JP2010089523A - Vehicular cooling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain efficient cooling of a coolant by cooling air introduced from a front side of a vehicle to a cooling heat exchanger. <P>SOLUTION: In the cooling device 10, a contract flow duct 30 is provided at a vehicle front side of a radiator 12. In the contract flow duct, an opening area is gradually narrowed from an opening part 32 at a vehicle front side toward an opening at a radiator side. Further, the contract flow duct covers the whole area in a direction perpendicular to a circulation direction of the coolant in the radiator by the opening part at the radiator side, and in the contract flow duct, flow-regulation fins 42 are provided so as to suppress ununiformness from being generated in a flow speed of the cooling air on a surface of the radiator. Thereby, since the coolant passing through the radiator is uniformly cooled, reduction of the cooling efficiency due to ununiformness generated in cooling of the coolant is prevented, and efficient cooling of the coolant is attained. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicular cooling device that is provided in a vehicle and uses air introduced into a cooling heat exchanger from the front of the vehicle as cooling air to cool a refrigerant passing through the cooling heat exchanger by the cooling air.

  Vehicles are provided with heat exchangers for cooling such as engine radiators and condensers. For example, in a vehicle equipped with an internal combustion engine (engine), an engine radiator (hereinafter referred to as a radiator) is provided, and air introduced into the radiator from the front side of the vehicle is used as cooling air. For example, cooling water) is cooled.

  As such a cooling device, a duct-shaped fan shroud is provided on the front side of the radiator in the vehicle, and a rectifying fin is provided in the fan shroud to prevent the radiator from guiding air flow efficiency and air flow unevenness. Proposals for improving efficiency have been made (see, for example, Patent Document 1).

  In addition, as a cooling device, a louver mechanism is provided at the air suction port and the discharge port, and the louver opening angle corresponding to the radiator water temperature, hydraulic oil temperature, and the air flow between the radiator fins is set, and the radiator water temperature, hydraulic oil temperature, It has been proposed to control the louver opening based on the airflow between radiator fins (see, for example, Patent Document 2).

  Further, as a cooling device, vehicle air that guides air that has passed above and below the bumper armature into a heat exchanger tube located on the back side of the bumper armature in an air guide disposed on the front side of the radiator. There has been a proposal to provide a guide (for example, see Patent Document 3).

  Incidentally, a radiator grill is formed at the front of the vehicle, and cooling air is introduced from this radiator grill. Here, if the entire opening of the radiator grille is covered with a duct, the efficiency of introducing cooling air into the radiator is improved, but only the air that has passed through the radiator is introduced into the engine compartment on the downstream side of the radiator. The For this reason, the temperature rise easily occurs in the engine compartment.

Further, a bumper is provided at the front of the vehicle, and a radiator grill and a radiator grille lower are generally provided above and below the bumper. At this time, even if the opening of the duct is provided in each of the radiator grille and the radiator grille lower, the air volume of the cooling air is uneven on the surface of the radiator, thereby causing the cooling efficiency of the coolant in the radiator.
Japanese Utility Model Publication No. 5-17374 No. 7-48977 JP 2007-216748 A

  The present invention has been made in view of the above-described facts, and an object of the present invention is to provide a vehicular cooling device that enables efficient cooling of a refrigerant by cooling air introduced from the front side of the vehicle to a cooling heat exchanger. To do.

  To achieve the above object, the present invention provides a cooling heat exchanger for cooling a refrigerant passing along a predetermined direction by cooling air introduced from the front of the vehicle, and a first heat exchanger side first cooling device. The opening corresponds to the entire region in a direction orthogonal to the refrigerant flow direction, and the opening cross-sectional area is narrowed from the second opening on the vehicle front side toward the first opening, and the second And a contracted duct for guiding the cooling air introduced from the opening to the cooling heat exchanger.

  According to this invention, the contracted duct whose opening cross-sectional area is gradually narrowed from the second opening on the vehicle front side toward the first opening on the cooling heat exchanger side is provided. The contracted duct is opposed to the entire region along the direction perpendicular to the refrigerant flow direction in the cooling heat exchanger.

  In the cooling heat exchanger, the cooling capacity is improved by the high flow rate of the refrigerant. Moreover, the cooling air can pass through the entire region along the direction orthogonal to the flow direction of the refrigerant, thereby cooling the refrigerant without unevenness. Therefore, it is possible to efficiently cool the refrigerant in the cooling heat exchanger.

  In the invention according to claim 2, the opening width of the second opening portion is narrower than the opening width of the front opening portion formed for introducing the cooling air at the front portion of the vehicle.

