JP2012031764A - Cooling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cooling device that suppresses the deterioration of the cooling efficiency of an inter cooler when a sufficient traveling wind cannot be obtained, and prevents the lowering of low-speed torque by using a low-cost constitution.SOLUTION: An inter cooler fan 10 is arranged at the air-cooling type inter cooler 8 which is cooled by a traveling wind introduced from a duct 16 which is arranged protruding from an outside-air introduction port 14 formed at a bonnet 22. A radiator fan 6 is arranged at a radiator 4. Then, a cooling device 12 is constituted of the inter cooler fan 10 and a control device 11a. When the control device 11a acquires information that the radiator fan 6 is operated via a signal line 24a, the control device transmits a control signal to the inter cooler fan 10 via the signal line 25a. The inter cooler fan 10 which has received the control signal from the control device 11a rotates so as to generate an inwardly-forwarding air flow 18 which progresses toward the inside of an engine room 1.

Description

  The present invention relates to an air-cooled intercooler for an engine equipped with a supercharger, and relates to a cooling device that cools a heat exchange part of the intercooler.

  In an engine equipped with a supercharger, an intercooler that cools the intake air is provided in order to suppress a rise in the temperature of intake air compressed by the supercharger to increase the compression rate and improve fuel efficiency and output. Therefore, the temperature in the engine room affects the cooling efficiency of the intercooler, resulting in fluctuations in fuel efficiency and output. Since the engine room is limited in space and the devices are arranged close to each other, the intercooler is susceptible to the influence of other heat sources.

  FIG. 3 is a schematic diagram showing the arrangement of each device in a conventional engine room. The intercooler 180 shown in this figure is an air-cooling type, and is cooled by traveling wind introduced through a duct 260 provided so as to protrude from an outside air introduction port 240 provided in the bonnet 280.

  In the engine room 100, a radiator 140 is provided in front of the vehicle. Behind this radiator 140 is provided a radiator fan 160 that sends the traveling wind introduced from the front to the rear. The intercooler 180 is disposed on the downstream side with respect to the wind sent from the radiator fan 160.

  In such a configuration, the hot air sent from the radiator fan 160 may affect the heat exchange efficiency of the intercooler 180 and reduce the function.

  That is, when the traveling speed is low and sufficient traveling wind cannot be obtained from the duct 260, the pressure ratio between the outside air and the engine room 100 is the same or higher in the engine room 100. Thereby, the hot air sent from the radiator fan 160 is blown to the intercooler 180, and when the pressure in the engine room 100 is high, the hot air passes through the intercooler 180 and is discharged to the outside. At this time, part of the heat is transferred to the intercooler 180, and the heat exchange efficiency is deteriorated. And the fall of the heat exchange efficiency of the intercooler 180 will lead to the fall of cooling efficiency, and will be in the state which cannot obtain sufficient low-speed torque as a result. If the low-speed torque is not sufficient, drivability deteriorates, such as slack. The state of the airflow at this time is indicated by an arrow 310 indicated by a solid line in FIG.

  However, when the traveling speed is high and sufficient traveling wind is obtained from the duct 260, the introduced traveling wind passes through the intercooler 180 and is introduced into the engine room 100. For this reason, even if hot air is sent from the radiator fan 160 toward the intercooler 180 on the downstream side, the running air is blown out into the engine room 100 through the intercooler 180, so the hot air is blocked by this running wind. . Therefore, the intercooler 180 is not affected by the heat of the radiator 140 and the cooling efficiency does not decrease. The state of the airflow in the engine room 100 at this time is indicated by an arrow 300 indicated by a broken line in FIG.

  Therefore, measures have been taken for the above problems. For example, in the configuration disclosed in Patent Document 1, a shielding portion is provided between a radiator and an intercooler disposed behind the radiator. According to this, the hot air discharged backward by the radiator fan is blocked by the shielding portion without being directly blown to the intercooler. Thereby, the temperature rise of an intercooler is suppressed and the fall of cooling efficiency is prevented.

