JP2012086726A - Cooling duct for vehicle and front part structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent or suppress the separation of cooling air from a straightening plate to improve cooling efficiency of a heat exchanger.SOLUTION: Sub-cooling air discharged from a sub-duct 150 prevents or suppresses the separation of main cooling air from the straightening plate 120, therefore when compared with the configuration where the sub-duct 150 is not provided, the generation of a region (dead water region) that is not subject to or not sufficiently subject to the cooling air in a radiator 60, is prevented or reduced. A decrease in atmospheric pressure that is caused by eddies generated on a vehicle rear side of a bumper reinforcement 50, is also suppressed, therefore when compared with the configuration where the sub-duct 150 is not provided, the ventilation resistance of the cooling air that passes through the radiator 60 is reduced. Accordingly, the cooling efficiency of the radiator 60 is increased relative to the configuration where the sub-duct 150 is not provided.

Description

  The present invention relates to a vehicle cooling duct and a vehicle front structure.

  A configuration is known in which cooling air taken from upper and lower grills formed above and below the front bumper is introduced into a radiator disposed on the vehicle rear side of the front bumper. In such a configuration, a vortex is generated in the cooling air on the vehicle rear side of the front bumper, and the cooling efficiency of the radiator may be reduced.

  Therefore, a cooling air intake structure has been proposed in which an air duct is provided between the upper grille and the lower grille and the radiator so as to form an air flow path for guiding the cooling air taken from the upper grille and the lower grille to the radiator (for example, , See Patent Document 1).

  However, even if the air duct is provided, for example, when the inclination angle of the rectifying plate constituting the upper surface of the air duct is increased, the cooling air is peeled off from the rectifying plate, and a vortex is generated in the cooling air on the vehicle rear side of the front bumper. There was a possibility that the cooling efficiency would be reduced.

Japanese Utility Model Publication No. 1-107627

  In view of the above, it is an object of the present invention to prevent or suppress the separation of cooling air from the current plate.

  According to the first aspect of the present invention, the main cooling air introduced through the opening is provided between the opening that is open on the front surface of the vehicle and the heat exchanger that is provided on the vehicle rear side of the opening. A main duct leading to the heat exchanger; an upper surface of the main duct; a rectifying plate which is inclined toward the vehicle upper side toward the vehicle rear side and rectifies the main cooling air introduced into the main duct; A sub-cooling air having a flow velocity faster than the main cooling air is discharged toward the rear of the vehicle, and the sub-cooling air joins the main cooling air to flow along the rectifying plate of the main duct. A duct.

  According to a second aspect of the present invention, the main cooling air introduced through the opening is provided between the opening that opens to the front of the vehicle and the heat exchanger that is provided on the vehicle rear side of the opening. A main duct that leads to the heat exchanger; a bottom plate of the main duct; a rectifying plate that is inclined toward the vehicle lower side toward the vehicle rear side and rectifies the main cooling air introduced into the main duct; A sub-cooling air having a flow velocity faster than the main cooling air is discharged toward the rear of the vehicle, and the sub-cooling air joins the main cooling air to flow along the rectifying plate of the main duct. A duct.

  In the first or second aspect of the invention, the main cooling air tends to flow along the rectifying plate of the main duct.

  Here, for example, when the inclination angle of the rectifying plate is large, the main cooling air flowing along the rectifying plate may be separated from the rectifying plate. That is, the main cooling air may not flow along the current plate.

  Therefore, the main cooling air is rectified by the sub-cooling air by combining the sub-cooling air having a flow velocity faster than that of the main cooling air from the sub-duct into the main cooling air that is going to flow along the current plate of the main duct. Pressed against the board. This prevents or suppresses the main cooling air from being peeled off from the current plate.

  Here, “discharging the sub cooling air toward the rear side of the vehicle” includes an oblique direction with respect to the vehicle front-rear direction. That is, a configuration in which the sub cooling air merges in a direction intersecting the main cooling air is also included.

  According to a third aspect of the present invention, the sub duct is configured such that the sub cooling air merges at a position where the main cooling air is to be separated from the rectifying plate or in the vicinity thereof.

