping, the intercooler and the EGR which are conventionally at a high temperature are rapidly cooled due to this operation so that the high temperature does not occur, thereby improving the life. Similarly, the traction coolant pump 54 is operated even in the case where cooling is not required for the drive unit 2 and the motor-generator unit 6, to the extent that reverse flow of coolant does not occur. Moreover, the battery 5 is always maintained at a predetermined temperature irrespective of whether the engine 3 is driving or the motor 2a is driving. The battery coolant pump 57 is operated corresponding to a temperature change of the battery 5 so that high temperature coolant which has been adjusted in flow quantity by the flow control valves 60 and 61, and low temperature coolant are mixed at the junction point p4 to thereby maintain the temperature of the coolant circulated to the battery 5 continuously at a predetermined temperature. Here with the abovementioned embodiment, the example is given for a hybrid vehicle as the vehicle provided with the EGR and the intercooler. However the vehicle is not limited to this and may be a standard vehicle. Moreover, the arrangement is not limited to the arrangement incorporating both the EGR and the intercooler cooled, but either one may be cooled by circulating the coolant with the electric pump. With the present invention, since this is constructed as described above, then when the vehicular engine is stopped, the operation of the electric pump after stopping continues on for a fixed period so that coolant cooled by the radiator is introduced to at least one of the EGR and the intercooler to provide cooling to thus rapidly reduce the temperature. Then when a low temperature is reached the electric pump is stopped. That is to say, even though the engine is stopped, the electric pump does not stop but continues to run for a fixed period so that immediately after stopping the engine at least one of the EGR and the intercooler which are conventionally at a high temperature are rapidly cooled so that the high temperature does not occur, thereby improving the life. According to the second aspect of the present invention, the radiator, the electric pump, the intercooler and the exhaust gas recirculation unit are arranged in order in the coolant circulation circuit, and the coolant is supplied by the electric pump sequentially to the intercooler and the exhaust gas recirculation unit to thereby cool both the intercooler and the exhaust gas recirculation unit in order of the higher temperature.

Claims: A cooling apparatus for a vehicular engine incorporating : a vehicular engine (3) which acts as a driving source and is provided with an exhaust gas recirculation unit (50a) and a turbo charger intercooler (50b) ; characterized in that said exhaust gas recirculating unit (50a) and said charger intercooler (50b) are provided in series in a coolant path (105) ; an electric pump (53) is provided for circulating coolant to carry heat generated by said intercooler (50b) and said exhaust gas recirculation unit (50a) to a radiator (9) ; and said coolant is cooled after said vehicular engine (3) is stopped by controlling said electric pump (53) so as to continue an operation of said electric pump (53) for a fixed period after said vehicular engine (3) is stopped. A cooling apparatus for a vehicular engine according to claim 1; wherein said radiator (9), said electric pump (53), said intercooler (50b) and said exhaust gas recirculation unit (50a) are arranged in order in said coolant circulation circuit, and said coolant is supplied by said electric pump sequentially to said intercooler (50b) and said exhaust gas recirculation unit (50a). A cooling apparatus for a vehicular engine according to claim 1 or 2, incorporating : an electric motor (2a) which also acts as said driving source, a second coolant path which is divided from said coolant path (105), and a second pump (54) for carrying heat generated by said electric motor (2a) to said radiator through said second coolant path ; said electric pump (53) and said second pump (54) are operated while said driving engine (3) or said electric motor (2a) is operated in order to avoid reverse flow of the coolant in said coolant path (105) and said second coolant path.

Inventors: BIAN JUNE, MAJOR GREGORY A, MATUDA KENJI, MIZUTANI HIROSHI, BIAN, JUNE, MAJOR, GREGORY A., MATUDA, KENJI, MIZUTANI, HIROSHI, Matuda, Kenji, Mitsubishi Heavy Industries Ltd., Mizutani, Hiroshi, Churyo Engineering Co., Ltd.
Applicants: GEN MOTORS CORP, MITSUBISHI HEAVY IND LTD, GENERAL MOTORS CORPORATION, MITSUBISHI HEAVY INDUSTRIES, LTD.
Application year: 2000
Main classification: F02M25
IPC codes: F02M25, F02B29, F01P3, F01P5, F01P7