JP6540738B2 - Cooling structure of power unit in vehicle - Google Patents

Description

  The present invention relates to a cooling structure of a power unit in a vehicle, and more particularly to a cooling structure of a power unit by air cooling.

  Conventionally, four-wheel drive vehicles based on FF vehicles (front engine and front drive vehicles) and FR vehicles (front engine and rear drive vehicles) have been put to practical use. In such a four-wheel drive vehicle, the engine driving force output via the transmission is divided into a driving force for the front wheels and a driving force for the rear wheels by a power split device (PTO; Power Take-Off). It is a structure. The distribution of the driving force by the power split device is such that the ratio is successively changed according to the road surface μ and the like.

  In the engine compartment of the vehicle, the power split device is located directly behind the engine. And since the power split device generates heat while driving the vehicle, it needs to be cooled. As a method of cooling the power split device, there is a method of guiding the traveling wind around the power split device and thereby cooling it (Patent Document 1). Air for cooling of the power split device is taken in, for example, from an opening opened in the undercover at the lower part of the engine room.

  By the way, in recent years, shortening of the warm-up time at the time of engine restart has been promoted from the viewpoint of further saving of fuel consumption and reduction of environmental load. As a first measure, the temperature of the engine or transmission can be suppressed by covering the periphery of the engine or transmission with a heat retention member.

JP, 2015-189290, A

  However, in the case of adopting a configuration in which the periphery of the engine or transmission is covered with a heat retention member, it is feared that the power split device may not be sufficiently cooled. That is, the gap between the engine cylinder block or oil pan and the power split device is narrowed by the thickness of the heat retaining member. When the gap between the cylinder block of the engine and the power split device narrows in this manner, the passage of air for cooling the power split device also narrows, and the cooling air can not pass sufficiently. In particular, with regard to the upper part of the power split device, it is feared that sufficient cooling can not be achieved due to the reduction of the air flow for cooling.

  Although the power split device (transfer device) is an example of the cooling target in the above description, the same problem may occur when cooling other power units in the engine room.

  An object of the present invention is to provide a cooling structure of a power unit in a vehicle in which cooling of the power unit by air cooling is assured while securing high heat retention of the engine.

  A cooling structure of a power unit in a vehicle according to an aspect of the present invention includes an engine, an engine heat retaining member, and a power unit. The engine heat retention member is a member covering at least a part of the outer surface of the engine. The power unit is a unit disposed on the rear side adjacent to the engine in the front-rear direction of the vehicle.

  In this aspect, at the time of traveling of the vehicle, traveling wind taken in from below the vehicle is guided between the engine and the power unit. The engine heat insulating member is formed by opening or thinning a portion corresponding to the space between the engine and the power unit, extending in the vertical direction of the vehicle, and guiding the guided air flow. A first wind passage portion, which is a passage, is provided, and provided along at least one of the two sides of the first wind passage portion along the first wind passage portion so as to project to the rear side of the vehicle And a first guide wall portion.

  In the above aspect, the first air passage portion is provided at a portion corresponding to the space between the engine and the power unit, and the first guide wall portion is provided at the side portion thereof. A portion of the traveling wind is guided to the first air passage portion. Therefore, in the above aspect, by providing the engine heat retaining member, it is possible to reliably cool the power unit using traveling wind while securing the heat retaining property of the engine.

  In the power unit cooling structure in a vehicle according to another aspect of the present invention, in the above configuration, the engine heat retaining member also covers at least a part of the outer surface of the oil pan in the lower part of the engine. A portion corresponding to the lower side of the oil pan is opened or thinned to constitute a second air passage portion extending in the front-rear direction of the vehicle, and at least both sides of the second air passage portion. The first wind passage portion and the second wind passage portion have a second guide wall portion provided along one of the second wind passage portions and extending downward to the vehicle. And are continuous.

  In the above aspect, the second air passage portion is provided in the portion covering the oil pan in the engine heat retention member, and the second guide wall portion is provided in the side portion thereof. Moreover, since the second air passage portion is continuous with the first air passage portion, the air (running air and fan air) flowing through the lower side of the engine is also guided to the power unit side. Therefore, in the above aspect, by keeping at least a part of the outer surface of the oil pan covered with the engine heat retaining member, it is possible to keep the engine warm, and cool the power unit when the vehicle travels and when it travels at extremely low speed or stops. It works well.

  Here, the wind flowing below the engine is mainly a traveling wind that has passed through the radiator and its surroundings when the vehicle is traveling, but attached to the radiator etc. when the vehicle is traveling at extremely low speed or when the vehicle is stopped. It is the wind generated by the driving of the fan.

  In the cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above configuration, the first guide wall and the second guide wall are continuous.

  In the above aspect, since the first guide wall and the second guide wall are continuous, the wind (running wind, fan wind) that has flowed under the engine is used for cooling the power unit without escape Can.

  In the power unit cooling structure in a vehicle according to another aspect of the present invention, in the above configuration, at least one of the second air passage portion and the second guide wall portion is provided to the front end of the lower surface of the oil pan.

  In the above aspect, since at least one of the second air passage and the second guide wall is provided to the front end of the lower surface of the oil pan, the air (running air, fan air) flowing from the front of the engine is It can be directed to the power unit and can effectively cool the power unit.

  In the power unit cooling structure in a vehicle according to another aspect of the present invention, in the above configuration, the second guide wall portion is provided on both sides of the second air passage portion, and The distance between the two guide wall portions becomes narrower as it goes from the front side to the rear side of the vehicle.

  In the above aspect, it is possible to guide more wind (traveling wind, fan wind) from the front than the engine toward the power unit. Thus, the power unit can be cooled more effectively.

  In the above aspect, it is possible to adjust the amount of air flow by reducing the distance between the second guide wall portions.

The cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above configuration, covers at least a part of the transmission connected to one side of the engine in the width direction of the vehicle and the outer surface of the transmission a transmission heat-insulating member, further wherein the the engine heat insulating member and the transmission heat insulating member, said has been combined-out collision Te widthwise smell of a vehicle, said transmission heat-insulating member, the first wind passage section to have a portion bordering, in a portion bordering on the first wind passage section, the first along the wind passage, the third guide wall portion on the rear side thus provided as overhangs of the vehicle Have.