  In the invention of claim 3, since the sub cooling air joins at or near the position where the main cooling air is to be separated from the rectifying plate, the main cooling air is effectively prevented or suppressed from being separated from the rectifying plate. .

  According to a fourth aspect of the present invention, the sub duct is provided between the opening and the heat exchanger, and the sub cooling air is introduced from the opening, and the sub duct is further provided. The area of the inflow opening on the vehicle front side is larger than the area of the discharge opening on the vehicle rear side for discharging the sub cooling air.

  In the invention of claim 4, since the area of the inflow opening on the vehicle front side of the sub duct is larger than the area of the discharge opening on the vehicle rear side, the flow rate of the sub cooling air discharged from the discharge opening and joining the main cooling air is Get faster.

  According to a fifth aspect of the present invention, the sub duct is provided between the opening and the heat exchanger, and the sub cooling air is introduced from the opening, and the sub duct is further provided. The inner wall surface on the opposite side of the rectifying plate is an inclined surface inclined toward the rectifying plate side toward the rear side of the vehicle, and the vehicle rear end portion of the inclined surface of the sub duct is inclined with respect to the vehicle longitudinal direction. The angle is set to be larger than the inclination angle of the portion of the rectifying plate of the main duct where the sub cooling air merges with respect to the vehicle longitudinal direction.

  In the fifth aspect of the invention, the inclination angle of the rear end of the vehicle on the inclined surface of the sub duct is set to be larger than the inclination angle of the portion where the auxiliary cooling air flows in the rectifying plate of the main duct. Thus, the main cooling air is effectively suppressed by the current plate. Thereby, the main cooling air is more effectively prevented or suppressed from being separated from the current plate, and the cooling efficiency of the heat exchanger is improved.

  According to a sixth aspect of the present invention, the reinforcement provided in the front portion of the vehicle with the vehicle width direction as the longitudinal direction, the opening portion opened to the lower side of the reinforcement on the front surface of the vehicle, and the vehicle rear side of the reinforcement are provided. The vehicle cooling duct according to claim 1, wherein the main duct is provided between the heat exchanger and the heat exchanger with the opening.

  According to a seventh aspect of the present invention, there is provided a reinforce provided in the front portion of the vehicle with the vehicle width direction as a longitudinal direction, an opening portion opened to the upper side of the reinforce on the front surface of the vehicle, and heat provided on the vehicle rear side of the reinforce. The vehicle cooling duct according to claim 2, wherein the main duct is provided between the exchanger and the heat exchanger of the opening.

  In the invention of claim 6 or claim 7, since the main cooling air is peeled off from the rectifying plate and vortex is generated on the vehicle rear side of the reinforcement, a reduction in ventilation resistance due to a decrease in air pressure is suppressed. The cooling efficiency of the vessel is improved.

  According to the invention described in claim 1 or claim 2, in comparison with the configuration in which the sub-cooling air having a flow rate faster than the main cooling air is not merged with the main cooling air that flows along the current plate, It is possible to prevent or suppress the main cooling air from being separated from the current plate.

  According to the third aspect of the present invention, the main cooling air is separated from the rectifying plate as compared with the configuration in which the sub cooling air is merged at a position where the main cooling air is to be separated from the rectifying plate or at a position away from the vicinity thereof. It can prevent or suppress more effectively.

  According to the fourth aspect of the present invention, the flow rate of the sub cooling air that is discharged from the discharge opening and merges with the main cooling air can be increased.

  According to the fifth aspect of the present invention, the inclination angle of the vehicle rear end portion on the inclined surface of the sub duct is set to be equal to or smaller than the inclination angle of the portion where the sub cooling air flows in the rectifying plate of the main duct. Compared with the configuration, the main cooling air can be effectively suppressed by the rectifying plate by the sub cooling air.

  According to the invention described in claim 6 or claim 7, compared with the configuration in which the sub cooling air having a flow rate faster than the main cooling air is not merged with the main cooling air that is to flow along the current plate, The main cooling air is prevented or suppressed from separating from the current plate, and as a result, the cooling efficiency of the heat exchanger can be improved.

