JP2011126301A - Cooling device for vehicular engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cooling device for a vehicular engine improving engine performance by efficiently cooling an intake device and an exhaust device respectively without enlarging the opening area of an opening, and improving fuel economy by reducing air resistance of a vehicle. <P>SOLUTION: In the cooling device for the vehicular engine 14 formed of the opening 9 in a position keeping away from a radiator in a front view of a vehicle front and cooling the exhaust device 23 disposed ahead of the engine 14 and the intake device 15 disposed above the engine 14 by cooling air introduced from the opening 9 into an engine room 4, the opening 9 is arranged in a position higher than the upper end of the exhaust device 23 in a vehicle side view, the opening 9 is divided into upper and lower stages, a first duct 29 allowing the cooling air to flow generally horizontally toward the intake device 15 is formed behind an opening 9a of the upper stage, and a second duct 30 allowing the cooling air to flow obliquely downward toward the exhaust device 23 is formed behind an opening 9b of the lower stage. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a cooling device for a vehicle engine that cools an exhaust device and an intake device by cooling air introduced into an engine room from an opening formed in a front surface of the vehicle.

  In a vehicle, an air intake device constituted by an air intake duct, an air cleaner, and the like is disposed at the upper part of the engine from the viewpoints of improving space efficiency in the engine room, reducing the number of parts, and improving assemblability. The temperature around the intake system rises due to radiant heat from the exhaust system constituted by an exhaust manifold, a turbocharger, etc. arranged below the system, and the temperature of the intake air introduced from the intake system to the engine also rises Therefore, there is a problem that the charging efficiency of the engine is lowered and the engine performance is lowered.

  Therefore, conventionally, an engine cooling device as shown in FIGS. 7 and 8 has been employed.

  7 is a front view of the front portion of the vehicle equipped with a conventional cooling device, and FIG. 8 is a cross-sectional view taken along the line CC of FIG. 7. As shown in FIG. A relatively large opening 103 for introducing cooling air is formed in the radiator 102 disposed on the rear side, but small openings 109 and 110 are formed separately from the opening 103.

  As shown in FIG. 8, an engine 114 as a drive source is arranged in the engine room 104 in the front part of the vehicle, and an air cleaner 120 and an intake duct 121 constituting the intake device 115 are arranged above the engine 114. In front of the engine 114, an exhaust manifold 124 and a turbocharger 125 constituting the exhaust device 123 are disposed. One (upper) opening 109 formed in the front bumper 101 opens in front of the air cleaner 120 and the intake duct 121, and the other (lower) opening 110 in front of the exhaust manifold 124 and the turbocharger 125. Is open.

  Thus, the cooling air (outside air) introduced into the engine room 104 from the upper opening 109 during traveling of the vehicle is substantially directed toward the air cleaner 120 and the intake duct 121 as indicated by an arrow B1 in FIG. The cooling air flows horizontally and cools them, and the cooling air introduced into the engine room 104 from the lower opening 110 collides with the exhaust manifold 124 and the turbocharger 125 as shown by an arrow B2 in FIG. The air flows into the upper and lower flows B21 and B22 to cool the intake device 115 and the exhaust device 123.

  In addition, regarding cooling of the intake device, Patent Document 1 discloses that an outside air deflecting member in which a first deflecting portion and a second deflecting portion are arranged side by side is integrally formed on the back surface of a front bumper, and the first deflecting portion of the outside air deflecting member is formed. A configuration has been proposed in which the outside air is caused to flow toward the air cleaner and the outside air is caused to flow toward the air intake (intake duct) by the second deflecting portion to cool the air cleaner and the air intake.

JP 2006-045572 A

  However, in the conventional cooling structure shown in FIGS. 7 and 8, the cooling air introduced into the engine room 104 from the lower opening 110 is exhausted by the exhaust manifold 124 or turbocharger as shown by the arrow B1 in FIG. Since it collides with the machine 125 and branches into the upper and lower flows B21 and B22, a part of the cooling air (flow indicated by the arrow B21) heated by the exhaust manifold 124 and the turbocharger 125 is directed to the intake device 115. This solves the problem that the temperature of the air cleaner 120 and the intake duct 121 constituting the intake device 115 rises, and the temperature of the intake air sucked into them rises, so that the charging efficiency of the engine 114 is lowered and the engine output is lowered. I can't.