  According to the present invention, since a part of the cooling air is introduced without going through the contracted duct, the temperature rise in the engine compartment can be suppressed.

  According to a third aspect of the present invention, there is provided a rectifying fin disposed in the contracted duct so as to be along a flow direction of the refrigerant in the cooling heat exchanger, and the rectifying fin is arranged in a flow direction of the refrigerant. Oscillating means that oscillates in an orthogonal direction, a cooling fan that is operated according to the temperature of the refrigerant and that can guide the air in front of the vehicle to the heat exchanger for cooling, and according to the operation of the cooling fan Swing control means for operating the swing means.

  According to the present invention, for example, when the cooling fan is operating, the rectifying fin is swung so that the resistance of the cooling air in the contracted duct is reduced, and when the cooling fan is stopped, the first The flow straightening fins are swung so as to suppress unevenness in the flow velocity of the cooling air passing through the opening.

  Thereby, cooling of the efficient refrigerant | coolant according to the driving | running | working state of a vehicle and the operating state of a cooling fan is attained.

According to a fourth aspect of the present invention, there is provided a rectifying fin disposed in the contracted duct so as to be along a flow direction of the refrigerant in the cooling heat exchanger, and the flow of the rectifier fin through the flow of the rectifying fin. Oscillating means that oscillates in a direction orthogonal to the direction, and cooling air that is arranged along the direction intersecting the refrigerant flow direction on the first opening side and is introduced into the cooling heat exchanger. A flow rate detection means for detecting the flow rate of the flow rate, a swing control means for operating the swing means based on a detection result of the flow rate detection means,
including.

  According to this invention, the flow rate of the refrigerant passing through the contracted duct is detected, and the direction of the rectifying fin is controlled so that the flow rate is not uneven. Thereby, cooling of the efficient refrigerant | coolant according to the driving | running | working state of a vehicle and the operating state of a cooling fan is attained.

  The invention according to claim 5 includes temperature detection means for detecting the temperature of the refrigerant cooled by the cooling heat exchanger, and is detected by the temperature detection means when the cooling fan is stopped. When the temperature of the refrigerant is equal to or lower than a preset temperature, the swing control means operates the swing means so that the cooling air passage in the contracted duct is closed by the rectifying fins. To do.

  According to this invention, when it is determined that the refrigerant temperature is lower than the preset temperature and it is not necessary to increase the cooling capacity of the refrigerant heat exchanger, the cooling air passage in the contracted duct is provided. close. As a result, the cd value of the vehicle can be lowered to improve fuel efficiency.

  As described above, according to the present invention, the refrigerant can be efficiently cooled by providing the contracted duct and guiding the cooling air to the cooling heat exchanger. Moreover, by making the first opening width narrower than the opening width of the front opening, it is possible to supply a cooling air having a relatively low temperature into the engine compartment and suppress an increase in temperature in the engine compartment.

  In the present invention, the cooling of the rectifying fins is controlled based on the operating state of the cooling fan and the distribution of the flow velocity of the cooling air, thereby ensuring efficient cooling of the refrigerant in the cooling heat exchanger. it can.

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

[First Embodiment]
1 to 3 show a schematic configuration of a cooling device 10 according to the first embodiment. The cooling device 10 includes a radiator 12 as a cooling heat exchanger. The radiator 12 circulates engine coolant (for example, coolant) between an internal combustion engine (engine) (not shown).

  In the cooling device 10, the cooling water is cooled by performing heat exchange between the cooling air introduced into the radiator 12 and the cooling water passing through the radiator 12. Thereby, cooling of an engine and suppression of a temperature rise of an engine are made.

  In the present embodiment, the radiator 12 is described as a cooling heat exchanger. However, the present invention is not limited to this, and a condenser serving as a cooling heat exchanger when a refrigeration cycle is formed in a vehicle air conditioner. In addition, the radiator 12 and the condenser may be disposed adjacent to each other, and may be applied to cooling of the refrigerant using the radiator 12 and the condenser.

  As shown in FIGS. 2 and 3, the vehicle 14 provided with the cooling device 10 is provided with an engine compartment 16 that accommodates an engine (not shown) at the front. The radiator 12 is disposed in the engine compartment 16. In the following, the front in the front-rear direction of the vehicle is indicated by an arrow F, the upper side in the vertical direction is indicated by an arrow U, and the vehicle width direction is indicated by an arrow W.

