JP2008190451A - Vehicular cooler - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make a cross-flow fan operate in a region where the fan does not act as resistance. <P>SOLUTION: The cross-flow fan 13 is disposed at a lower portion behind a heat exchanger 12 arranged in a front section of an engine room 5 and an opening and closing door 19 is provided in a shroud 17 provided between the heat exchanger 12 and the cross-flow fan 13. When a current value flowing through a fan motor 13a of the fan 13 exhibits a rising rate below a preset rate during a given period of time and besides is below the current value exhibiting a rising rate not less than a given rate in a characteristic of the fan 13, the fan 13 is driven with the opening and closing door 19 closed. When the current value exhibits a rising rate not less than a preset rate or is not less than a current value exhibiting the rising rate not less than the given rate, the opening and closing door 19 is opened to cover a front portion of the fan 13, stopping rotation of the fan 13. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention provides a heat exchanger mounted on the front part of a vehicle, a cross flow fan disposed on at least one of the front side and the rear side of the heat exchanger, and between the heat exchanger and the cross flow fan. The present invention relates to a vehicular cooling device that includes an air guide member that forms an air flow path through which air flows from the front of the vehicle toward the rear, and that cools the heat exchanger by the air flow flowing from the front of the vehicle toward the air flow path.

  A heat exchanger (radiator) that cools the engine coolant and a heat exchanger (condenser) that cools and liquefies the refrigerant of the air conditioner are arranged at the front of the vehicle. These heat exchangers are cooled by the vehicle traveling wind, but when the vehicle is traveling at low speed (especially during traffic jams), the traveling wind is not sufficient and the heat exchanger may not be cooled sufficiently. . For this reason, a fan is installed at the rear of the heat exchanger, and the fan is driven to promote cooling of the heat exchanger.

  At this time, there is a case where a cross flow fan capable of keeping the vertical height low is used with respect to the axial flow fan that is normally used. The cross flow fan is characterized in that when the flow velocity increases (the air volume increases), the static pressure rapidly decreases, and the fan itself becomes a ventilation resistance. This occurs because the driving wind pushed into the fan forcibly turns the fan more than it turns.

For this reason, there is a concern that the cooling efficiency of the heat exchanger may be reduced when the vehicle is traveling at a high speed. Conventionally, when the vehicle is traveling at a high speed exceeding a certain speed, the rotation of the cross flow fan is A fan cover that prevents the generation of airflow that prevents air flow is provided, and the fan cover is kept away from the crossflow fan during idle operation and low speed running, so that the crossflow fan operates in an area where the fan does not resist. (See Patent Document 1 below).
Japanese Utility Model Publication No.59-73522

  By the way, the air flow flowing into the fan may not be proportional to the vehicle speed due to a disturbance such as a strong head wind. For this reason, the operating area of the cross flow fan is set according to the vehicle speed as described above. In this case, for example, when strong wind blows from the front during idle operation or low speed running, the fan itself becomes a ventilation resistance, so the fan cover part should be covered with the fan cover part. The cross flow fan is operated away from the cross flow fan.

  As described above, in the conventional vehicle cooling apparatus, it is difficult to reliably operate the cross flow fan in a region where the fan does not become a resistance.

  Therefore, an object of the present invention is to reliably operate the cross flow fan in a region where the fan does not become a resistance.

The present invention includes a heat exchanger mounted on a front portion of a vehicle, a cross flow fan disposed on at least one of a front side and a rear side of the heat exchanger, and the heat exchanger and the cross flow fan. An air guide member that forms an air flow path through which air flows from the front to the rear of the vehicle, and cools the heat exchanger by an air flow that flows from the front of the vehicle toward the air flow path In the cooling device, the air guide member is provided with an introduction state that guides an air flow from the front of the vehicle to the cross flow fan, and an avoidance state in which at least a part of the air flow is avoided by the cross flow fan. The flow path switching means for switching, the first fan driving state in which the cross-flow fan rotates by energization to the driving unit to generate the air flow, and the driving unit Than to itself rotated by energization of the fan drive state determination means for determining a second fan driving state that is rotated by the air flow from the front of the vehicle,
The main feature is that it has control means for switching and controlling the flow path switching means in accordance with the determination result of the fan drive state determination means.