1 is a perspective view showing a vehicle including a lower duct and an upper duct according to an embodiment of the present invention. It is sectional drawing which followed the 2-2 line of FIG. 1 which shows the front part structure of a vehicle provided with the lower duct and upper duct which concern on embodiment of this invention. It is a perspective view which shows the lower duct and upper duct which concern on embodiment of this invention. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 3 showing the lower duct according to the embodiment of the present invention. It is a schematic diagram which shows typically the cross section along line 5-5 of FIG. 3 of the lower duct which concerns on embodiment of this invention. (A) is explanatory drawing explaining the flow of the cooling air of the lower duct and upper duct as a comparative example to which this invention is not applied in the cross section corresponding to FIG. 2, (B) is the lower duct which concerns on embodiment of this invention FIG. 3 is an explanatory diagram for explaining the flow of cooling air in the upper duct in the cross section of FIG. 2. It is a perspective view which shows the cooling duct for vehicles of the modification of embodiment of this invention.

  A vehicle front structure including a vehicle cooling duct and a vehicle cooling duct according to an embodiment of the present invention will be described with reference to FIGS. In each figure, the vehicle front side in the vehicle longitudinal direction is indicated by an arrow FR, the vehicle upper side in the vehicle vertical direction is indicated by an arrow UP, and the vehicle outer side in the vehicle width direction is indicated by an arrow OUT.

<Vehicle front structure>
First, the vehicle front structure will be described. As shown in FIGS. 1 and 2, a front bumper 12 is provided on the front surface of the vehicle 10 along the vehicle width direction.

  As shown in FIG. 2, a bumper reinforcement 50 is provided inside the front bumper 12 so that the vehicle width direction is the longitudinal direction. An engine (not shown) is disposed in the front portion of the vehicle 10 and an engine room 14 covered with an engine hood 16 (see also FIG. 1) is provided.

  As shown in FIG. 1, the vehicle 10 is provided with a headlight 18 above the front bumper 12 at both ends in the vehicle width direction. As shown in FIG. 2, a radiator 60 as an example of a heat exchanger is provided in the engine room 14. In the present embodiment, the radiator 60 is described as an example of the heat exchanger. However, in addition to the radiator 60, the heat exchanger includes a condenser (heat radiator) that forms a vehicle air conditioner, and the like. Various heat exchangers provided can be included.

  As shown in FIGS. 1 and 2, a lower grill 70 is formed at the lower part of the front bumper 12 on the front surface of the vehicle 10. An upper grill 80 is formed on the front side of the vehicle 10 above the front bumper 12 (between the front bumper 12 and the engine hood 16) and between the headlights 18 (see FIG. 1). In the lower grill 70 and the upper grill 80, a plurality of fins 32 arranged with the vehicle width direction as a longitudinal direction are arranged at intervals in the vehicle vertical direction.

  In the vehicle 10, cooling air (outside air) is taken from each of the lower grill 70 and the upper grill 80 and introduced into the engine room 14. And when the taken-in cooling air passes the radiator 60, heat exchange is performed between the cooling water flowing through the radiator 60 and circulating between the radiator 60 and the engine (not shown). Cooling water is cooled. As a result, the engine (not shown) is cooled.

  As shown in FIG. 2, the vehicle rear side of the radiator 60 is surrounded by a fan shroud 62. The fan shroud 62 extends from the rear surface of the radiator 60 to the vehicle rear side, and an opening 62A is formed at the vehicle rear side end. A cooling fan 64 is provided in the opening 62A. The cooling fan 64 is rotationally driven by a driving force of a fan motor (not shown), an engine (not shown), or the like, so that the outside air on the front side of the vehicle is moved to the lower grill 70 and the upper grill even when the vehicle 10 is stopped. The cooling air is introduced from 80 as cooling air.

  As described so far, the vehicle 10 is provided with the lower grille 70 and the upper grille 80 and the front bumper 12 having the bumper reinforcement 50 at the front thereof, and the lower grille 70, the upper grille 80 and the bumper reinforcement 50 in the engine room 14 are provided. A radiator 60 is arranged on the vehicle rear side.