  In addition, if two openings 109 and 110 are formed in the front bumper 101 in addition to the opening 103 that opens to the front of the radiator 102, the air resistance (drag coefficient Cd value) of the vehicle increases, resulting in a decrease in fuel efficiency. Problems also arise.

  On the other hand, in the configuration proposed in Patent Document 1, the cooling air passes through the upper part of the outside air deflecting member formed in the front bumper and the exhaust system parts arranged between the air cleaner and the air intake. Heated by the system parts to heat the air cleaner and air intake. For this reason, there is a problem that the temperature of the air cleaner and the air intake rises, and the temperature of the intake air sucked by these rises, resulting in a decrease in engine performance.

  The present invention has been made in view of the above problems, and the purpose of the process is to efficiently cool the intake device and the exhaust device without increasing the opening area of the opening, thereby improving the engine performance. An object of the present invention is to provide a vehicular engine cooling device capable of reducing air resistance of a vehicle and improving fuel efficiency.

  In order to achieve the above object, according to the first aspect of the present invention, an opening is formed at a position avoiding the radiator when viewed from the front of the front of the vehicle, and the cooling wind introduced into the engine room from the opening moves forward of the engine. In a cooling device for a vehicle engine that cools an exhaust device arranged and an intake device arranged above the engine, the opening is arranged at a position higher than the upper end of the exhaust device in a side view of the vehicle, and the opening Is divided into two upper and lower stages, a first duct is formed behind the upper opening to allow cooling air to flow substantially horizontally toward the intake device, and the cooling air is directed to the exhaust device behind the lower opening. The second duct that flows obliquely downward is formed.

  According to a second aspect of the present invention, in the first aspect of the invention, the intake device is disposed above the cylinder head cover of the engine with a predetermined gap therebetween, and the gap between the two is overlapped in a vehicle front view. The first duct is formed at the position.

  According to a third aspect of the present invention, in the first or second aspect, the second duct is bent obliquely downward toward the exhaust device so that the second duct shields the lower opening in a front view. It is characterized by that.

  According to the first aspect of the present invention, the intake device is cooled by the cooling air flowing substantially horizontally by the first duct formed at the rear of the upper opening portion among the upper and lower openings. The exhaust device is cooled by cooling air that flows obliquely downward toward the exhaust device by the second duct formed at the rear of the lower opening, and the exhaust air is cooled and the cooling air that has become hot immediately passes through the engine. Since it is not discharged from the underside of the room to the outside of the vehicle and directed to the intake system, the temperature rise of the intake system and its surroundings is suppressed, and the engine output is prevented from decreasing the charging efficiency of the engine due to the rise of the intake air temperature. Can be improved. In addition, an increase in the ambient temperature in the engine room due to the heat of the exhaust device can be prevented at the same time. That is, the flow of the cooling air introduced into the engine room from the opening during traveling of the vehicle is divided into two by the first duct and the second duct, one flow is used for cooling the intake device, and the other flow is Since the exhaust device is cooled, the intake device and the exhaust device can be cooled independently and efficiently to improve engine performance.

  In addition, since the temperature of the cooling air flowing through the first duct toward the intake device is prevented, the intake device can be efficiently cooled without increasing the opening area of the opening, and the area of the opening can be reduced. By keeping it small, the air resistance (drag coefficient Cd value) of the vehicle can be reduced, and the fuel efficiency can be improved.

  According to the second aspect of the present invention, the intake device is disposed above the cylinder head cover of the engine with a predetermined gap, and the first duct is formed at a height position overlapping the gap between the two in a front view of the vehicle. Therefore, the cooling air having a large flow velocity introduced into the engine room through the first duct is guided to the gap between the cylinder head cover below the intake device where the hot air of the engine tends to stay, and the intake device is generated by the cooling air. Can be efficiently cooled to suppress the temperature rise.

  According to the third aspect of the present invention, the second duct is bent obliquely downward toward the exhaust device so that the second duct shields the lower opening in the front view. The coefficient Cd value) is kept low, and the fuel efficiency is improved.