  Further, in the configuration described in Patent Document 2, sensors for detecting the vehicle speed and the temperature in the engine room are provided, and the sensors are sent to the intercooler based on the information on the speed and temperature detected by these sensors. The direction of the wind is controlled. As a result, when sufficient running wind cannot be obtained and the temperature in the engine room is low, the direction of rotation of the fan is controlled in the direction in which air flows from the inside of the vehicle to the outside of the vehicle. When the temperature in the room is high, the rotation direction of the fan is controlled so that an air flow from the outside of the vehicle to the inside of the vehicle occurs.

  On the other hand, in order to reduce exhaust gas and wasteful energy consumption, the engine is stopped when the vehicle is temporarily stopped to reduce wasteful idling time. In this case, the engine may be restarted in a state where the temperature in the engine room has risen. In addition, in the summer when the overall temperature is high, or when using an air conditioner, if the engine is stopped after a high load running such as uphill running and restarted from that state, the engine room Starting from a high temperature state. In such a case, as described above, since the temperature around the intercooler and the heat exchanging portion of the intercooler is rising, the cooling efficiency for cooling the intake air compressed by the supercharger is extremely lowered. Therefore, sufficient low-speed torque cannot be generated, and startability is deteriorated, such as rattling when starting.

  Further, if the engine room is kept at a high temperature for a long time, the performance of the lubricating oil deteriorates, and the heat damage is likely to occur on the parts such as seizure on the bearing portion of the rotary drive unit. In order to prevent such heat damage and suppress the deterioration of the function of the component parts, it is necessary to upgrade the material such as using a heat-resistant material, which increases the cost.

  As a configuration for solving such a problem, a cooling control device as disclosed in Patent Document 3 is disclosed. That is, the cooling control device disclosed in Patent Document 3 detects the temperature of the cooling water downstream of the turbocharger when the engine is stopped and the temperature of the lubricating oil of the engine, and a radiator fan and a bonnet fan according to these values. Let's work together to discharge heat. Thereby, generation | occurrence | production of the heat damage with respect to a turbocharger and an engine shall be prevented.

JP-A-6-191293 JP 62-153519 A JP-A-1-177417

  However, in the configuration of the above-mentioned Patent Document 1, although the shielding portion is provided between the radiator and the intercooler, it is possible to prevent the hot air from the radiator from being directly blown to the intercooler, but the air flow and escape are likely to deteriorate. . The space in the engine room is limited, and the degree of freedom in design is reduced when the influence of other heat sources is taken into consideration.

  In the configurations of Patent Documents 2 and 3, one or a plurality of electric fans are logically controlled based on the values detected by the detectors, and a complicated logical operation and a device that executes the logical operation are provided. It is necessary separately and the cost of parts increases.

  In order to solve the above-described problems, the present invention provides a cooling device that suppresses a decrease in cooling efficiency of the intercooler when sufficient traveling wind cannot be obtained and prevents a reduction in low-speed torque by a low-cost configuration. The purpose is to do.

  In order to achieve the above object, a cooling device according to the present invention is disposed on the downstream side of air blown by a radiator fan in an engine room storing a liquid cooled engine cooled by a radiator having a radiator fan. In the cooling device that cools the intercooler provided with a duct connected to the outside air inlet of the vehicle body in the direction, the wind direction control fan that controls the direction of the air passing through the intercooler and at least the radiator fan is in operation The fan is provided with control means for generating an inward airflow passing through the intercooler inward of the engine room.

  With this configuration, at least when the radiator fan is in an operating state, the traveling wind is sent to the intercooler side by the inward airflow generated by the wind direction control fan controlled by the control means, and the traveling that has passed through the intercooler Wind enters the engine room.

  As a result, the hot air sent from the radiator fan toward the inside of the engine room is blocked by the traveling air introduced into the engine room by the air direction control fan, and thus is not blown to the intercooler. Therefore, since the temperature rise of the intercooler can be suppressed, a decrease in cooling efficiency can be suppressed. That is, a decrease in low-speed torque can be suppressed.

  Further, the cooling device of the present invention is disposed on the downstream side of the air blown by the radiator fan in the engine room storing the liquid cooled engine cooled by the radiator including the radiator fan, and introduces the outside air of the vehicle body on one side In the cooling device that cools the intercooler provided with a duct connected to the mouth, when the air direction control fan that controls the direction of the air passing through the intercooler, the engine is in a stopped state, and the radiator fan is in an operating state, The wind direction control fan is provided with control means for generating an outward airflow that passes through the intercooler outwardly from the engine room.