  A lower duct 100 </ b> L is provided between the lower grill 70 and the radiator 60 to form a flow path for guiding the cooling air introduced from the lower grill 70 to the radiator 60. Further, between the upper grill 80 and the radiator 60, an upper duct 100 </ b> U that forms a flow path for guiding the cooling air introduced from the upper grill 80 to the radiator 60 is provided.

<Lower duct and upper duct>
Next, the lower duct 100L and the upper duct 100U will be described. The basic structure is the same except that the lower duct 100L disposed on the lower side of the bumper reinforcement 50 and the upper duct 100U disposed on the upper side of the bumper reinforcement 50 are vertically symmetric. In other words, the upper duct 100U is arranged with the lower duct 100L upside down.

  Therefore, in the following description, the lower duct 100L will be described as an example, and the L and U after the reference will be omitted unless it is necessary to distinguish them.

  As shown in FIGS. 2 to 5, the lower duct 100 </ b> L includes a main duct 110 and a sub-duct 150 (see FIGS. 3 and 4) integrally formed on both outer sides in the vehicle width direction of the main duct 110. is doing. The cooling air guided by the main duct 110 is referred to as main cooling air (main flow) LS, and the cooling air guided by the sub duct 150 is referred to as sub cooling air (sub flow) LM.

  The main duct 110 has a substantially rectangular main inflow opening 112 that opens to the front side of the vehicle and into which the main cooling air LS flows. Moreover, it has the substantially rectangular main discharge | emission opening part 114 which is opened in the vehicle rear side and the main cooling air LS is discharged | emitted.

  The bottom surface 116 of the main duct 112 is substantially horizontal. On the other hand, the rectifying plate 120 that configures the bumper reinforcement 50 side of the main duct 110, that is, the upper surface (ceiling surface), is inclined toward the rear side of the vehicle toward the Pampari reinforcement force 50 side, that is, the vehicle upper side. Furthermore, in this embodiment, the rectifying plate 120 is a curved surface that is curved so that the inclination angle becomes larger toward the vehicle rear side.

  In this way, the main duct 110 has a bottom surface 112 that is substantially horizontal, but the rectifying plate 150 that constitutes the top surface (ceiling surface) is inclined toward the vehicle upper side toward the vehicle rear side, so that the main inlet opening The opening area S2 of the main discharge opening 114 is wider than the opening area S1 of the portion 112 (see FIG. 5).

  The sub duct 150 is integrally formed on both outer sides of the main duct 110 in the vehicle width direction (see FIGS. 3 and 4). The sub duct 150 has a substantially rectangular sub inflow opening 152 that opens to the front side of the vehicle and into which the sub cooling air LM flows. Moreover, it has the sub discharge opening part 154 (refer FIG.2 and FIG.5) opened to the vehicle rear side and discharging the subcooling wind LM.

  The sub inflow opening 152 is arranged so as to be shifted to both the vehicle width direction outer side of the main inflow opening 112 of the main duct 110 and the vehicle upper side. In other words, the upper end of the sub inflow opening 152 is arranged on the vehicle upper side than the upper end of the main inflow opening 112 of the main duct 110. The main inflow opening 122 of the main duct 100 and the sub inflow opening 152 of the sub duct 150 are connected.

  The sub duct 150 has an upper surface (ceiling surface) 156 that is substantially horizontal. On the other hand, the side opposite to the bumper reinforcement 50 of the sub duct 150, that is, the bottom surface is inclined to the Pampari reinforcement force 50 side toward the vehicle rear side, that is, an inclined surface 160 inclined to the vehicle upper side. Furthermore, in this embodiment, the inclined surface 160 is curved so that the inclination angle becomes larger toward the vehicle rear side. Further, the side surface 158 of the sub duct 150 on the outer side in the vehicle width direction is curved toward the inner side in the vehicle width direction (see FIGS. 3 and 4).