It is a front view of the vehicle front part provided with the cooling device of the vehicle engine which concerns on this invention. It is the sectional view on the AA line of FIG. It is the B section enlarged detail drawing of FIG. It is a front view of the engine room of the vehicle provided with the cooling device of the engine for vehicles concerning the present invention. It is the fragmentary perspective view which looked at the engine room of the vehicle which shows the cooling device of the vehicle engine which concerns on this invention from the front. It is the fragmentary perspective view which looked at the engine room of the vehicle which shows the cooling device of the vehicle engine which concerns on this invention from back. It is a front view of the vehicle front part provided with the cooling device of the conventional vehicle engine. It is CC sectional view taken on the line of FIG.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  1 is a front view of a front portion of a vehicle equipped with a cooling device for a vehicle engine according to the present invention, FIG. 2 is a sectional view taken along line AA in FIG. 1, FIG. 3 is an enlarged detail view of a portion B in FIG. Is a front view of the engine room of the vehicle, FIG. 5 is a partial perspective view of the vehicle engine room showing the vehicle engine cooling device according to the present invention as seen from the front, and FIG. 6 is a view of the engine room of the vehicle from the rear. It is a fragmentary perspective view.

  A resin-made front bumper 1 disposed in front of the vehicle is formed with a relatively large rectangular opening 3 for introducing cooling air into a radiator 2 disposed behind the resin bumper. Here, as shown in FIG. 4, the radiator 2 is disposed so as to be vertically supported at the left front end of the engine room 4 and is introduced into the engine room 4 from the opening 3 formed in the front bumper 1. Cooling water is cooled by heat exchange with cooling air. In FIG. 4, reference numeral 5 denotes side braces that stand vertically on the left and right sides of the engine room 4. A hood lock member 6 and a front lower cross member 7 are horizontally mounted above and below these side braces 5. ing. A vertical hood lock brace 8 is installed between the hood lock men 6 bar on the right side of the radiator 2 and the front lower cross member 7.

  Further, as shown in FIG. 1, a flat opening 9 that is long in the lateral direction is formed at a position avoiding the radiator 2 in the front view of the front bumper 1, specifically, at an obliquely upper right position of the opening 3. The opening area is set smaller than that of the opening 3. A number plate 10 is attached to the right side of the opening 3 of the front bumper 1, and headlamps 11 are attached to the left and right ends above the front bumper 1. In FIG. 1, 12 is a design panel elongated in the left-right direction disposed at the center in the vehicle width direction above the front bumper 1, and 13 is a front hood that opens and closes the upper surface opening of the engine room 4.

  As shown in FIGS. 2 and 4, an engine 14 as a drive source is disposed diagonally to the right of the radiator 2 in the engine room 4, and an intake device 15 is disposed above the engine 14. Has been. Here, the engine 14 is configured by attaching a cylinder head 17 to an upper part of the cylinder block 16, covering the upper part of the cylinder head 17 with a cylinder head cover 18, and attaching an oil pan 19 to the lower part of the cylinder block 16. Yes. Further, as shown in FIGS. 1 and 5, the intake device 15 is composed of a rectangular box-shaped air cleaner 20, an intake duct 21 and an air cleaner outlet hose 22 and the like connected thereto, and as shown in FIG. A predetermined gap δ is formed between the intake device 15 and the cylinder head cover 18 of the engine 14 in the vertical direction.

  4 and 5, the intake duct 21 is connected to a lower rear end of the right side surface of the air cleaner 20, and the end of the intake duct 21 serves as an intake port 21 a of the engine room 4. It opens toward the right side. The air cleaner outlet hose 22 extends rightward from the front end of the right side surface of the air cleaner 20 and then extends obliquely downward toward the front.

  As shown in FIGS. 2 and 4, an exhaust device 23 is disposed in front of the engine 14. The exhaust device 23 includes an exhaust manifold 24 connected to the front surface of the cylinder head 17 of the engine 14, An exhaust pipe (not shown) connected to the exhaust manifold 24, a turbocharger 25 connected in the middle of the exhaust pipe, and an exhaust pipe 26 (see FIG. 4) extending from the turbocharger 25 were connected in the middle. It is comprised by the catalytic converter 27 grade | etc.,. Here, the turbocharger 25 includes an exhaust turbine that is rotated by exhaust flowing through the exhaust pipe 26 and a compressor that is directly connected to the exhaust turbine, and the air cleaner outlet hose 22 that extends from the air cleaner 20 at the inlet of the compressor. Is connected. The intake pipe 28 extending from the outlet of the compressor rises upward as shown in FIG. 5, is bent at a substantially right angle in front of the engine 14, and extends toward the left side of the vehicle. The intake pipe 28 is connected to an intake port (not shown) formed in the cylinder head 17 of the engine 14 via an intercooler, a throttle body, an intake manifold, etc. (not shown).