  In the above aspect, since the outer surface of the transmission is also covered with the transmission heat insulating member, the heat radiation through the transmission is also suppressed, which is advantageous for shortening the warm-up time when restarting the engine.

  Further, in the above aspect, the transmission heat insulating member is provided with the third guide wall portion, so that the traveling wind can be suppressed from escaping from the transmission heat insulating member side. Thus, effective cooling of the power unit is possible.

  In the cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above configuration, the transmission heat insulating member is also in contact with the second air passage portion in the width direction of the vehicle. The machine heat retaining member has a fourth guide wall portion provided along the second air passage portion so as to project to the lower side of the vehicle at a portion bordering the second air passage portion. The three guide wall portions and the fourth guide wall portion are continuous.

  In the above aspect, since the third guide wall and the fourth guide wall are continuous, the wind (running wind, fan wind) that has flowed under the engine does not escape from the transmission heat insulating member side. It can be used for cooling.

  The cooling structure of a power unit in a vehicle according to another aspect of the present invention is, in the above-described configuration, a transfer device in which the power unit is connected to the transmission.

  In the above aspect, the transfer device that generates heat when the vehicle travels is adopted as an example of the power unit, but as described above, it can be reliably cooled by the traveling wind and the fan wind.

  The cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above configuration, is provided between an exhaust gas purification device provided above the power unit in the vertical direction of the vehicle, and between the power unit and the exhaust gas purification device And a heat shield plate which shields the radiant heat from the exhaust gas purification device to the power unit.

  In the above aspect, since the heat shield plate is provided between the exhaust gas purification device and the power unit, the radiation heat from the exhaust gas purification device to the power unit can be reliably insulated. Also by this, an undesirable temperature rise of the power unit can be suppressed.

  In the cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above configuration, a gap communicating with the first air passage portion is opened in the heat shield plate.

  In the above aspect, since the heat shield plate has a gap, the wind (running wind, fan wind) that has flowed through the first wind passage portion can be used also for cooling the exhaust purification device. Therefore, in the above aspect, an undesirable temperature rise of the exhaust gas purification device can also be suppressed.

  The cooling structure of a power unit in a vehicle according to another aspect of the present invention further includes an undercover which is disposed in a state of covering the lower side of the engine and the power unit in the above configuration, and an opening is provided. During traveling, a part of the traveling air taken in from the opening is guided to the first air passage between the engine and the power unit.

  In the above aspect, the opening is provided in the undercover, and the traveling wind taken in from the opening is guided to the power unit. Thus, the power unit is effectively cooled.

  In addition, a part of the traveling wind taken in from the opening of the undercover is guided to the first air passage as described above, and the remaining flows along the lower part of the power unit toward the vehicle rear side.

  In the cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above configuration, the flow of the traveling wind taken in from the opening is obtained at the edge of the opening on the rear side of the vehicle. A first air guide is provided to guide the air passage, and the width of the first air passage is equal to or greater than the width of the first air guide in the width direction of the vehicle.

  In the above aspect, since the width of the first air passage portion is equal to or greater than the width of the first air guide body, the traveling air whose flow direction is changed by the first air guide does not escape to the outside of the first air passage portion. Used to cool the power unit. Thus, the power unit can be cooled more reliably.

  In the cooling structure of a power unit in a vehicle according to another aspect of the present invention, in the above-described configuration, the vehicle may be disposed between the oil pan in the lower part of the engine and the undercover A second air guide body is provided to guide the flow of the wind flowing from the front side of the air flow toward the first air passage portion.

  In the above aspect, since the second cover is provided on the undercover, the wind (running wind, fan wind) that has flowed between the oil pan and the undercover at the bottom of the engine can be made more aggressively of the power unit. It will be possible to lead to the side. Thus, the power unit can be cooled more effectively.

  In the cooling structure of the power unit in the vehicle according to each of the above aspects, the cooling of the power unit by air cooling is reliably performed while securing high heat retention of the engine.

FIG. 1 is a schematic view showing a schematic configuration of a vehicle 1 according to a first embodiment. FIG. 2 is a schematic rear view of the engine 10 and the transmission 11 as viewed from the rear side of the vehicle. It is a model perspective view which looked at undercover 24 and PTO15 which have the 1st airflow guide 24a from diagonally upward. It is a schematic diagram which shows the opening part 21a of the engine insulator 21, and its periphery structure. It is a schematic cross section which shows the flow of the driving | running wind and fan wind around the engine 10 and PTO15. It is a schematic cross section which shows the flow of the driving wind and fan wind around the engine 10 which concerns on a comparative example, and PTO15. FIG. 10 is a schematic cross-sectional view showing a partial configuration of an engine insulator 26 and a transmission insulator 27 according to a second embodiment. FIG. 10 is a rear view of an engine insulator 28 according to a third embodiment as viewed from the rear side of the vehicle. FIG. 3 is a perspective view of the engine insulator 28 as viewed from the rear right side of the vehicle. FIG. 16 is a bottom view of an engine insulator 29 according to a fourth embodiment as viewed from below the vehicle. FIG. 5 is a perspective view of an engine insulator 29 as viewed from the front lower side of a vehicle. FIG. 18 is a schematic cross-sectional view showing the configuration of the undercover 30 according to Embodiment 5. FIG. 16 is a schematic cross-sectional view showing a configuration of an engine insulator 31 according to a sixth embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The form described below is an aspect of the present invention, and the present invention is not limited to the following form except for the essential configuration.

Embodiment 1
1. Schematic Configuration of Vehicle 1 The schematic configuration of the vehicle 1 according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, an engine 10 as a power source is mounted on the front portion of the vehicle 1. The engine 10 is, for example, a laterally mounted diesel engine. A transmission 11 in which differential gears are integrated is connected to the output side of the engine 10.

  The driving force generated by the engine 10 is transmitted from the left and right front drive shafts 13L, 13R to the left and right front wheels 14L, 14R via the transmission 11. In the present embodiment, the front wheels 14L and 14R are main drive wheels in order to adopt a four-wheel drive vehicle based on an FF vehicle as an example of the vehicle 1. Therefore, in the vehicle 1 according to the present embodiment, most driving force is distributed to the front wheels 14L and 14R when the road surface μ is high.