  According to the present invention, depending on the driving state of the crossflow fan, the flow path switching means is introduced to guide the airflow from the front of the vehicle to the crossflow fan, and at least part of the airflow is avoided from the crossflow fan. For example, even if the strong wind blows from the front during idle operation or low speed running and the actual running air volume increases, the flow switching means is set to the avoiding state and the fan resists. By switching to a state that does not occur, the cross flow fan can be reliably operated in a region where the fan does not become a resistance.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a simplified cross-sectional view of a vehicle front portion provided with a vehicle cooling device according to a first embodiment of the present invention. In addition, the direction shown by the arrow F in FIG. In FIG. 1, a capacitor 7 and a radiator 11 are sequentially arranged from the front side of the vehicle body in the engine room 5 on the vehicle rear side of the bumper 3 provided at the front portion of the vehicle body 1.

  The condenser 7 is a heat exchanger that liquefies a refrigerant of an air conditioner for air-conditioning the vehicle interior, and the radiator 11 is a heat exchanger that cools cooling water of the engine 9. These heat exchangers 12 are usually cooled by traveling wind received from the front during traveling of the vehicle. However, when the vehicle is stopped due to traffic jams or when driving at low speeds, there may be no running wind or the amount of running wind is not enough. A fan 13 for cooling the exchanger 12 is installed in the lower part of the engine room 5 between the heat exchangers 12 and the engine 9.

  The fan 13 of the present embodiment is a cross flow fan, has a cylindrical shape as a whole, and includes a large number of fins 13c on the outer periphery of a rotating shaft 13b that is rotated by a fan motor 13a as a drive unit. The rotating shaft 13b described above is arranged to extend in the vehicle width direction, and the plurality of fins 13c are also extended in the vehicle width direction.

  A shroud 17 as an air guide member is provided between the fan 13 and the heat exchanger 12 including the condenser 7 and the radiator 11 to form an air passage 15 through which air flows from the front to the rear of the vehicle. ing.

  The shroud 17 includes an upper wall 17a that connects the upper portion of the heat exchanger 12 and the upper portion of the fan 13, a lower wall 17b that connects the lower portion of the heat exchanger 12 and the lower portion of the fan 13, and the upper and lower walls 17a and 17b. And side walls 17c on both left and right sides that cover both sides in the vehicle width direction of the heat exchanger 12 and both side edges in the vehicle width direction of the fan 13 are provided. Yes.

  The upper wall 17a of the shroud 17 is inclined from the upper part of the heat exchanger 12 toward the rear of the vehicle body, and an opening 17d provided on the fan 13 side of the inclined part serves as a flow path switching unit. An opening / closing door 19 is provided.

  The opening / closing door 19 is rotatable in the opening direction indicated by the arrow D from the fully closed state in FIG. 1 around a rotation support shaft 21 provided in the fan 13 side and extending in the vehicle width direction. The driving means for the open / close door 19 is not particularly shown, but is not limited to an electric motor and may be hydraulically operated.

  Further, the lower wall 17b of the shroud 17 includes a lower projecting wall 17e projecting from the fan 13 toward the rear and upward of the vehicle body. Correspondingly, from the vicinity of the rotation support shaft 21 at the lower end of the opening / closing door 19 to the rear and upward of the vehicle body. An upper projecting wall 17f projecting toward the top is provided. The downstream end of the space surrounded by each of the lower projecting wall 17e and the upper projecting wall 17f is an exhaust port 15a of the air flow path 15, and the exhaust port 15a is directed to the rear engine 9.

  The fan motor 13a is provided with a current sensor 23 that detects the value of the current flowing through the fan motor 13a, and the detected value of the current sensor 23 is input to an ECU 25 that includes, for example, a microcomputer. The ECU 25 receives the input of the current value detected by the current sensor 23 and controls the opening / closing of the opening / closing door 19 and also controls the driving of the fan motor 13a.

  FIG. 2 shows the relationship between the air volume V discharged from the fan 13 and the current value A in the fan motor 13a. When the air volume V exceeds a certain value V1, the static pressure rapidly decreases and the fan It can be seen that the ability of is decreasing. On the other hand, the current value A increases rapidly with the increase in the air volume starting from the air volume value V1.