  Thus, as shown in FIG. 2, the opening 9 formed in the front bumper 1 is disposed at a position higher than the upper end of the exhaust manifold 24 of the exhaust device 23 as viewed from the side of the vehicle. And as shown in FIG. 5, this opening part 9 is divided into the upper and lower two steps. The upper and lower openings 9a and 9b are partitioned in a lattice pattern, and the cooling air is directed substantially horizontally toward the intake device 15 as indicated by an arrow B1 in FIG. 2 behind the upper opening 9a. A first duct 29 is integrally formed, and cooling air is flowed obliquely downward toward the exhaust device 23 as indicated by an arrow B2 in FIG. 2 behind the lower opening 9b. 30 is integrally formed. In the present embodiment, the first duct 29 and the second duct 30 are configured separately from the front bumper 1, and these are attached to the front bumper 1 as a unit.

  Incidentally, as described above, the air cleaner 20 constituting the intake device 15 is disposed above the cylinder head cover 18 of the engine 14 with a predetermined gap δ (see FIG. 2). In a direction, the air gap 20 is disposed at a height position overlapping with a gap δ formed between the air cleaner 20 and the cylinder head cover 18 of the engine 14 in a front view of the vehicle.

  As shown in FIGS. 3 and 6, the second duct 30 is bent obliquely downward toward the exhaust device 23 so as to shield the lower opening 9b in a front view.

  In the above, when the engine 14 is driven, outside air (fresh air) is sucked into the intake duct 21 from the intake port 21 a of the intake duct 21 by the negative intake pressure generated in the engine 14, and this outside air passes through the intake duct 21. It passes through the air cleaner 20 and passes through a cleaner element (not shown) accommodated in the air cleaner 20 to be purified. The outside air purified by the air cleaner 20 is introduced from the air cleaner outlet hose 22 to the turbocharger 25, pressurized by the compressor of the turbocharger 25, and then passed through the intake pipe 28 (not shown). The fuel is supplied to the engine 14 through an intercooler, a throttle body, an intake manifold, and the like. In the process, fuel is injected into the outside air (fresh air) to form a predetermined air-fuel ratio (A / F) mixture. Here, since the outside air (fresh air) is pressurized by the turbocharger 25, the air-fuel mixture is supercharged to a cylinder (not shown) of the engine 14, and the supercharged air-fuel mixture burns. The engine 14 is continuously operated and its output is increased.

  The high-temperature and high-pressure exhaust gas generated by the combustion of the air-fuel mixture in the engine 14 is discharged to the exhaust manifold 24 and introduced into the turbocharger 25 to be used for driving the exhaust turbine of the turbocharger 25. Is done. The exhaust gas used for driving the exhaust turbine of the turbocharger 25 is introduced into the catalytic converter 27 from the exhaust pipe 26 and purified, and then flows to the rear of the vehicle and is discharged into the atmosphere.

  The above operation is repeated and the engine 14 is continuously operated. During traveling of the vehicle, the traveling wind from the front of the vehicle flows from the openings 3 and 9 formed in the front bumper 1 to the engine room 4 as cooling air. The cooling air introduced and introduced from one opening 3 is supplied to the cooling water by passing through the radiator 2. The cooling air introduced from the other opening 9 is used for cooling the intake device 15 and the exhaust device 23.

  Thus, in the present embodiment, the opening 9 is divided into two upper and lower stages, and the first duct 29 is formed behind the upper opening 9a to flow the cooling air toward the intake device 15 substantially horizontally, Since the second duct 30 is formed behind the lower opening 9b so that the cooling air flows obliquely downward toward the exhaust device 23, the first duct 29 causes the cooling to flow substantially horizontally as indicated by an arrow B1 in FIG. The intake device 15 is cooled by the wind, and the exhaust device 23 is cooled by the second duct 30 by the cooling air that flows obliquely downward toward the exhaust device 23 as indicated by an arrow B2 in FIG. In this case, the cooling air whose temperature has been increased by cooling the exhaust device 23 is immediately discharged from the lower side of the engine room 4 to the outside of the vehicle and does not go to the intake device 15. An increase in temperature is suppressed, and a decrease in charging efficiency of the engine 14 due to an increase in intake air temperature is prevented, thereby improving engine output. Further, an increase in the ambient temperature in the engine room 4 due to the heat of the exhaust device 23 can be prevented at the same time.