  With this configuration, when the engine is in a stopped state and the radiator fan is in an operating state, the airflow direction control fan is airflow controlled by the control means, and the air in the engine room passes through the intercooler and the engine room An outward airflow is generated.

  Thereby, the air in the engine room in which the engine is stopped and in a high temperature state is discharged outside the engine room as an outward airflow passing through the intercooler by both operations of the radiator fan and the wind direction control fan. Therefore, the temperature in the engine and the engine room can be reduced in a shorter time than when cooling with only the radiator fan, so that the temperature around the intercooler when the engine is restarted can be kept low. That is, it is possible to suppress a decrease in cooling efficiency of the intercooler and to suppress a decrease in low-speed torque at the start.

  As described above, according to the present invention, at least when the radiator fan is in an operating state, the intercooler fan is also in an operating state, so that a sufficient traveling wind cannot be obtained as during low speed driving or idling. Even in this case, hot air that has passed through the radiator does not pass through the intercooler core. Thereby, the fall of the cooling efficiency of an intercooler can be suppressed and the reduction | decrease of a low speed torque can be prevented, Therefore It becomes possible to prevent the deterioration of drivability.

  In addition, when the engine is in a stopped state and the radiator fan is in an operating state, the wind direction control fan is operated so that hot air in the engine room is discharged to the outside through the intercooler. Thereby, since a radiator fan and a wind direction control fan operate | move simultaneously and hot air is discharged | emitted outside, the temperature in an engine room can be reduced in a short time. Therefore, even when the engine is started again, the intake air can be cooled while the temperature of the intercooler is lowered, so that a sufficient cooling effect can be obtained. That is, even when starting after the engine is stopped, it is possible to suppress a decrease in low-speed torque, and it is possible to prevent deterioration in drivability.

It is the figure which showed the airflow state at the time of idling of the engine room in the 1st Embodiment of this invention. It is the figure which showed the airflow state after the engine stop of the engine room in the 2nd Embodiment of this invention. It is the figure which showed the airflow state at the time of low speed driving | running | working of the conventional engine room.

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

(First embodiment)
FIG. 1 is a schematic view showing an airflow state in an engine room of an automobile at idling. A liquid-cooled engine 2 is disposed at the center of the engine room 1. And the radiator 4 for performing this liquid cooling is arrange | positioned ahead of the vehicle. However, for the sake of convenience, the refrigerant path connecting the radiator 4 and the engine 2 is omitted here. A radiator fan 6 for forcibly introducing outside air from the front of the vehicle is provided on the rear side of the radiator 4. In front of the radiator 4, an air conditioner condenser 3 that is similarly cooled by outside air is provided.

  An intercooler 8 is provided above the engine 2. In order to suppress a decrease in engine response, an intake pipe extending from a supercharger (not shown) is often designed to be short, and an intercooler is generally installed near the engine.

  The intercooler 8 shown here is an air-cooling type, and is cooled by taking in traveling wind. In the configuration of FIG. 1, the intercooler 8 is installed substantially horizontally. A duct 16 is connected to the upper side of the intercooler 8 so as to project outside from the outside air inlet 14 formed in the bonnet 22. An intercooler fan (wind direction control fan) 10 is provided below the intercooler 8. By operating the intercooler fan 10, the flow of air passing through the duct 16 can be controlled.

  Both the radiator fan 6 and the intercooler fan 10 are electrically connected to the control device 11a. The control device 11a receives a signal indicating the operating state sent from the radiator fan 6 through the signal line 24a. Based on the information received through the signal line 24a, a signal for synchronously operating the intercooler fan 10 is transmitted from the control device 11a to the intercooler fan 10 through the signal line 25a. Thus, the cooling device 12 of the intercooler 8 is comprised by the intercooler fan 10 and the control apparatus 11a.

  Hereinafter, the operation of the cooling device 12 in the above configuration will be described.