  A power split device (PTO; Power Take-Off) 15 for dividing a part of the driving force into a propeller shaft 16 is interposed in the transmission path of the driving force generated by the engine 10 in the vehicle 1 . As shown in FIG. 1, in the engine room of the vehicle 1, the PTO 15 is disposed immediately behind the engine 10. The specific arrangement relationship of the PTO 15 with respect to the engine 10 will be described later. In the present embodiment, the PTO 15 which is a transfer device is adopted as an example of the power unit disposed immediately behind the engine 10.

  An electronically controlled 4WD coupling 17 and a differential gear 18 are connected to a rear end portion of a propeller shaft 16 extending in the front-rear direction of the vehicle 1. The left and right rear drive shafts 19L and 19R are connected to the differential gear 18. Left and right rear wheels 20L, 20R are attached to the drive shafts 19L, 19R, respectively, so that the driving force from the propeller shaft 16 is transmitted to the rear wheels 20L, 20R.

2. The engine 10 and its peripheral configuration The engine 10 and its peripheral configuration of the vehicle 1 will be described with reference to FIG. FIG. 2 is a schematic rear view of the engine 10 and the peripheral configuration as viewed from the rear side of the vehicle 1.

  As shown in FIG. 2, when the engine 10 is viewed from the rear side of the vehicle 1, the PTO 15 is disposed behind the engine 10. The PTO 15 is disposed slightly below the center of the engine 10 in the height direction. When viewed from the rear side of the vehicle 1, the PTO 15 is also arranged with a positional relationship that partially overlaps the oil pan 10 a of the engine 10.

  The PTO 15 is disposed to the right of the joint boundary between the engine 10 and the transmission 11 (on the engine 10 side). A right front drive shaft 13R is extended from the PTO 15 toward the right.

  In the rear of the engine 10, in addition to the PTO 15, an exhaust gas purification device (DPF; Diesel Particulate Filter) 23 is also disposed. The DPF 23 is disposed behind the engine 10 and above the PTO 15.

  Under the engine 10 and the transmission 11, a plate-like undercover 24 is laid. The undercover 24 is provided with a first air guiding body 24 a at a portion corresponding to the lower side of the PTO 15. The first air guide body 24 a is a member for changing the direction of the traveling wind to the PTO 15 side. This will be described later.

  A part of the outer surface of the engine 10 is covered by an engine insulator 21. Specifically, the engine insulator 21 covers the outer surface of the cylinder block of the engine 10 and a part of the outer surface of the oil pan 10a.

  The outer surface of the transmission 11 is also covered by the transmission insulator 22. The engine insulator 21 and the transmission insulator 22 are butted at the joint boundary between the engine 10 and the transmission 11. In other words, the engine insulator 21 and the transmission insulator 22 are butted in a state where the boundaries are in contact.

  A portion between the engine 10 and the PTO 15 is opened in the engine insulator 21 (opening 21a). Due to the formation of the opening 21 a, a part of the outer surface of the engine 10 (including a part of the outer surface of the oil pan 10 a) is exposed to the rear side of the vehicle 1.

  In the engine insulator 21, a rib-like guide wall (first guide wall) 21b is provided at the right edge of the opening 21a. The guide wall portion 21 b is formed to project further to the rear side of the vehicle 1 than the other portions of the engine insulator 21.

  Also in the transmission insulator 22, a rib-like guide wall (third guide wall) 22b is provided at the left edge of the opening 21a of the engine insulator 21. The guide wall portion 22 b is also formed to project further to the rear side of the vehicle 1 than the other portion of the transmission insulator 22.

  The engine insulator 21 and the transmission insulator 22 are made of a material having heat retention, and in the present embodiment, a plurality of members are stacked as an example.

3. Structure of Undercover 24 The structure of the under cover 24 will be described with reference to FIG. FIG. 3 is a schematic perspective view illustrating the lower part of the engine 10 and the transmission 11 in the configuration of the undercover 24. As shown in FIG.

  As shown in FIG. 3, the undercover 24 laid under the vehicle 1 is provided with an air intake portion 24 c at a portion corresponding to the lower side of the engine 10. The air intake portion 24c is recessed toward the upper side of the vehicle 1 compared to the base portion 24d around it.

  An opening 24b is provided at the rear of the air intake portion 24c, and a part of the traveling wind flowing along the lower side of the undercover 24 is taken into the engine room from the opening 24b. Then, immediately behind the opening 24 b, a first air guiding body 24 a for guiding the traveling air taken in from the opening 24 b toward the PTO 15 is disposed.

  The first air guide body 24a has a slope for changing the direction of the traveling wind. For this reason, the first air guide body 24 a is disposed slightly in front of the PTO 15 in the front-rear direction of the vehicle 1.

4. Opening 21a of Engine Insulator 21 and Surrounding Configuration There will be described opening 21a of the engine insulator 21 and its surrounding configuration with reference to FIG. FIG. 4 is a schematic view showing the opening 21 a of the engine insulator 21 and the peripheral configuration thereof.

  As shown in FIG. 4, the opening 21 a provided in the engine insulator 21 is provided in the width direction of the vehicle 1 so as to correspond to the air intake 24 c provided in the undercover 24. That is, when the opening 21a of the engine insulator 21 is viewed from the rear side of the vehicle 1, the opening edges of the left and right sides of the opening 21a are on both outer sides than the opening 24b of the air intake 24c. It is provided.

  Further, the opening 21 a of the engine insulator 21 is provided such that the opening edges on both sides thereof are on both outer sides than the first air guide body 24 a of the undercover 24.

Here, the width of the opening 21a in the width direction of the vehicle 1 is W _21a , and the inner width of the guide wall 21b of the engine insulator 21 and the guide wall 22b of the transmission insulator 22 is W _21b. When the width of _24a is W _24a , the following relationship is satisfied.
[Equation 1] W _21a = W _{21 b}
[Equation 2] W _21a ≧ W _24a
As shown in FIG. 4, the opening 21 a of the engine insulator 21 is formed extending from the lower end portion of the oil pan 10 a (not shown in FIG. 4) toward the front of the vehicle 1. Thus, the oil pan 10a of the engine 10 is partially exposed outward not only on the rear side of the vehicle 1 but also on the lower side.