  That is, in the present embodiment, the flow of the cooling air introduced into the engine room 4 from the opening 9 during traveling of the vehicle is divided into two parts B1 and B2 by the first duct 29 and the second duct 30, The flow B1 is used for cooling the intake device 15, and the other flow B2 is used for cooling the exhaust device 23. Therefore, the intake device 15 and the exhaust device 23 are cooled independently and efficiently to improve engine performance. be able to.

  Further, since the temperature rise of the cooling air passing through the first duct 29 toward the intake device 15 is prevented, the intake device 15 can be efficiently cooled without increasing the opening area of the opening 9. By suppressing the area of the portion 9 to be small, the air resistance (drag coefficient Cd value) of the vehicle can be reduced and the fuel efficiency can be improved.

  Further, in the present embodiment, the intake device 15 (air cleaner 20) is disposed above the cylinder head cover 18 of the engine 14 with a predetermined gap δ therebetween, and the height between the two overlaps with the gap δ when viewed from the front of the vehicle. Since the first duct 29 is formed at the position, the hot air of the engine 14 stays in the cooling air (shown by the arrow B1 in FIG. 2) having a high flow velocity that is introduced into the engine room 4 through the first duct 29. It is easy to guide the clearance δ between the cylinder head cover 18 below the intake device 15 and efficiently cool the intake device 15 with this cooling air to suppress the temperature rise.

  In the present embodiment, the second duct 30 is bent obliquely downward toward the exhaust device 23 so that the second duct 30 shields the lower opening 9b in a front view. There is also an effect that the (drag coefficient Cd value) is kept low and fuel efficiency is improved.

  Although the present invention has been described with respect to a mode in which the present invention is applied to a cooling device for an engine with a turbocharger, the present invention is similarly applied to a cooling device for a naturally aspirated engine that does not include a supercharger. Of course, it is applicable.

DESCRIPTION OF SYMBOLS 1 Front bumper 2 Radiator 3 Front bumper opening 4 Engine room 5 Side brace 6 Hood lock member 7 Front lower cross member 8 Hood lock brace 9 Front bumper opening 9a Upper opening 9b Lower opening 10 Number plate 11 Head lamp 12 Design panel 13 Front hood 14 Engine 15 Air intake device 16 Cylinder block 17 Cylinder head 18 Cylinder head cover 19 Oil pan 20 Air cleaner 21 Air intake duct 21a Air intake duct intake port 22 Air cleaner outlet hose 23 Exhaust device 24 Exhaust manifold 25 Turbo supercharger Machine 26 Exhaust pipe 27 Catalytic converter 28 Intake pipe 29 First duct 30 Second duct B1, B2 Flow direction of cooling air δ The gap between the head cover

Claims (3)

An opening is formed at a position avoiding the radiator in front view of the front of the vehicle, and an exhaust device arranged in front of the engine by cooling air introduced into the engine room from the opening and an intake device arranged above the engine In a cooling device for a vehicle engine for cooling,
The opening is disposed at a position higher than the upper end of the exhaust device in a side view of the vehicle, the opening is partitioned into two upper and lower stages, and cooling air is directed toward the intake device behind the upper opening. A vehicular engine cooling apparatus, wherein a first duct that flows horizontally is formed, and a second duct that flows cooling air toward the exhaust device obliquely downward is formed behind a lower opening.   The intake device is disposed above a cylinder head cover of the engine with a predetermined gap, and the first duct is formed at a height position overlapping the gap between the two in a front view of the vehicle. Item 4. A cooling apparatus for a vehicle engine according to Item 1. 3. The vehicle engine according to claim 1, wherein the second duct is bent obliquely downward toward the exhaust device so that the second duct shields the lower opening in a front view. 4. Cooling system.

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