  That is, the current value A in the fan motor 13a described above is substantially constant when the current value A1 is less than the current value A1 corresponding to the air volume V1, whereas it rapidly increases above the current value A1 so as to be inversely proportional to the decrease in the air volume V. Here, the current value A1 corresponds to a current value at which the rate of increase is not less than a predetermined value from the characteristics of the cross flow fan (fan 13).

  When the current value is equal to or greater than A1, the fan 13 is forcibly turned by the driving wind from the front of the vehicle or the wind due to the disturbance, rather than the fan 13 itself rotating by the current supplied to the fan motor 13a. Along with this, the current value rapidly increases.

  Further, when the current value A suddenly increases to reach the current value A2, the static pressure becomes negative and the fan 13 does not function as a blower.

  On the other hand, FIG. 3 shows the change of the current value A in the fan motor 13a when the fan 13 is operating with the passage of time T. The current value A is A3 during a predetermined time from time T1 to T2. It shows that it is rising from A4 to A4.

  When the rate of increase [current change (A4−A3) ÷ predetermined time (T2−T1)] of the current value A in FIG. 3 is less than the predetermined rate of increase Au, the fan 13 This corresponds to a state in which the fan 13 is rotated by its own power by the current supplied to the fan motor 13a without being rotated by the wind.

  Here, the ECU 25 is a first fan in which the fan 13 is rotated by a current supplied to the fan motor 13a, that is, energization to the drive unit, without being rotated by a running wind or a disturbance wind. A driving state and a second driving state in which the fan 13 is forcibly turned by a traveling wind from the front of the vehicle or a wind (air flow) due to a disturbance, rather than rotating by the current supplied to the fan motor 13a. And a control means for switching and controlling the open / close door 19 which is a flow path switching means according to the determination result of the fan drive state determination means.

  FIG. 4 is a flowchart showing the control operation of the ECU 25, and the operation of the first embodiment will be described based on this flowchart.

  Here, in the first embodiment, the rate of increase (current change / predetermined time) of the current value A in FIG. 3 is less than a predetermined rate of increase Au (YES in step S1), and FIG. When the current value A is less than the current value A1 at which the current rise rate is equal to or greater than a predetermined value due to the characteristics of the fan 13 (YES in step S2), the fan 13 is turned by the running wind or disturbance wind. Without any change, the first fan drive state in which the fan motor 13a is rotated by the current supplied to the fan motor 13a is entered.

  At this time, the ECU 25 calculates the current increase rate based on the current value detected by the current sensor 23 and the measurement time of the built-in timer, and the calculated current increase rate and the previously determined increase rate Au in FIG. And a determination is made as to whether or not the current value A detected by the current sensor 23 is less than the current value A1 in FIG.

  In this state, when the engine 9 is in the low load operation region and only the traveling wind is sufficient for cooling the heat exchanger 12 (the fan 13 is not driven), the operating load of the engine 9 is high to some extent. In some cases, it is not sufficient (the fan 13 is driven).

  Therefore, the ECU 25 detects the operating load L of the engine 9, and when the operating load L is equal to or higher than a predetermined value that increases to some extent (YES in step S3), the opening / closing door 19 is replaced with the opening 17d as shown in FIG. The closed state (fully closed) is set, and the fan 13 is driven (step S4).

  By driving the fan 13, air from the front of the vehicle is taken into the air flow path 15, thereby cooling the heat exchanger 12 including the condenser 7 and the radiator 11, and cooling the engine 9 by discharging cooling air from the discharge port 15a. Also do.

  That is, at this time, the open / close door 19 is brought into an introduction state for guiding the air flow from the front of the vehicle to the fan 13.

  When the operating load L of the engine 9 is less than the predetermined value, the opening / closing door 19 is in a state where the opening 17d is opened (fully opened) as shown in FIG. The fan 13 is stopped (step S5).

  That is, at this time, the open / close door 19 is set in an avoidance state in which the air flow from the front of the vehicle is avoided by the fan 13.

  In the first embodiment, when the rate of increase (current change / predetermined time) of the current value A in FIG. 3 is equal to or higher than the predetermined rate of increase Au (NO in step S1), the current in FIG. When the value A is at least one of the current value A1 and higher (NO in step S2) at which the rate of increase is equal to or higher than a predetermined value due to the characteristics of the fan 13, the open / close door 19 is opened 17d as shown in FIG. In contrast, the opening degree is adjusted by, for example, setting the valve half open (step S6).