  As shown in FIG. 2, a bumper 18 is provided at the front portion of the vehicle 14, a radiator grill 20 is formed above the bumper 18, and a radiator grill lower 22 is formed below the bumper 18. . In the vehicle 14, air in front of the vehicle is introduced into the engine compartment 16 from the radiator grill 20 and the radiator grille lower 22.

  As shown in FIGS. 2 and 3, the radiator 12 is disposed so as to face the openings of the radiator grill 20 and the radiator grille lower 22.

  The radiator 12 is surrounded by a fan shroud 24 on the vehicle rear side. The fan shroud 24 has an opening 24A, and a cooling fan 26 is provided in the opening 24A.

  Thus, when the cooling fan 26 is operated, air on the front side of the vehicle is introduced as cooling air from the radiator grill 20 and the radiator grill 22 even when the vehicle is stopped. The cooling fan 26 may be rotationally driven by the driving force of the engine, but in the present embodiment, the cooling fan 26 is operated by driving the fan motor 28. A known configuration can be applied to the shape of the fan shroud 24, the position of the cooling fan 26 provided in the fan shroud 24, and the number of the cooling fans 26.

  Incidentally, as shown in FIGS. 1 to 3, the cooling device 10 applied to the present embodiment is provided with a contracted duct 30 on the vehicle front side of the radiator 12. The contracted duct 30 is branched into an upper duct 30A and a lower duct 30B at an intermediate portion in the vehicle longitudinal direction. At the tips of the ducts 30A and 30B, openings 32A and 32B (hereinafter, collectively referred to as the opening 32) are formed as second openings. Further, the contracted duct 30 is formed with an opening 34 serving as a first opening at an end facing the radiator 12.

  As shown in FIG. 2, in the contracted duct 30, the opening 32 </ b> A of the duct 30 </ b> A is opposed to the radiator grill 20, and the opening 32 </ b> B of the duct 30 </ b> B is opposed to the radiator grille lower 22.

  Thereby, in the cooling device 10, air on the vehicle front side is introduced from the radiator grill 20 and the radiator grille lower 22 to the contracted duct 30 by the operation of the vehicle or the operation of the cooling fan 26, and is sent out toward the radiator 12.

  On the other hand, as shown in FIGS. 1 and 3, the contracted duct 30 has an opening cross-sectional area gradually narrowed from the vehicle front side toward the vehicle rear side. That is, when the opening area of the opening 32 (the sum of the opening areas of the openings 32A and 32B) is Sa and the opening area of the opening 34 is Sb, the aperture is narrowed down to satisfy Sb <Sa.

  As a result, the cooling air introduced into the contracted duct 30 has a flow velocity increased by gradually narrowing the opening cross-sectional area in the contracted duct 30. Here, when the ratio of the opening areas Sa and Sb is the area ratio Sr (Sr = Sa / Sb), it is preferable to satisfy Sr ≦ 1.5, and in this embodiment, Sr ≦ 1.5. Thus, the contracted flow duct 30 is formed.

  As shown in FIG. 3, the opening widths 32 </ b> A and 32 </ b> B of the contracted duct 30 are smaller (narrower) than the opening widths of the radiator grill 20 and the radiator grille lower 22 along the vehicle width direction. .

  In the cooling device 10, each of the openings 32 </ b> A and 32 </ b> B is arranged offset toward one end side in the vehicle width direction within the opening of the radiator grill 20 and the opening of the radiator grille lower 22. Thereby, in the vehicle 14, a part of the air on the vehicle front side can be introduced into the engine compartment 16 without passing through the contracted duct 30.

  On the other hand, as shown in FIGS. 1 and 4, the radiator 12 applied to the present embodiment is provided with a tank 36 </ b> A on one end side in the vehicle width direction and a tank 36 </ b> B on the other end side. . In the vehicle 14, cooling water is supplied from the engine to the tank 36A and is circulated so that the cooling water is returned from the tank 36B.

  As shown in FIG. 4, for example, a large number of tubes 38 through which cooling water passes are provided between the tanks 36 </ b> A and 36 </ b> B, and the horizontal fins 40 </ b> A and the horizontal fins 40 </ b> A that connect the tubes 38 are connected. The vertical fins 40B are arranged and formed. Thereby, in the radiator 12, cooling water passes along the vehicle width direction (for example, the tank 36A to the tank 36B) (arrow C direction). At this time, heat exchange is performed between the cooling water and the cooling air through the horizontal fins 40A and the vertical fins 40B. Note that the configuration of the radiator 12 is not limited to this, and any configuration can be applied as long as the cooling water passes along the vehicle width direction.