  In the opening 21 a of the engine insulator 21, the lower guide wall (second guide wall) 21 c of the engine insulator 21 and the transmission insulator 22 are provided on both sides of a portion of the oil pan 10 a extending downward. And a lower guide wall (fourth guide wall) 22c.

  The lower guide wall 21c of the engine insulator 21 and the lower guide wall 22c of the transmission insulator 22 are extended to the front end portion below the oil pan 10a in the front-rear direction of the vehicle 1, respectively.

  Further, the lower guide wall 21c of the engine insulator 21 and the lower guide wall 22c of the transmission insulator 22 are respectively continuous with the guide wall 21b and the guide wall 22b without a gap.

5. Cooling of PTO 15 by Running Wind and Fan Wind Cooling of the PTO 15 by running wind and fan wind will be described using FIGS. 5 and 6. FIG. 5 is a schematic cross-sectional view showing the flow of traveling air and fan air to the PTO 15 according to the present embodiment, and FIG. 6 is a schematic cross-sectional view showing the flow of traveling air and fan air as a comparative example.

First, as shown in FIG. 5, in the present embodiment, in the engine insulator 21 covering the outer surface of the engine 10, an opening 21a is provided in a portion between the engine 10 and the PTO 15 (see FIG. 4 etc.) Thus, the wind passage (first air passage) SP ₁ is formed a running wind and fan Kazenotoorimichi between the engine 10 and PTO15. The opening 21a of the engine insulator 21 is also continuous below the oil pan 10a, and the wind passage (second wind passage) is also a passage of wind (running wind, fan wind) below the oil pan 10a. Part) SP ₂ is configured.

Incidentally, wind, fan from but during running of the vehicle 1 is mainly running wind, fan that is attached to the radiator during extremely low speed running or when the vehicle is stopped 1 (radiator fan) or the like passing through the wind passage section SP ₂ It is a wind.

In the present embodiment, to guide the traveling wind and fan air passing through the air passage SP ₁ and wind passage portion SP _2, the guide walls 21b, 22b and lower guide walls 21c, 22c are provided (In FIG. 5, illustration of the guide wall 22b and the lower guide wall 22c is omitted).

In the present embodiment having such a configuration, a portion of the traveling air flow ₁ flowing along the lower surface of the undercover 24 is taken into the engine room from the opening 24 b of the air intake portion 24 c. After the traveling air flow ₁ taken in is changed in direction by the first air guide body 24a (running air flow ₃ ), the lower end portion (high temperature oil reservoir Roil) of the PTO 15 and the lower portions of the air passage portions SP ₁ and PTO 15 Split in both directions.

The traveling wind Flow ₃ taken in when the vehicle 1 travels deprives the heat of the high-temperature oil reservoir Roil in the PTO 15 and mainly flows below the PTO 15 (Flow ₅ ). However, a part of the traveling wind Flow ₃ flows above the PTO 15 while taking the heat of the PTO 15 through the wind passage portion SP ₁ .

In the present embodiment, in the portion between the engine 10 and PTO15, opening 21a is provided in the engine the insulator 21, thereby since the wind passage unit SP ₁ is formed, between the engine 10 and PTO15 The flow of wind (running wind, fan wind) is also less likely to be impeded.

Further, in the present embodiment, the wind passage portion SP ₁ of: both sides portions in the guide wall portion 21b, since 22b are provided, running wind partially diverted from running wind Flow ₃ taken (the Flow ₄ one Section) is provided for cooling the PTO 15 without escaping to the outside in the width direction of the vehicle 1.

Further, in the present embodiment, even under the oil pan 10a is formed with a wind passage section SP _2, the wind from the front of the vehicle 1 (traveling wind, fan air) Flow ₂ also toward the first conductive Futei 24a It can flow. Therefore, the wind Flow ₂ from the front of the vehicle 1 is also used to cool the PTO 15. Incidentally, the wind passage portion SP ₂ of the lower guide wall 21c in both sides, 22c is provided, also, the lower guide wall 21c, 22c are guide walls 21b, since the continuous 22b respectively, wind The flow ₂ is prevented from escaping to the outside in the width direction of the vehicle 1.

Here, the traveling air flow ₃ taken in from the opening 24 b of the undercover 24 and the air flow ₂ flowing below the oil pan 10 a merge at the lower portion between the engine 10 and the PTO 15. However, to the high temperature oil reservoir portion Roil of the PTO 15, the traveling air flow ₅ in which the traveling air flow ₃ is divided mainly flows. Therefore, the high temperature oil reservoir Roil of the PTO 15 is effectively cooled by the traveling air flow ₅ having a relatively low temperature.

As shown in FIG. 6, in the comparative example, the entire outer surface of the engine 10 including the oil pan 10 a is covered with the engine insulator 91. For this reason, in the region between the engine 10 and the PTO 15, only the very narrow clearance SP ₉₁ remains by the interposition of the engine insulator 91 (the portion indicated by the arrow A). Similarly, also in the region between the oil pan 10a and the undercover 24, only the very narrow clearance SP ₉₂ is left by the interposition of the engine insulator 91.

In the structure according to the comparative example, a part of the traveling air flow ₉₁ flowing along the lower surface of the undercover 24 is taken into the engine room from the opening 24 b of the air intake portion 24 c. The travel wind Flow ₉₁ taken in reaches the lower end portion of the PTO 15 after being changed in direction by the first air guide body 24a (travel wind Flow ₉₅ ).

Here, in the structure according to the comparative example, since the gap SP _{91 in} the region between the engine 10 and the PTO 15 is narrowed due to the presence of the engine insulator 91, the wind escapes to the upper side of the PTO 15 through the gap SP ₉₁ Will be less. Therefore, in the structure according to the comparative example, it is feared that the upper portion of the PTO 15 is not sufficiently cooled.

As for the region between the oil pan 10a and the under cover 24, so there remains only a narrow gap _{SP 92} of the engine the insulator 91, the wind from the front of the vehicle 1 (traveling wind, fan air) Flow ₉₂ engine 10 It is difficult to flow to the rear of the Also from this, it is feared that the PTO 15 is not sufficiently cooled.