  That is, in this case, there is a concern that the current value A in the fan motor 13a suddenly rises, or the fan 13 is rotated by a running wind or a disturbance wind more than it rotates by the current supplied to the fan motor 13a. This is the second fan driving state.

  In such a case, the opening degree of the opening / closing door 19 is adjusted as described above, and the amount of cooling air flowing through the air flow path 15 is adjusted to the amount flowing through the fan 13 and the amount flowing through the opening 17d. The rate of increase of the value A (current change / predetermined time) is set to be less than a predetermined rate of increase Au, or the current value A1 at which the current value A is higher than the predetermined value due to the characteristics of the fan 13 To be less than.

  That is, at this time, the open / close door 19 is in an avoidance state in which at least a part of the air flow is avoided by the fan 13.

  Further, in the present embodiment, in the process of adjusting the current value A as described above, the current value A becomes A2 or more at which the static pressure in FIG. 2 becomes negative and the fan 13 does not function as a blower. When this happens (YES in step S7), as shown in FIG. 5, the opening / closing door 19 is fully opened with respect to the opening 17d so as to cover the front portion of the fan 13 and the fan 13 is stopped (step). S5).

  As a result, wind from the front of the vehicle or wind due to disturbance passes through the condenser 7 and the radiator 11 and cools, then flows from the air flow path 15 toward the rear engine 9 through the opening 17d, and is cooled by the fan 13. Do not do.

  As described above, according to the first embodiment, for example, when strong wind is blown from the front during idle operation or low speed traveling, and the actual traveling air volume increases, the opening / closing door 19 is kept in the avoidance state and the cooling air is supplied. Since the fan 13 is avoided and switched to a state where the fan 13 does not become a resistor, the cross flow fan 13 can be reliably operated in a region where the fan 13 does not become a resistor.

  Further, the flow path switching means is constituted by an opening / closing member provided so that an opening provided in the air guide member can be opened and closed, and the opening is closed in the introduction state, while the opening is closed in the avoidance state. Since it is opened, the cross flow fan can be reliably operated in a region where the fan does not become a resistor with a simple configuration.

  When the operating load of the engine mounted on the vehicle is equal to or greater than a predetermined value, the opening / closing member fully closes the opening to bring the flow path switching means into the introduction state and drive the cross flow fan. Therefore, the heat exchanger can be efficiently cooled by blowing air from the cross flow fan.

  Further, when the operating load of the engine mounted on the vehicle is less than a predetermined value, the opening / closing member opens the opening part to bring the flow path switching means into the avoidance state and stops the cross flow fan. Therefore, the heat exchanger can be efficiently cooled only by the traveling wind.

  Further, when the current value of the driving unit becomes a current value at which the static pressure generated by the rotation of the cross flow fan becomes a negative pressure, the opening and closing member opens the opening and opens the flow path switching unit. Since the cross flow fan is stopped while being in the avoidance state, useless driving in a state where the cross flow fan does not function as a blower can be prevented.

  FIG. 7 is a simplified cross-sectional view of the front portion of the vehicle including the vehicle cooling device according to the second embodiment of the present invention. In FIG. 7, the direction indicated by the arrow F is the front of the vehicle body as in FIG. 1, and the same components as those in FIG.

  In the second embodiment, a plurality of dynamic pressure flappers 27 as dynamic pressure release members are provided on the upper wall 17a of the shroud 17 instead of the opening / closing door 19 in the first embodiment shown in FIG. A slide door 29 as a slide member is provided between the lower end portion of 27 and the fan 13. The dynamic pressure flapper 27 and the slide door 29 constitute a flow path switching means. Other configurations are the same as those of the first embodiment.

  The dynamic pressure flapper 27 is provided at three locations along the inclination of the upper wall 17a, and the opening 17g provided corresponding to each of them is centered on the rotation support portion 31 at the upper end in FIGS. Thus, it can be opened by being pushed by the dynamic pressure of the airflow flowing through the air flow path 15.

  On the other hand, the slide door 29 has a shutter shape that is housed and disposed as a retracted position in the spirally wound state above the upper protruding wall 17f positioned below the upper wall 17a, and is driven and controlled by the ECU 25. As shown in FIG. 8 and FIG. 9, the driving unit such as a motor (not shown) covers a part or all of the front portion of the fan 13 as the forward movement position.