  As shown in FIGS. 1, 2, and 4, the opening 34 of the contracted duct 30 has an opening height along the vehicle vertical direction adjusted to a dimension along the vehicle vertical direction of the radiator 12. . Thereby, as shown in FIGS. 1, 3, and 4, the opening width of the opening 34 of the contracted duct 30 is shorter than the width dimension of the radiator 12 along the vehicle width direction.

  In the cooling device 10, the opening 34 of the contracted duct 30 is disposed so as to face a predetermined position along the vehicle width direction of the radiator 12. In the present embodiment, as an example, the contracted duct 30 is provided so that the opening 34 faces the tank 36 </ b> A side that is one end side of the radiator 12 in the vehicle width direction. However, the present invention is not limited to this, and an arbitrary configuration such as the opening 34 facing the intermediate portion of the radiator 12 in the vehicle width direction can be applied.

  On the other hand, as shown in FIGS. 1 and 2 (not shown in FIG. 3), rectifying fins 42 are provided in the contracted duct 30. The rectifying fins 42 are divided into rectifying fins 42A provided on the duct 30A side and rectifying fins 42B provided on the duct 30B side.

  As shown in FIG. 5, the rectifying fin 42 is provided with a support shaft 44 in the vicinity of the end portion on the vehicle front side (front end side) that is the upstream side in the direction of introduction of the cooling air into the contracted duct 30. The rectifying fin 42 can swing up and down within a range of a predetermined angle θ on the rear end side, which is the rear side of the vehicle, with the support shaft 44 as an axis.

  Thus, in the cooling device 10, the direction of the cooling air passing through the contracted duct 42 is changed by swinging the rectifying fins 42. That is, when the rectifying fins 42 are in the horizontal state, the cooling air flows toward the radiator 12 at the same height, but the rear end of the rectifying fins 42 is swung downward, so that the airflow direction of the cooling air Is directed to the lower side of the radiator 12, and the amount of cooling air passing through the lower side of the radiator 12 is increased. Further, when the rear end of the rectifying fin 42 is swung upward, the direction of the cooling air is directed to the upper side of the radiator 12, and the amount of cooling air passing through the upper side of the radiator 12 is increased.

  Note that a general configuration can be applied to such a rectifying fin 42, but in the present embodiment, as an example, the front end side, the upper surface, and the lower surface are smoothly curved, and the rear end side is narrowed down. It has become. Further, in the present embodiment, the length of the contracted duct 30 along the vehicle front-rear direction is L (see FIG. 3), the length of the rectifying fin 42 along the vehicle front-rear direction is M, and from the support shaft 44 to the tip. Where the length of the rectifying fin is t and the thickness of the rectifying fin is t, t ≦ 10 (mm), N = M / 5, L · 2/3 ≦ M ≦ L. -14 ° ≦ θ ≦ 14 °.

  Here, in the cooling device 10, the flow velocity distribution of the cooling air blown from the opening 34 to the radiator 12 is set to be uniform by adjusting the swing angle of each rectifying fin 42.

  In the vehicle 14 configured as described above, air in front of the vehicle is introduced into the engine compartment 16 from the radiator grill 20 and the radiator grille lower 22 by driving the vehicle or operating the cooling fan 26.

  At this time, the cooling air of the engine is cooled by the cooling air passing through the radiator 12. In the vehicle 14, when the coolant temperature of the engine rises, the fan motor 28 is driven, whereby the vehicle is stopped and cooling air is introduced into the radiator 12 to cool the coolant. .

  Incidentally, the vehicle 14 is provided with a cooling device 10. In this cooling device 10, a contracted duct 30 is provided on the vehicle front side of the radiator 12. Cooling air introduced from the radiator grill 20 and the radiator grille lower 22 is guided to the radiator 12 by the contracted duct 30. .

  Here, the reduced flow duct 30 has an opening cross-sectional area that decreases from the opening 32 side where the cooling air is introduced toward the opening 34 on the radiator 12 side, and is thereby introduced into the reduced flow duct 30. The flow rate of the cooling air is increased and sent to the radiator 12.

  Further, the opening 34 of the contracted duct 30 is provided so that the opening 34 covers the entire area in the height direction of the radiator 12, which is a direction orthogonal to the passing direction of the cooling water in the radiator 12.

  In the radiator 12, the flow rate of the cooling air passing therethrough is increased, so that the heat exchange efficiency is improved and cooling of the cooling water is promoted. At this time, the reduced diameter duct 30 guides this cooling air to the entire area in the direction of passage of the cooling water, so that the radiator 12 can cool the cooling water flowing from the tank 36A to the tank 36B.