6. Cooling of PTO 15 upper part and DPF 23 by traveling wind and fan wind Continuing on cooling of PTO 15 upper part and DPF 23 by traveling wind and fan wind will be described with reference to FIGS. 5 and 6.

  First, as shown in FIG. 5, the DPF 23 is disposed above the PTO 15 at an interval. A heat shield plate 25 is provided between the DPF 23 and the PTO 15 in order to suppress that the radiant heat from the DPF 23 affects the PTO 15. In the present embodiment, the heat shield plate 25 is provided with a gap 25 a passing through the upper and lower sides in the thickness direction.

  As shown in FIG. 5, in the front-rear direction of the vehicle 1, the gap 25 a of the heat shield 25 is opened above the front end portion of the PTO 15.

  Here, narrow gaps are open between the PTO 15 and the heat shield 25 and between the heat shield 25 and the DPF 23. Heretofore, the heat of the PTO 15 and the DPF 23 has easily been dissipated in these gaps.

On the other hand, in the present embodiment, a part of the flow divided from the traveling air flow ₃ taken in from the opening 24 _b of the undercover 24 and the air flow ₂ flowing below the engine 10 merge (air flow ₄₎ through the air passage portion SP _1, it can flow over the PTO15. Then, a part of the air flow ₄ flowing above the PTO 15 flows into the DPF 23 through the gap 25a, and the remaining part flows between the PTO 15 and the heat shield 25 (air flow ₆ ).

The wind flowing into the upper part of the heat shield 25 from the gap 25 a of the heat shield 25 flows between the lower part of the DPF 23 and the heat shield 25, the wind Flow ₈ flowing between the heat shield 25 and the front of the DPF 23 and the heat shield 25. It is diverted to the wind Flow ₇ which flows into.

As described above, the wind Flow ₄ flowing through the wind passage portion SP ₁ is mainly the wind Flow ₂ flowing below the engine 10. For this reason, the temperature is relatively higher (light warm air) than the traveling air flow ₃ taken from below the undercover 24. In this embodiment, it is possible to perform cooling of the upper part of the PTO 15 and scavenging of hot air staying around the DPF 23 on the heat shield 25 using such weak warm air.

  On the other hand, as shown in FIG. 6, in the structure according to the comparative example, no gap is opened in the heat shield plate 95 disposed between the DPF 23 and the PTO 15 (a portion indicated by the arrow B). For this reason, combined with the narrow gap between the engine 10 and the PTO 15, the traveling wind and the fan wind can hardly flow into the upper part of the PTO 15 or the side where the DPF 23 is disposed.

  Therefore, in the structure according to the comparative example, it is difficult or impossible to scavenge hot air stagnation around the DPF 23 on the top of the PTO 15 and the heat shield plate 25.

7. Effects The effects of the cooling structure of the PTO 15 in the vehicle 1 having the above-described configuration will be collectively described.

In the present embodiment, the air passage portion SP ₁ is provided in a portion corresponding to between the PTO15 an engine 10 and a power unit, the guide wall portion 21b on the side portion, because 22b is provided, the vehicle A wind Flow ₄ which is a combination of the wind Flow ₂ and a part branched from the traveling wind Flow ₃ taken from below the undercover 24 in ₁ is guided to the wind passage portion SP ₁ . Therefore, in the present embodiment, the outer surface of the engine 10 is covered with the engine insulator 21 to secure the heat retention of the engine 10, and the air (running wind, fan wind) Flow ₄ is used to cool the upper part of the PTO 15 and stay around the DPF 23. It is also possible to scavenge hot air.

Further, in the present embodiment, for the region between the oil pan 10a and the under cover 24, it is set to be partially omitted engine insulator 21, thereby providing the air passage SP _2. Also and providing lower guide walls 21c, and 22c to the side portion of the air passage portion SP _2. Further and to continuous and wind passage unit SP ₁ and the wind passage section SP _2. Therefore, in the present embodiment, the wind (running wind, fan wind) Flow ₂ flowing from the front of the vehicle 1 along the upper surface of the undercover 24 is also guided to the wind passage portion SP ₁ . Therefore, in the present embodiment, by covering a part of the outer surface of the oil pan 10a with the engine insulator 21, more reliable heat retention of the engine 10 can be achieved, and at the time of traveling of the vehicle 1 At the same time, it is possible to cool the upper part of the PTO 15 and scavenge hot air remaining around the DPF 23.

Further, in the present embodiment, since the guide wall portion 21 b and the lower guide wall portion 21 c are continuous, the wind (running wind, fan wind) that has flowed under the engine 10 along the upper surface of the undercover 24 It can be used for cooling the PTO 15 and the DPF 23 without losing _two .

Further, in the present embodiment, the wind passage SP ₂ and the lower guide wall 21c, 22c is so provided to the front end of the lower face of the oil pan 10a, from the front than the engine 10 along the upper surface of the under cover 24 The flowed wind (running wind, fan wind) Flow ₂ can be introduced to the wind passage SP ₁ between the engine 10 and the PTO 15, and the PTO 15 and the DPF 23 can be effectively cooled.

  Further, in the present embodiment, since the outer surface of the transmission 11 is also covered by the transmission insulator 22, the heat radiation through the transmission 11 is also suppressed, and the warm-up time at the time of restarting the engine 10 is shortened. It is superior to.

Further, in the present embodiment, since the guide wall portion 22b to the transmission insulator 22 is provided, the wind Flow ₄ from the transmission insulator 22 side can be suppressed from being escaping outside the wind passage SP ₁ it can. Thus, effective PTO 15 and DPF 23 cooling is possible.

Further, in the present embodiment, since the guide wall portion 22b and the lower guide wall portion 22c in the transmission insulator 22 are also continuous, the wind which has flowed under the engine 10 along the upper surface of the undercover 24 (running wind, Fan wind) Flow ₂ can be used for cooling PTO 15 and DPF 23 without escaping from the transmission heat retention member side.

  Further, in the present embodiment, since the heat shield plate 25 is provided between the DPF 23 and the PTO 15, the influence of radiant heat from the DPF 23 to the PTO 15 can be suppressed. Also by this, it is possible to suppress an undesirable temperature rise of the PTO 15.