  At this time, the sliding door 29 moves back and forth through the door insertion hole 17h provided in the lower portion of the upper wall 17a, and when moving, is guided by the guide portions 33 provided on both sides in the vehicle width direction. The state of FIG. 9 is secured.

  In the state shown in FIG. 7 in the second embodiment described above, that is, when the dynamic pressure flapper 27 is fully closed and the slide door 29 is in the retracted state (retracted position), the open / close door 19 in the first embodiment is fully closed. This corresponds to the closed state of FIG.

  That is, in the state of FIG. 7, the rate of increase (current change / predetermined time) of the current value A in FIG. 3 is less than the predetermined rate of increase Au (YES in step S1), and in FIG. When the current value A is less than the current value A1 at which the rate of increase is greater than or equal to a predetermined value due to the characteristics of the fan 13 (YES in step S2), the engine 9 is further in the operating load region greater than the predetermined value (YES in step S3). This corresponds to the case where the cooling of the traveling wind alone is not sufficient (the fan 13 is driven).

  In the operating load region where the engine 9 is less than the predetermined value, as shown in FIG. 8, the fan 13 is stopped in a state where the slide door 29 covers almost the entire front area of the fan 13 (forward position) (corresponding to step S5). The dynamic pressure flapper 27 is largely opened by the dynamic pressure of the air flow from the front to cool only the traveling wind.

  Moreover, as shown in FIG. 9, the state in which the slide door 29 has advanced to the middle position corresponds to FIG. 6 in which the opening degree of the open / close door 19 in the first embodiment is adjusted. That is, in the state of FIG. 9, the rate of increase (current change / predetermined time) of the current value A in FIG. 3 is greater than or equal to a predetermined rate of increase Au (NO in step S1), and the current in FIG. This corresponds to the case where the value A is at least one of the current value A1 and higher (NO in step S2) at which the rate of increase is equal to or higher than a predetermined value due to the characteristics of the fan 13.

  In this case, the amount of air blown by the fan 13 is adjusted by adjusting the forward position of the slide door 29, and the pressure in the air flow path 15 is changed by this adjustment work, and the dynamic pressure flapper 27 The opening changes. Specifically, by setting the slide door 29 to a more advanced position, the pressure in the air flow path 15 is increased, and the opening degree of the dynamic pressure flapper 27 is increased.

  The forward position of the slide door 29 adjusted at this time is such that the rate of increase (current change / predetermined time) of the current value A in FIG. 3 is less than a predetermined rate of increase Au and the current in FIG. The value A is set to be less than the current value A1 at which the rate of increase is not less than a predetermined value due to the characteristics of the fan 13.

  Also in the second embodiment, in the process of adjusting the current value A as described above, the current value A is such that the static pressure in FIG. 2 becomes negative and the fan 13 does not function as a blower. When the above is reached (YES in step S7), as shown in FIG. 8, the slide door 29 is set to the most advanced position so as to cover almost the entire area in front of the fan 13, and the fan 13 is stopped (step). Equivalent to S5).

  As a result, the driving wind from the front of the vehicle and the wind caused by the disturbance pass through the condenser 7 and the radiator 11 and cool, and then flow from the air flow path 15 to the rear engine 9 through the opening 17g and are cooled by the fan 13. Do not do.

  As described above, also in the second embodiment, for example, even when the strong wind blows from the front during idle operation or low speed traveling, and the actual traveling air volume increases, the slide door 29 is set in the avoidance state (forward position). Since the cooling air is avoided with respect to the fan 13 and the fan 13 is switched to a state where the fan 13 does not become a resistance, the cross flow fan 13 can be reliably operated in a region where the fan 13 does not become a resistance. The same effect as the embodiment can be obtained.

  Further, in the second embodiment, the opening degree of the dynamic pressure flapper 27 is changed by the traveling wind, so that cooling according to the traveling air volume can be performed efficiently.

  When the current value A in the fan motor 13a is equal to or greater than the current value A1 in FIG. 2, the fan 13 is caused by running wind and disturbance from the front of the vehicle, rather than rotating itself by the current supplied to the fan motor 13a. As described above, it is turned by the wind. At this time, when the current value A1, that is, when the fan 13 starts to be turned by the wind from the front of the vehicle or by the disturbance, it is as shown in FIG. In addition, the static pressure of the fan 13 is the maximum, and the fan 13 is operating at the highest efficiency.