  On the other hand, rectifying fins 42 are provided in the contracted duct 30. In the cooling device 10, the rectifying fins 42 suppress unevenness in the flow velocity of the cooling air sent from the entire area of the opening 34 to the radiator 12.

  In general, when the rectifying fins 42 are provided, the cooling air is peeled off from the upper surface and the lower surface of the rectifying fins 42, and the cooling air that has passed through the rectifying fins 42 is likely to have uneven flow velocity. At this time, in the contracted duct 30, the opening cross-sectional area is narrowed, so that the flow velocity of the cooling air is increased, and thus the separation when the cooling air passes through the upper surface and the lower surface of the rectifying fin 42. Is prevented.

  Therefore, in the radiator 12 provided with the contracted flow duct 30, cooling air having a high flow rate and no unevenness in the flow rate is supplied to the entire area where the opening 34 of the contracted flow duct 30 is opposed. Can be efficiently cooled.

  On the other hand, in the cooling device 10, the transition width of the opening 32 of the contracted duct 30 is narrower than the opening width of the radiator grill 20 and the radiator grille lower 22, and the opening 32 is one end side in the vehicle width direction. It is provided at a distance.

  As a result, a part of the air introduced from the radiator grill 20 and the radiator grille lower 22 is not introduced into the contracted duct 30 but passes through the radiator 12 and introduced into the engine compartment 16 as it is.

  When heat exchange is performed efficiently over the entire surface of the radiator 12, the temperature of the cooling air that has passed through the radiator 12 has risen, and therefore the temperature in the engine compartment 16 tends to rise.

  On the other hand, in the radiator 12, since the heat exchange efficiency of the portion through which the cooling air that is not introduced into the contracted duct 30 passes is low, this cooling air is introduced into the engine compartment 16 at a relatively low temperature. Is done. Therefore, in the cooling device 10, since the cooling air that does not pass through the contracted duct 30 is introduced, an increase in temperature in the engine compartment 16 can be suppressed.

  That is, as shown in FIGS. 6B and 6C, when the contracted duct 30 is not provided, the bumper 18 is provided between the radiator grille 20 and the radiator grille lower 22, so that the radiator 12 The flow rate of the cooling air in the air is uneven, and a high flow rate region 46 and a low flow rate region 48 are generated. Moreover, on the radiator 12, the area of the region 48 having a low flow velocity may be widened.

  At this time, if the high region 46 and the low region 48 are generated along the direction in which the coolant flows, the cooled cooling water and the uncooled cooling water are mixed in the tank 36B. Cooling of the cooling water is suppressed, and the cooling efficiency in the radiator 12 is low. FIG. 6B shows that the vehicle is traveling at high speed, and FIG. 6C shows that the vehicle is traveling at low speed.

  On the other hand, as shown in FIG. 6A, when the reduced flow duct 30 is provided in the radiator 12, the region where the cooling air that does not pass through the reduced flow duct 30 hits is the region 48 where the flow velocity of the cooling air is low. On the other hand, a region where the contracted duct 30 is opposed is a region 46 having a high flow velocity. Further, the region 46 having a high flow velocity covers the entire region in the direction orthogonal to the flow direction of the cooling water in the radiator 12.

  Thereby, when the contracted flow duct 30 is provided, all of the cooling water passes through the region 46 where the flow velocity is high. Thereby, since the cooling water is reliably cooled by the radiator 12, the cooling water can be efficiently cooled by the radiator 12.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. The basic configuration of the second embodiment is the same as that of the first embodiment described above, and in the second embodiment, parts that are the same as those of the first embodiment are given the same reference numerals. Therefore, the description is omitted.

  FIG. 7 shows a schematic configuration of a control unit of the cooling device 50 according to the second embodiment. In the cooling device 10 described above, the angle of the rectifying fins 42 provided in the contracted duct 30 is adjusted in advance. However, in the cooling device 50 according to the second embodiment, the rectifying fins 42 are swung. Control.

  In the vehicle 14, a fan controller 52 such as an engine ECU is provided, and the fan motor 28 of the cooling fan 26 is connected to the fan controller 52. The fan controller 52 detects the coolant temperature, for example, and drives the fan motor 28 when the detected coolant temperature exceeds a preset temperature. As a result, the amount of air introduced into the radiator 12 on the front side of the vehicle (air volume) is increased, and cooling of the cooling water in the radiator 12 is promoted.