Further, in the present embodiment, since the heat shield plate 25 is provided with the gap 25a, a part of the wind Flow ₄ flowing through the wind passage portion SP ₁ can be used as scavenging air of hot air stagnation around the DPF 23. . Therefore, in the present embodiment, it is possible to suppress an undesired temperature increase of the DPF 23 when the vehicle 1 travels, travels at a very low speed, or stops.

Further, in the present embodiment, the under cover 24 is provided with the opening 24 b, and the traveling air flow ₃ taken from the opening 24 b is guided to the PTO 15. Thus, the PTO 15 is effectively cooled.

Further, in the present embodiment, the width W _21a (the width of the air passage portion SP ₁ ) of the opening 21a of the engine insulator 21 is equal to or greater than the width W _24a of the first air guide 24a. A part of the traveling wind Flow ₃ whose direction has been changed and the wind Flow ₂ are guided to the wind passage portion SP ₁ without escape. Therefore, the upper portion of the PTO 15 and the DPF 23 can be cooled more reliably.

Second Embodiment
The cooling structure of the PTO 15 in the vehicle 1 according to the second embodiment will be described with reference to FIG. FIG. 7 is a schematic cross-sectional view showing a partial configuration of the engine insulator 26 and the transmission insulator 27. As shown in FIG.

As shown in FIG. 7, in the present embodiment, in the engine insulator 26, the portion between the engine 10 and the PTO 15 is thinner than the others (thin portion 26 d). That is, the thickness _{t 26d} of the thin portion 26d is another part, specifically, it is set smaller than the thickness _{t 26e} such outer covering portion 26e of the guide wall portion 26b.

Further, the thickness t ₂₆ d of the thin-walled portion 26 d of the engine insulator 26 is set smaller than the thickness t ₂₇ e of the covering portion 27 e or the like outside the guide wall 27 _b of the transmission insulator 27.

  In addition, although illustration and detailed description are abbreviate | omitted, also about the part which covers the lower side of the oil pan 10a in the engine insulator 26, the thin part 26d is continuously formed.

  Further, in the engine insulator 26 and the transmission insulator 27, lower guide wall portions are provided on both sides of the thin portion 26d below the oil pan 10a, and the guide wall portions 26b and 27b and the lower guide wall portion About the point etc. which are continuous, it is the same as that of the said Embodiment 1.

  As described above, in the present embodiment, by providing the thin-walled portion 26 d instead of providing the opening in the engine insulator 26, the passage of the traveling wind and the fan wind is provided between the engine 10 and the PTO 15. A first air passage can be formed. Therefore, also in the present embodiment, it is possible to cool the lower and upper portions of the PTO 15 and to scavenge the hot air staying around the DPF 23 on the heat shield plate 25 by the traveling air and the fan air. It is possible to get.

  Further, in the present embodiment, since the wind passage portion is configured by thinning a part of the engine insulator 26 (by forming the thin portion 26 d), the heat retention of the engine 10 is more than in the first embodiment. Excellent in quality.

Third Embodiment
The cooling structure of the PTO 15 in the vehicle 1 according to the third embodiment will be described with reference to FIGS. 8 and 9. FIG. 8 is a rear view showing the configuration of the engine insulator 28 according to the present embodiment, and FIG. 9 is a perspective view.

  As shown in FIGS. 8 and 9, the engine insulator 28 according to the present embodiment is provided with an opening 28a and a thin portion 28d in a region corresponding to the opening 21a of the engine insulator 21 according to the first embodiment. There is. The opening 28a is provided on the upper side of the vehicle 1 with respect to the thin portion 28d.

  In the present embodiment, the first air passage portion is configured by the opening 28a and the thin portion 28d in the engine insulator 28.

  Further, as shown in FIG. 9, in the engine insulator 28, the thin portion 28 d is provided so as to be continuous with the lower portion, and the thin portion 28 d is extended to the front end of the lower portion of the engine insulator 28.

As shown in FIGS. 8 and 9, in the engine the insulator 28 according to the present embodiment, the guide wall portion 28b ₁ is provided along the right edge of the opening 28a and the thin portion 28d, along the left edge the guide wall 28b ₂ are provided Te. Guide wall 28b ₁ and the guide wall portion 28b ₂ are respectively provided so as to extend in the vertical direction of the vehicle 1.

Further, as shown in FIG. 9, the lower portion of the engine the insulator 28, the lower guide wall portion 28c ₁ is provided along the right edge of the thin portion 28d, the lower guide wall along the left edge portion 28c ₂ is provided. The lower guide wall portions 28c ₁ and 28c ₂ are provided so as to extend in the front-rear direction of the vehicle 1, respectively.

Also in this embodiment, the guide wall portion 28b ₁ and the lower guide wall 28c ₁ are continuous without a gap, is continuous without a gap and the guide wall portion 28b2 and the lower guide wall 28C2.

Here, in the present embodiment, the guide insulators 28 b ₁ and 28 b ₂ and the lower guide walls 28 c ₁ and 29 c ₂ are provided on the engine insulator 28, so a transmission insulator used in combination with the engine insulator 28. In the above, the guide wall and the lower guide wall are not provided.

  The present embodiment is mainly characterized in that the engine insulator 28 configured as described above is provided. The other configuration is the same as that of the first embodiment except for the configuration of the transmission insulator mentioned above.

  Also in this embodiment, the same effect as that of the first embodiment can be obtained.

Fourth Embodiment
The cooling structure of the PTO 15 in the vehicle 1 according to the fourth embodiment will be described with reference to FIG. 10 and FIG. FIG. 10 is a bottom view of the engine insulator 29 according to the present embodiment as viewed from the lower side of the vehicle 1. FIG. 11 is a perspective view of the engine insulator 29 as viewed from the front lower side of the vehicle 1.

As shown in FIGS. 10 and 11, also in the engine insulator 29 according to the present embodiment, a thin portion 29e is provided in the lower portion as in the third embodiment. The thin portion 20 e is to form a second air passage portion between the oil pan 10 a of the engine 10 and the undercover 24 in the vehicle 1. Also in the engine insulator 29, the lower guide wall portion 29c ₁ is provided along the right edge of the thin portion 29e, the lower guide wall portion 29c ₂ along the left edge portion.