  In the third embodiment, the current value A1 at the highest efficiency point by the fan 13 is obtained in advance, and is less than the current value A1 and the operating load L of the engine 9 is predetermined as in the flowchart of FIG. When the value is greater than or equal to the value, the open / close door 19 of the first embodiment is fully closed as shown in FIG. 1, and the slide door 29 of the second embodiment is in the retracted state (retracted position) as shown in FIG. To do. At this time, the fan 13 is driven to perform cooling by the fan 13.

  When the operating load L of the engine 9 is less than a predetermined value, the fan 13 is covered with the open / close door 19 and the slide door 29 as in FIG. 5 of the first embodiment and FIG. 8 of the second embodiment. 13 is stopped and only the traveling wind is cooled.

  When the current value A in the fan motor 13a is greater than or equal to A1, the opening / closing door 19 in the first embodiment is adjusted as shown in FIG. The slide door 29 adjusts the flow rate of air flowing through the fan 13 as a forward moving position as shown in FIG.

  Thereby, also in 3rd Embodiment, it becomes possible to operate | move the crossflow fan 13 reliably in the area | region where this fan 13 does not become resistance.

  In the third embodiment, the maximum efficiency point may be slightly different due to individual manufacturing errors of the fan 13 (including the fan motor 13a). Even if there is an error or the like, the fan 13 can be reliably operated in a region where it does not become a resistance.

  In step S3 in the flowchart of FIG. 4, the determination may be made based on the air conditioner load instead of the engine load (engine cooling water temperature).

  Further, in each of the above-described embodiments, the fan 13 is disposed on the rear side of the condenser 7 and the radiator 11 that are the heat exchangers 12, but the fan 13 is disposed on the front side of the heat exchanger 12 in the vehicle. Thus, a shroud 17 may be provided between the front fan 13 and the rear heat exchanger 12.

  That is, the arrangement of the heat exchanger 12, the shroud 17, and the fan 13 in this case is the same as that viewed from the back side of FIG. 1 or FIG. However, in the example of FIG. 7, it is necessary to have a structure in which the dynamic pressure flapper 27 is displaced to the rear side of the vehicle so that the dynamic pressure flapper 27 is opened by the traveling wind from the front of the vehicle. Therefore, the closed state is ensured by pressing with a spring or the like in the closing direction (vehicle front side), and when the dynamic pressure is applied, the spring is opened against the elastic force of the spring. .

1 is a simplified cross-sectional view of a front portion of a vehicle including a vehicle cooling device according to a first embodiment of the present invention. FIG. 2 is a correlation diagram between an air volume discharged from a fan used in the vehicle cooling device of FIG. 1 and a current value in a fan motor. It is a change characteristic view of the electric current value in a fan motor when the fan used for the cooling device for vehicles of Drawing 1 is operating. It is a flowchart which shows the control action of ECU in the cooling device for vehicles of FIG. It is operation | movement explanatory drawing which shows the open state of an opening-and-closing door with respect to FIG. It is operation | movement explanatory drawing which shows the state which is adjusting the opening degree of an opening-and-closing door with respect to FIG. It is sectional drawing which simplified the vehicle front part provided with the cooling device for vehicles concerning the 2nd Embodiment of this invention. It is operation | movement explanatory drawing which shows the state which the slide door moved to the most advanced position with respect to FIG. It is operation | movement explanatory drawing which shows the state which is adjusting the advance position of a slide door with respect to FIG.

Explanation of symbols

7 Condenser (heat exchanger)
11 Radiator (heat exchanger)
13 Fan (Cross flow fan)
13a Fan motor (drive unit)
17 Shroud (air guide member)
17d, 17g Opening provided in shroud 19 Open / close door (opening / closing member, flow path switching means)
25 ECU (fan drive state determination means, control means)
27 Dynamic pressure flapper (dynamic pressure release member, flow path switching means)
29 Sliding door (sliding member, flow path switching means)

Claims (12)