  When the traveling speed is high and the pressure of the outside air is higher than the atmospheric pressure in the engine room 1, sufficient outside air 28 is taken in from the front of the radiator 4, and sufficient outside air 30 is also taken in from the duct 16. It is. However, when the outside air 28 and the outside air 30 are not sufficiently taken in such as when idling or traveling at a low speed, or when the air conditioner is operating, the temperature of the refrigerant in the air conditioner condenser 3 or the radiator 4 is low. To rise. And in order to forcibly cool these, the radiator fan 6 will be in an operation state. The information on the operation of the radiator fan 6 is sent to the control device 11a as described above, and the control device 11a generates an inward air flow 18 from the duct 16 into the engine room 1 so as to generate an intercooler. The direction of rotation of the fan 10 is controlled.

  Thus, even when hot air is sent from the radiator fan 6 toward the rear of the engine room 1, the hot air is blocked by the inward air flow 18 generated by the intercooler fan 10 operating simultaneously. Therefore, it is possible to prevent the intercooler 8 from being exposed to hot air generated by the radiator 4 and rising in temperature. As described above, in the present embodiment, the cooling device 12 including the control device 11a and the intercooler fan 10 suppresses a decrease in cooling efficiency due to a temperature rise of the intercooler 8, and prevents a decrease in torque at a low speed. be able to. Therefore, it is possible to improve drivability without causing any wobbling at the start.

  As described above, in the present embodiment, the example in which the cooling device 12 is configured by the intercooler fan 10 and the control device 11a is shown. According to this, it is possible to determine the state where the running wind is not sufficiently obtained and the intercooler fan 10 must be operated based on the presence or absence of a signal indicating the operating state of the radiator fan 6. That is, in order to obtain the operating condition of the intercooler fan 10, it is not necessary to separately provide a temperature measuring means or the like, and can be realized with a simple configuration.

  In addition, in this Embodiment, although the structure which synchronizes the intercooler fan 10 with the radiator fan 6 using the control apparatus 11a was shown, the structure where the intercooler fan 10 operate | moves at least when the radiator fan 6 is in an operation state. If it is, it is not restricted to this. For example, the power supply system of the radiator fan 6 and the intercooler fan 10 may be shared, and the intercooler fan 10 may be operated simultaneously with the operation of the radiator fan 6. In this case, the intercooler fan 10 is operated at the same timing as when the radiator fan 6 is operated. However, even with such a configuration, the same effect as described above can be obtained, and further simpler. It can be realized by the configuration.

  Further, in the present embodiment, the configuration in which the intercooler fan is installed on the inner side of the engine room than the intercooler has been described as an example. However, the configuration is not limited thereto, and the intercooler fan may be disposed on the outside (inside the duct) exposed to the outside air. .

  Furthermore, in the present embodiment, an example in which the outside air introduction port is provided on the bonnet has been described.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIG. FIG. 2 shows a state in the engine room after the engine is stopped.

  The configuration in the engine room in the present embodiment is almost the same as the configuration in the engine room 1 shown in FIG. 1 in the first embodiment, but the control means 11b of the intercooler fan 10 is different. . Hereinafter, the same components as those shown in FIG. 1 in the first embodiment will be described with the same reference numerals.

  When detecting the stop state of the engine 2 and the operating state of the radiator fan 6, the control unit 11 b in the present embodiment controls the intercooler fan 10 so as to generate an air flow from the inside to the outside of the engine room 1. The configuration and operation will be described below.

  In the present embodiment, the stop state of the engine 2 is detected using the stop state detection means 13. In general, when the engine key is turned off, the refrigerant temperature is monitored by an engine control unit or the like, and the radiator fan is operated for a predetermined time. However, the stop state detecting means 13 in the present embodiment is also used. Similarly, the configuration for detecting the off state of the engine key can be shared. Here, the detection of the operating state of the radiator fan 6 may have the same configuration as that in the first embodiment.

  With the above configuration, the intercooler fan 10 is configured so that the temperature in the engine room 1 is reduced in a short time even when the engine room 1 is in a high temperature state and the engine 2 is stopped before the temperature is lowered. Since it works, the startability when the engine 2 is restarted becomes good. Moreover, since the temperature in the engine room 1 falls rapidly, the thermal damage of each apparatus can be prevented.