Here, in the engine the insulator 29 according to this embodiment, the portion where the lower guide wall 29c ₁ and the lower guide wall 29c ₂ are not parallel are provided. Gradually according Specifically, the lower guide wall portion 29c ₂ is that the provided along the longitudinal direction of the vehicle 1, the lower guide wall 29c ₁ is Yuku the front side from the rear side of the vehicle 1 Have a portion extending in the diagonal direction so as to be on the right side.

In the lower portion of the engine the insulator 29, by the lower guide wall 29c ₁ configured as described above, the spacing _{W 29Cr} at the rear side of the vehicle 1 between the lower guide wall portion 29c ₁ and the lower guide wall 29c _2, front It is narrower than the distance W _{29 cf} at the side.

  The other configuration of the engine insulator 29 is the same as that of the engine insulator 28 according to the third embodiment, and the other configuration is the same as that of the first embodiment.

In the present embodiment having the engine insulator 29 configured as described above, the same effects as the first to third embodiments can be obtained. Furthermore, in the present embodiment, the distance W _{29 cr} between the lower guide wall _{29 c 1} and the lower guide wall _{29 c 2} on the rear side of the vehicle 1 is narrower than the distance W _{29 cf} on the front side. wind from the front than the 10 (traveling wind, fan air) can be guided to the more wind passage unit SP _1, it is possible to further perform effective cooling of PTO15 and DPF 23.

Further, in the present embodiment, since the distance W _{29 cr} between the lower guide wall _{29 c 1} and the lower guide wall _{29 c 2} on the rear side of the vehicle 1 is narrower than the distance W _{29 cf} on the front side, the PTO 15 It is possible to increase the flow velocity of the wind Flow ₄ passing around the. As a result, the temperature of the air passing around the PTO 15 can increase the influence on the layer near the outer wall of the PTO 15, and the temperature boundary layer can be thinned. Thus, the high heat transfer can effectively lower the temperature of the PTO 15.

In the present embodiment, it is possible to adjust the air volume guided to the rear side of the engine 10 by adjusting the relative wide / narrow relationship between the interval W _{29 cf} and the interval W _{29 cr} .

Fifth Embodiment
The cooling structure of the PTO 15 in the vehicle 1 according to the fifth embodiment will be described with reference to FIG. FIG. 12 is a schematic cross-sectional view showing the configuration of the undercover 30 according to the present embodiment.

As shown in FIG. 12, also in the undercover 30 according to the present embodiment, an opening 30 b for introducing the traveling air flow ₁ above the undercover 30 is provided. An air intake portion 30c recessed upward is provided on the front side portion of the vehicle 1 with respect to the portion where the opening 30b is opened.

Moreover, while the 1st wind guide body 30a which changes direction of the introduced traveling wind Flow ₁ upward is provided in the edge by the side of the back in the opening part 30b, wind Flow ₂ is provided in the edge by the side of front. A second air guide body 30e is provided to change the direction of the upper side.

  In the cooling structure of PTO 15 in vehicle 1 according to the present embodiment, the configuration other than the configuration of undercover 30 is the same as that of the first embodiment.

In the present embodiment having the undercover 30 configured as described above, the same effects as the first embodiment and the like can be obtained. Furthermore, in the present embodiment, since the second air guide body 30e is provided to the undercover 30, the wind that has flowed between the oil pan 10a at the lower part of the engine 10 and the undercover 30 (running wind, fan wind ) and Flow _2, changes its direction upward at the second conductive Futei 30e, as the wind Flow _9, a more aggressively can be guided to the wind passage portion SP ₁ between the engine 10 and PTO15. Therefore, the PTO 15 and the DPF 23 can be cooled more effectively.

Sixth Embodiment
The cooling structure of the PTO 15 in the vehicle 1 according to the sixth embodiment will be described with reference to FIG. FIG. 13 is a schematic cross-sectional view showing the configuration of the engine insulator 31 according to the present embodiment.

  As shown in FIG. 13, the engine insulator 31 according to the present embodiment has the lower guide wall 31 c wider than the lower guide wall 21 c of the engine insulator 21 in the first embodiment on the undercover 24 side. The lower guide wall portion 31 c is configured such that almost no gap remains with the upper surface of the undercover 24. The lower end side of the lower guide wall 31 c and the upper surface of the under cover 24 may be in contact with each other (a so-called zero touch state may be used).

  Also in the engine insulator 31 according to the present embodiment, the lower guide wall 31 c and the guide wall 31 b are continuous without a gap.

  Moreover, although illustration is abbreviate | omitted, also in the transmission insulator, the lower guide wall part is provided similarly to the said Embodiment 1, and the said lower guide wall part also becomes wide at the under cover 24 side. ing.

  In the present embodiment, the other configuration is the same as that of the first embodiment.

In the present embodiment including the engine insulator 31 configured as described above, the same effects as the first embodiment and the like can be obtained. Furthermore, in the present embodiment, the wind (running wind, fan wind) Flow ₂ passing through the second air passage portion SP ₂ between the engine 10 and the undercover 24 is released to the outside of the second air passage portion SP _2. It is further ensured that the PTO 15 or the like after the engine 10 can be led to the area where the PTO 15 or the like is disposed.

If it abuts an upper surface of the lower side and the under cover 24 of the lower guide wall 31c together, it is also possible to eliminate the air to escape out of the second air passage section SP ₂ below the engine 10.

  Here, even when the lower end side of the lower guide wall portion 31c of the engine insulator 31 abuts on the upper surface of the undercover 24, it is considered that the problem of the contact noise hardly occurs. This is because the material of the engine insulator 31 contains a heat insulating material and has low rigidity.

[Modification]
In the first embodiment, the opening 21a of the engine insulator 21 is continuous from the lower side to the rear side of the engine 10, and in the third embodiment, a thin-walled portion is formed below the engine 10 Although the opening 28a is provided on the back side of the engine 10, the present invention is not limited thereto. For example, an opening may be provided below the engine 10 as in the first embodiment, and a thin portion may be provided as at the second and third embodiments on the back side of the engine 10.

In Embodiment 1-6, the guide walls _{21b, 22b, 26b, 27b,} 28b 1, 28b 2, 31a and lower guide walls _{21c, 22c, 28c 1, 28c} 2, 29c 1, 29c 2, 31c of the cross-section Although the shape is rectangular, the present invention is not limited thereto. For example, it is also possible to use a rounded rectangular cross section or a semi-elliptical cross section.