A heat exchanger mounted on the front of the vehicle, a cross flow fan disposed on at least one of the front and rear of the heat exchanger, and a vehicle between the heat exchanger and the cross flow fan. An air guide member that forms an air flow path through which air flows from the front toward the rear, and cools the heat exchanger by an air flow that flows from the front of the vehicle toward the air flow path.
Flow path switching provided in the air guide member to switch between an introduction state in which an air flow from the front of the vehicle is guided to the cross flow fan and an avoidance state in which at least a part of the air flow is avoided by the cross flow fan Means,
The cross-flow fan rotates by energization to the drive unit and generates the air flow, and the air flow from the front of the vehicle is more than the self-rotation by energization to the drive unit. Fan driving state discriminating means for discriminating a second fan driving state rotating by
A vehicular cooling device comprising: a control unit that switches and controls the flow path switching unit according to a determination result of the fan drive state determination unit.   The control means sets the flow path switching means to the introduction state when the fan drive state determination means determines the first fan drive state, and determines that the flow control means is the second fan drive state. The vehicle cooling device according to claim 1, wherein the flow path switching unit is in the avoidance state.   The fan driving state determining means is configured to determine whether the current value flowing through the driving unit of the crossflow fan is less than a predetermined rate of increase in a predetermined time and the current value is the first fan driving state. While it is determined from the characteristics of the cross flow fan whether the current value is lower than a predetermined value or higher, the second fan drive state is determined whether the current value is equal to or higher than a predetermined rate of increase in the predetermined time. The vehicle cooling according to claim 2, wherein the current value is determined based on whether or not the current value is at least one of a current value and an increase rate that is a predetermined value or more based on characteristics of the cross flow fan. apparatus.   The fan drive state determination means is configured to change the first fan drive state when the cross flow fan starts to rotate by an air flow from the front of the vehicle, rather than rotating itself by energizing the drive unit. On the other hand, the second fan drive state is determined based on whether or not the cross-flow fan is greater than or equal to the current value of the drive unit when the cross-flow fan starts to rotate due to the air flow from the front of the vehicle. The vehicle cooling device according to claim 2, wherein:   The flow path switching means is constituted by an opening / closing member provided so that an opening provided in the air guide member can be opened and closed. The opening is closed in the introduction state, and the opening is opened in the avoidance state. The vehicular cooling device according to any one of claims 1 to 4, wherein the vehicular cooling device is provided.   When the operating load of an engine mounted on a vehicle is equal to or greater than a predetermined value, the opening / closing member fully closes the opening to bring the flow path switching unit into the introduction state and drives the cross flow fan. The vehicle cooling device according to claim 5.   When the operating load of an engine mounted on a vehicle is less than a predetermined value, the opening and closing member fully opens the opening to place the flow path switching means in the avoidance state and stops the cross flow fan. The vehicle cooling device according to claim 5 or 6.   When the current value of the driving part becomes a current value at which the static pressure generated by the rotation of the cross flow fan becomes a negative pressure, the opening / closing member opens the opening part to avoid the flow path switching means. The vehicle cooling device according to claim 5, wherein the cross flow fan is stopped while being in a state.   The flow path switching unit is positioned at a front portion of the cross flow fan, and a forward position that avoids at least a part of the air flow with respect to the cross flow fan; The slide member that can move between the retracted position to be introduced into the cross flow fan and the opening provided in the air guide member are constituted by a dynamic pressure release member that can be opened by the dynamic pressure of the air flow, and the introduction In the state, the slide member is set to the retracted position, and the dynamic pressure release member closes the opening. In the avoidance state, the slide member is set to the advance position, and the dynamic pressure release member moves the opening. The vehicular cooling device according to any one of claims 1 to 4, wherein the vehicular cooling device is opened by pressure.   When the operating load of an engine mounted on a vehicle is equal to or greater than a predetermined value, the slide member sets the flow path switching means in the introduction state as the retracted position and drives the cross flow fan. Item 10. The vehicle cooling device according to Item 9.   When the operating load of an engine mounted on a vehicle is less than a predetermined value, the slide member sets the flow path switching means in the avoidance state as the advance position and stops the cross flow fan. Item 11. The vehicle cooling device according to Item 9 or 10.   When the current value of the drive unit becomes a current value at which the static pressure generated by the rotation of the cross flow fan becomes a negative pressure, the slide member sets the flow path switching unit to the avoidance state as the advance position. The vehicle cooling device according to claim 9, wherein the cross flow fan is stopped.

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