  That is, when the engine 2 is stopped after traveling in the summer when the temperature in the engine room 1 generally increases, after extensive use of an air conditioner, or after high load traveling such as uphill traveling, the engine 2 is cooled. In order to do this, the radiator fan 6 operates for a predetermined time.

  At this time, the control device 11b obtains information indicating the stop of the engine from the stop state detection means 13 via the signal line 26, and obtains a signal indicating the operating state from the radiator fan 6 via the signal line 24b. . Here, a control signal for driving the intercooler fan 10 is transmitted from the control device 11b to the intercooler fan 10 via the signal line 25b. The intercooler fan 10 receiving this signal rotates for a predetermined time so as to generate the outward airflow 20 in the direction from the inside to the outside of the engine room 1.

  As described above, according to the present embodiment, the hot air in the engine room 1 that has been exhausted by complicated logic control using a plurality of sensors in the past is used as an intercooler fan 10 based on information obtained from an existing configuration. It becomes possible to forcibly discharge from the duct 16 to the outside by the control.

  At this time, the hot air accumulated in the engine room 1 passes through the intercooler 8 and is scavenged to the outside, so that part of the heat is conducted to the intercooler 8. However, this conducted heat does not affect the engine 2 that is stopped. In this way, since the hot air in the engine room 1 is discharged within a short period of time using a timing that does not affect, the ambient temperature decreases when the engine 2 is restarted and the vehicle starts. In this state, the intercooler 8 can be operated. Thereby, the fall of cooling efficiency is suppressed, the intercooler 8 can be functioned to generate sufficient low-speed torque, and the drivability can be improved.

  Further, even when the engine 2 is not restarted, the temperature in the engine room 1 can be quickly reduced, so that the lubricity is deteriorated due to the deterioration of the lubricating oil or the like, and the rotational drive unit caused by this is deteriorated. It is possible to prevent heat damage such as seizure.

  In addition, as shown in the present embodiment, when the air-cooled intercooler is horizontally disposed, dust such as fallen leaves that easily adhere to the duct or the upper surface of the intercooler is blown away by the outward scavenging by the intercooler fan. The effect that it is possible can also be acquired.

  In the present embodiment, an intercooler installed horizontally above the engine is shown as an example. However, the configuration is not limited to such a configuration, and a horizontal or vertical arrangement may be employed as long as an air-cooled intercooler that is cooled by traveling air and a radiator that includes a radiator fan are arranged. That is, the same effect can be obtained as long as the air flows in and out through the intercooler in contact with the outside air due to the difference between the air pressure inside the engine room and the air pressure outside the engine room.

  Further, in the second embodiment, the intercooler fan is controlled so as to generate an outward airflow by a control device that obtains information indicating a state where the engine is stopped and information indicating that the engine room is in a high temperature state. The configuration is shown. However, in addition to this, as shown in the first embodiment, when the engine is operating and the inside of the engine room is in a high temperature state and the radiator fan is operating, the intercooler is inward. It is good also as a structure controlled so that an airflow may be generated.

1 Engine room 2 Engine 4 Radiator 6 Radiator fan 8 Intercooler 10 Intercooler fan (wind direction control fan)
11a, 11b Control device (control means)
12a, 12b Cooling device 14 Outside air inlet 16 Duct 18 Inward airflow 20 Outward airflow

Claims (2)

In an engine room that houses a liquid-cooled engine cooled by a radiator equipped with a radiator fan, a duct that is disposed on the downstream side of the air blown by the radiator fan and that leads to the outside air inlet of the vehicle body is provided on one side. In the cooling device that cools the intercooler,
A wind direction control fan for controlling the direction of the air passing through the intercooler;
At least when the radiator fan is in an operating state, the airflow direction control fan is provided with control means for generating an inward airflow that passes through the intercooler inward of the engine room. In an engine room that houses a liquid-cooled engine cooled by a radiator equipped with a radiator fan, a duct that is disposed on the downstream side of the air blown by the radiator fan and that leads to the outside air inlet of the vehicle body is provided on one side. In the cooling device that cools the intercooler,
A wind direction control fan for controlling the direction of the air passing through the intercooler;
When the engine is in a stopped state and the radiator fan is in an operating state, the wind direction control fan includes control means for generating an outward airflow that passes through the intercooler outward from the engine room. A cooling device characterized by that.