  Moreover, in said Embodiment 1-6, although PTO15 was employ | adopted as an example of the power unit which is cooling object, this invention does not receive limitation to this. For example, a differential gear, an EGR (Exhaust Gas Recirculation), or the like can be used as a cooling target.

  Moreover, in the said Embodiment 1-6, although the structure which mounts the engine 10 in the front part of the vehicle 1 was employ | adopted as an example, this invention is not limited to this. For example, the present invention can also be applied to a vehicle configured to mount an engine at the rear of a cabin. Also in this case, the same effect as described above can be obtained.

  In the first to sixth embodiments, heat retention is achieved by the combination of the engine insulators 21, 26, 28, 29, 31 and the transmission insulators 22, 27. However, the present invention is limited to this. It is not something to receive. For example, the engine and the transmission may be covered by an integrally formed insulator. Further, the engine and the transmission may be covered by insulators divided into three or more.

  Moreover, in the said Embodiment 1-6, although the coating by the insulator to the cylinder head of the engine 10 was not mentioned in particular, it is also possible to provide the insulator which covers such a cylinder head.

Further, in the embodiment 1-6, the guide wall portion 21b of the engine the insulator 21,26,28,29,31 and transmission insulators _{22,27, 22b, 26b, 27b,} 28b 1, 28b 2, 31a and lower guide walls _{21c, 22c,} for _{28c 1, 28c 2, 29c 1} , 29c 2, 31c, is set to become integrally formed structure, the present invention is not intended to be limited thereto. For example, a guide wall made of another member may be joined.

1 vehicle 10 engine 10a oil pan 11 transmission 15 PTO (power unit)
21, 26, 28, 29, 31 Engine insulator (heat retention member)
21a, 28a opening _21b, 26b, 28a 1, 31b guide wall (the first guide wall portion)
_{21c, 28c 1, 29c 1,} 31c under the guide wall portion (the second guide wall)
22b, 27b, 28a ₂ guide wall (third guide wall)
22c, 28c ₂ , 29c ₂ lower guide wall (fourth guide wall)
22, 27 Transmission insulator (heat retention member)
23 DPF (Exhaust gas purification system)
24, 30 undercover 24a, 30a _first air guide body 24b, 30b opening 30e second air guide body 25 heat shield 25a gap SP ₁ air passage portion (first air passage portion)
SP ₂ wind passage (second wind passage)

Claims (13)

With the engine,
An engine heat retaining member covering at least a part of the outer surface of the engine;
A power unit disposed on the rear side adjacent to the engine in the front-rear direction of the vehicle;
Equipped with
During traveling of the vehicle, a traveling wind taken in from below the vehicle is guided between the engine and the power unit,
The engine heat insulating member is opened or thinned in a portion corresponding to the space between the engine and the power unit, extends in the vertical direction of the vehicle, and the path of the guided traveling wind A first wind passage portion is provided, and at least one of both sides of the first wind passage portion is provided along the first wind passage portion so as to project toward the rear side of the vehicle. 1 with a guide wall,
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 1, wherein
The engine heat insulating member also covers at least a part of the outer surface of the lower oil pan of the engine,
In the engine heat insulating member, a portion corresponding to the lower side of the oil pan is opened or thinned to form a second air passage portion extending in the front-rear direction of the vehicle, and the second air flow portion. At least one of the two side portions of the passage portion has a second guide wall portion extending along the second air passage portion and downwardly of the vehicle,
The first air passage portion and the second air passage portion are continuous,
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 2, wherein
The first guide wall and the second guide wall are continuous,
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 2 or claim 3, wherein
At least one of the second air passage portion and the second guide wall portion is provided to the front end of the lower surface of the oil pan.
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to any one of claims 2 to 4, wherein
The second guide wall portion is provided on both sides of the second air passage portion,
The distance between the second guide wall portions in the width direction of the vehicle becomes narrower as going from the front side to the rear side of the vehicle.
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to any one of claims 1 to 4,
A transmission connected to one side of the engine in the width direction of the vehicle;
A transmission heat insulating member covering at least a part of the outer surface of the transmission;
And further
Wherein the engine heat insulating member and the transmission heat insulating member, it has been combined-out collision Te width direction odor of the vehicle,
The transmission heat insulating member has a portion in contact with the first air passage portion at a boundary, and in a portion in contact with the first air passage portion, along the first air passage portion, on the rear side of the vehicle a third guide wall portion thus provided as overhangs,
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 6,
The transmission heat insulating member is also in contact with the second air passage portion in the width direction of the vehicle.
The transmission heat insulating member has a fourth guide wall portion extending along the second air passage portion and extending downward of the vehicle at a portion where the boundary is in contact with the second air passage portion. And
The three guide wall portions and the fourth guide wall portion are continuous,
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 6 or 7,
The power unit is a transfer device connected to the transmission.
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to any one of claims 1 to 8,
An exhaust purification device provided above the power unit in the vertical direction of the vehicle;
A heat shield plate which is provided between the power unit and the exhaust gas purification device and which thermally isolates the radiant heat from the exhaust gas purification device to the power unit;
Further comprising
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 9,
The heat shield plate is provided with a gap communicating with the first air passage portion.
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to any one of claims 1 to 10, wherein
And an undercover provided with an opening and disposed under the engine and the power unit.
At the time of traveling of the vehicle, a part of the traveling wind taken in from the opening is guided to the first air passage portion between the engine and the power unit.
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 11,
The edge on the rear side of the vehicle in the opening is provided with a first air guide body for guiding the flow of the traveling air taken in from the opening toward the first air passage portion,
In the width direction of the vehicle, the width of the first air passage portion is equal to or greater than the width of the first air guide body.
Cooling structure of power unit in vehicle. A cooling structure of a power unit in a vehicle according to claim 11 or 12.
On the front side of the vehicle with respect to the opening portion, the flow of wind that has flowed from the front side of the vehicle between the oil pan at the lower part of the engine and the undercover is directed to the first air passage portion. There is a second air guide to guide you,
Cooling structure of power unit in vehicle.

Images