  On the other hand, the cooling device 50 is provided with an actuator 54 that swings the rectifying fins 42. In the cooling device 50, as an example, two actuators 54 </ b> A and 54 </ b> B (generally referred to as actuator 54) are used to control the rectifying fans 42 </ b> A and 42 </ b> B, but the configuration using one actuator 54 is used. There may be.

  Further, the cooling device 50 includes a controller 56 that controls the operation of the actuator 54, and an actuator 54 (54 </ b> A, 54 </ b> B) is connected to the controller 56. The controller 56 is connected to the fan controller 52.

  The controller 56 includes a microcomputer, a drive circuit, and an input / output circuit having a general configuration in which a CPU, a ROM, a RAM, and the like (not shown) are connected by a bus, and the operation of the actuator 54 is controlled by the microcomputer. At this time, the controller 56 acquires the operating state of the cooling fan 26 (fan motor 28) from the fan controller 52, and swings the rectifying fins 42 in accordance with the operating state of the cooling fan 26.

  In the cooling device 50, for example, each of the rectifying fins 42 is in a substantially horizontal state, so that the ventilation resistance in the contracted duct 30 is the lowest. Further, in the cooling device 50, for example, by tilting the rectifying fin 42, the ventilation resistance in the contracted duct 30 is increased.

  From here, in the controller 56, when the cooling fan 26 is operated, the actuator 54 is operated so that the rectifying fins 42 are in a horizontal state (hereinafter referred to as a horizontal position), and when the cooling fan 26 is stopped. For example, the actuator 54 is operated so that the rectifying fins 42A are directed downward and the rectifying fins 42B are directed upward (hereinafter referred to as an inclined position).

  FIG. 8 shows an example of processing in the controller 56 of the cooling device 50 at this time. This flowchart is executed when an ignition switch (not shown) is turned on and the engine is started, and is stopped when the ignition switch is turned off.

  In this flowchart, in the first step 100, the operating state of the fan motor 28, that is, the operating state of the cooling fan 26 is read from the fan controller 52, and in the next step 102, whether or not the cooling fan 26 is operated, that is, Then, it is confirmed whether or not the fan motor 28 is driven.

  If the cooling fan 26 is stopped, a negative determination is made at step 102 and the routine proceeds to step 104. In step 104, the actuator 54 is operated so that the rectifying fins 42 are in the inclined position.

  On the other hand, when the cooling fan 26 is in operation, an affirmative determination is made at step 102 and the routine proceeds to step 106. In step 106, the actuator 54 is operated so that the rectifying fins 42 are in the horizontal position.

  When the fan controller 52 operates the cooling fan 26, the temperature of the cooling water rises and it is necessary to promote the cooling of the cooling water. At this time, the rectifying fins 42 are placed in a horizontal state to reduce the ventilation resistance. . Thereby, the flow velocity of the cooling air can be increased.

  In addition, when air is forcibly introduced by the cooling fan 26, the flow velocity of the cooling air in the contracted duct 30 is made uniform.

  Therefore, the cooling efficiency in the radiator 12 can be improved, and cooling of the cooling water can be promoted. In particular, in the idle state in which the vehicle travel is stopped, the cooling air is not introduced by the vehicle travel, so the cooling capacity of the radiator 12 is reduced. At this time, the ventilation resistance is reduced to improve the cooling efficiency. As a result, it is possible to suppress a decrease in cooling capacity.

  Further, when the cooling fan 26 is stopped, there is a low necessity for promoting cooling of the cooling water. At this time, the cooling device 50 increases the airflow resistance. Even if it exists, it can prevent that cooling of cooling water is accelerated | stimulated unnecessarily.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. In the third embodiment, parts that are the same as those in the first or second embodiment are given the same reference numerals, and descriptions thereof are omitted.

  As shown in FIG. 9, in the cooling device 60 according to the third embodiment, a plurality of flow velocity sensors 62 are arranged in the vicinity of the opening 34 in the contracted duct 30. The flow velocity sensors 62 are arranged at predetermined intervals along the vertical direction of the vehicle 14, which is a direction orthogonal to the flow direction of the cooling water in the radiator 12. It should be noted that the position and number of the flow rate sensors 62 need only be able to determine whether or not the flow rate of the cooling air passing through the opening 24 is substantially uniform (whether or not the flow rate difference is within an allowable range).

  As shown in FIG. 10, each of the flow velocity sensors 62 is connected to the controller 64 provided in the cooling device 60, whereby the controller 64 passes through the opening 34 of the contracted duct 30. The flow rate of the cooling air can be detected.

  Here, in the controller 64, when the cooling fan 26 is stopped, the flow velocity sensor 62 detects the flow velocity of the cooling air, operates the actuators 54A and 54B so that the detected flow velocity falls within a predetermined range, and the rectifying fan. Each of 42A and 42B is swung.

  At this time, for example, the ratio r (r = Asmax / Asmin) between the maximum value of the flow velocity detected by the flow velocity sensor 62 (maximum flow velocity Asmax) and the minimum value of the flow velocity (minimum flow velocity Asmin) is r ≦ 1.3. For example, the value is set within a preset value. As a result, the controller 64 performs averaging so that the variation in the flow velocity As is within a predetermined range.

  Here, the control of the rectifying fins by the controller 64 will be described with reference to FIG.

  In this flowchart, when the operating state of the cooling fan 26 is read in the first step 100, it is determined in step 102 whether or not the cooling fan 26 is operating. At this time, if the cooling fan 26 is in operation, an affirmative determination is made in step 102 and the routine proceeds to step 106, where the actuators 54A and 54B are operated so that the rectifying fins 42 (42A and 42B) minimize the flow resistance. To do.

  On the other hand, if the cooling fan 26 is stopped, a negative determination is made in step 102 and the process proceeds to step 110. In step 110, the flow rate As of the cooling air detected by each flow rate sensor 62 is read. In step 112, it is confirmed whether the variation in the flow rate As is within a predetermined range.

  Here, if the ratio r between the maximum flow rate Asmax and the minimum flow rate Asmin deviates from the set value, a negative determination is made in step 112 and the process proceeds to step 114, and the actuators 54A and 54B are operated so that the flow rate ratio r is within the set value. The angle of the swimming fins 42A and 42B is adjusted.

  As shown in FIG. 9, the air flow in front of the vehicle changes depending on whether the vehicle 14 is traveling at a high speed or a low speed. For example, when the vehicle 14 is traveling at a high speed, an air flow is generated so that the amount of cooling air introduced from the radiator grill 20 side increases as shown by a two-dot chain line in FIG. Further, when the traveling speed of the vehicle 14 decreases (during low-speed traveling), an air flow occurs so that the amount of cooling air introduced from the radiator grille lower 22 increases as shown by a broken line in FIG.

  When the cooling fan 26 is stopped, cooling air is introduced by the flow of air generated by the traveling of the vehicle 14. At this time, if the introduction amount of the cooling air from the radiator grill 20 and the radiator grille lower 22 changes according to the traveling speed of the vehicle 14, the distribution of the flow velocity of the cooling air passing through the opening 34 also changes.

  From here, in the cooling device 60, by controlling the oscillation of the rectifying fins 42, the flow velocity of the cooling air passing through the radiator 12 from the opening 34 of the contracted duct 30 is averaged, so that Efficient cooling water is cooled.

  On the other hand, in the vehicle 14, a part of the cooling air introduced from the radiator grill 20 and the radiator grille lower 22 reaches the radiator 12 without passing through the contracted duct 30. Further, by closing the inside of the contracted duct 30, the cd value of the vehicle 14 can be reduced.

  From here, for example, as shown in FIG. 10, a water temperature sensor 66 for detecting the temperature of the cooling water may be provided. When the water temperature Tw detected by the water temperature sensor 66 is lower than the preset temperature Tws (Tw <Tws), the controller 64 determines that cooling water cooling is not necessary, and closes the contracted duct 30. To do.

  At this time, the swinging range of the rectifying fins 42 may be widened to an angle at which the inside of the contracted duct 30 is closed, and the openings 332A and 32B of the ducts 30A and 30B are the openings of the radiator grill 20 and the radiator grille lower 22, respectively. It is preferable to arrange in the center part of.

  FIG. 12 shows an example of swing control of the rectifying fins 42 at this time. In this flowchart, when the cooling fan 26 is stopped and a negative determination is made in step 102, the process proceeds to step 120. In this step 120, the coolant temperature 66 is detected by the coolant temperature sensor 66, and in the next step 122, it is confirmed whether or not the coolant temperature Tw exceeds the set coolant temperature Tws.

  Here, when the water temperature Tw exceeds the set water temperature Tw (Tw ≧ Tws) and the cooling fan 26 does not need to be operated, when cooling water needs to be cooled, an affirmative determination is made at step 122 and the routine proceeds to step 110. To do.

  On the other hand, when the coolant temperature Tw is lower than the set coolant temperature Tws, a negative determination is made at step 122 and the routine proceeds to step 124. In this step 124, the actuators 54A and 54B are operated so as to close the inside of the contracted duct 30 by the rectifying fins 42.

  Thereby, since the air introduced into the engine compartment 16 from the radiator grill 20 and the radiator grille lower 22 is suppressed, the cd value of the vehicle 14 can be lowered. Therefore, fuel consumption of the engine can be suppressed.

  In addition, this Embodiment demonstrated above does not limit the structure of this invention. INDUSTRIAL APPLICABILITY The present invention can be applied to a cooling device having an arbitrary configuration that cools refrigerant that passes through a cooling heat exchanger by using cooling air introduced into the cooling heat exchanger by driving a vehicle or operating a cooling fan. .

It is a schematic perspective view which shows the radiator and contraction duct which concern on 1st Embodiment. It is a schematic block diagram of the vehicle front part seen from the vehicle width direction which concerns on 1st Embodiment. It is a schematic block diagram of the vehicle front part seen from vehicle upper direction. It is the schematic which shows an example of a radiator. It is the schematic which shows an example of a rectifying fin. (A)-(C) are the schematic which shows the flow velocity of the cooling air on a radiator, (A) shows the radiator which provided the reduced flow duct, (B) and (C) provided the reduced flow duct. Shows the radiator when not. It is the schematic which shows the control part of the cooling device which concerns on 2nd Embodiment. It is a flowchart which shows an example of the rocking | fluctuation control of the rectifying fin in the cooling device which concerns on 2nd Embodiment. It is a schematic block diagram of the vehicle front part seen from the vehicle width direction which concerns on 1st Embodiment. It is the schematic which shows the control part of the cooling device which concerns on 3rd Embodiment. It is a flowchart which shows an example of rocking | fluctuation control of the rectifying fin in the cooling device which concerns on 3rd Embodiment. It is a flowchart which shows another example of rocking | fluctuation control of a rectifying fin.

Explanation of symbols

10, 50, 60 Cooling device 12 Radiator (Cooling heat exchanger)
14 Vehicle 16 Engine compartment 18 Bumper 20 Radiator grill (front opening)
22 Radiator grille lower (front opening)
26 Cooling fan 30 Reduced flow duct 30A, 30B Duct 32 (32A, 32B) Opening (second opening)
34 opening (first opening)
42 (42A, 42B) Rectifier fin 54 (54A, 54B) Actuator (swinging means)
56, 64 controller (oscillation control means)
62 Flow rate sensor (flow rate detection means)

Claims (5)

A cooling heat exchanger for cooling the refrigerant passing along a predetermined direction by cooling air introduced from the front of the vehicle;
The first opening on the cooling heat exchanger side corresponds to the entire region in the direction orthogonal to the refrigerant flow direction, and the opening is cut from the second opening on the vehicle front side toward the first opening. A contracted duct formed with a reduced area and guiding the cooling air introduced from the second opening to the cooling heat exchanger;
A vehicle cooling device including:   2. The vehicle cooling according to claim 1, wherein an opening width of the second opening is narrower than an opening width of a front opening formed at the front of the vehicle for introducing the cooling air. apparatus. In each of the contracted flow ducts, each rectifying fin is disposed so as to be along the flow direction of the refrigerant of the cooling heat exchanger;
Oscillating means for oscillating the rectifying fins in a direction orthogonal to the flow direction of the refrigerant;
A cooling fan that is actuated according to the temperature of the refrigerant to enable air in front of the vehicle to be guided to the cooling heat exchanger;
Swing control means for operating the swing means in response to the operation of the cooling fan;
The cooling device for vehicles of Claim 1 or Claim 2 containing this. In each of the contracted flow ducts, each rectifying fin is disposed so as to be along the flow direction of the refrigerant of the cooling heat exchanger;
Oscillating means for oscillating the rectifying fins in a direction orthogonal to the flow direction of the refrigerant;
A flow rate detection means that is arranged along the direction intersecting with the flow direction of the refrigerant on the first opening side and detects the flow rate of the cooling air introduced into the cooling heat exchanger;
Swing control means for operating the swing means based on the detection result of the flow velocity detection means;
The cooling device for vehicles of Claim 1 or Claim 2 containing this. Temperature detecting means for detecting the temperature of the refrigerant cooled by the cooling heat exchanger;
When the temperature of the refrigerant detected by the temperature detecting means is equal to or lower than a preset temperature when the cooling fan is stopped,
The vehicular cooling device according to claim 4, wherein the swing control means operates the swing means so that a passage of the cooling air in the contracted duct is closed by the rectifying fins.

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