  Although the upper surface (ceiling surface) of the sub duct 150 is substantially horizontal, the inclined surface 160 constituting the bottom surface is inclined toward the vehicle upper side toward the vehicle rear side, so that the sub duct 150 has an opening area S3 of the sub inflow opening 152. Also, the opening area S4 of the sub-discharge opening 154 is narrower (see FIG. 5).

  With such a configuration, the lower duct 100 has a configuration in which the sub cooling air LM discharged from the sub duct 150 toward the vehicle rear side merges with the main cooling air LS that is about to flow along the rectifying plate 120 of the main duct 110. (See FIGS. 3 to 5 and FIG. 6B). As shown in FIGS. 3 and 4, the sub cooling air LM exhausted from the sub duct 150 is exhausted diagonally rearward in the vehicle width direction and merges so as to intersect the main cooling air LS.

  In the main duct 110, the opening area S4 of the main discharge opening 114 is larger than the opening area S1 of the main inflow opening 112 (S1 <S2). As a result, the main cooling air LS has the same flow rate as the flow rate flowing into the main duct 110 and the discharge flow rate, or the discharge flow rate becomes slower.

  On the other hand, in the sub duct 150, the opening area S4 of the sub discharge opening 154 is smaller than the opening area S3 of the sub inflow opening 152 (S3> S4). As a result, the sub-cooling air LM is discharged at a higher flow rate than the flow rate flowing into the sub duct 150.

  Further, the flow velocity of the main cooling air LS flowing into the main duct 110 and the sub cooling air LM flowing into the sub duct 150 are substantially the same. Therefore, the flow rate of the sub cooling air LM discharged from the sub duct 150 is faster than the flow rate of the main cooling air LS. Therefore, the sub-cooling air LM having a flow velocity faster than that of the main cooling air LS trying to flow along the rectifying plate 120 of the main duct 110 merges.

  As shown in FIG. 5, in the present embodiment, the sub cooling air LM joins the portion G where the inclination angle α with respect to the vehicle longitudinal direction (horizontal) in the tangential direction of the curved rectifying plate 120 exceeds 20 °. Is configured to do.

  In addition, an inclination angle β with respect to the vehicle longitudinal direction (horizontal) in the tangential direction of the rear end portion of the inclined surface 160 that constitutes the bottom surface of the sub duct 150 is that of the portion G where the sub cooling air LM in the rectifying plate 120 of the main duct 110 merges. It is set larger than the inclination angle α (20 ° in this embodiment) with respect to the vehicle longitudinal direction.

  As described above, the upper duct 100U arranged on the upper side of the bumper reinforcement 50 shown in FIGS. 2 and 3 is arranged with the lower duct 100L upside down. Therefore, the rectifying plate 120U of the main duct 110U of the upper duct 100U constitutes the bottom surface, and the inclined surface 160U of the sub duct 150U constitutes the top surface.

  Further, as shown in FIG. 2, the tangent line RL of the vehicle rear side end portion of the rectifying plate 120L of the main duct 110L of the lower duct 100L, and the tangent line RU of the vehicle rear side end portion of the rectifying plate 120U of the main duct 110U of the upper duct 100U. A position (point) where, intersect is defined as a position Q. And in this embodiment, this position Q is comprised so that it may be located on front 60A which comprises the vehicle front side surface of the radiator 60, or vehicle rear side rather than this front 60A.

<Action and effect>
Next, functions and effects of the present embodiment will be described.

  The cooling air introduced from the lower grill 70 on the front surface of the vehicle 10 is guided to the radiator 60 by the lower duct 100L, and the cooling air introduced from the upper grill 80 is guided to the radiator 60 by the upper duct 100U. Then, when the cooling air guided by the lower grill 70 and the upper grill 80 passes through the radiator 60, heat exchange is performed with the cooling water flowing through the radiator 60, thereby cooling the cooling water.

  Here, the flow of cooling air in the lower duct 800L and the upper duct 800U as a comparative example to which the present invention shown in FIG. 6A is not applied will be described. Note that the lower duct 800U and the upper duct 800L as comparative examples are substantially the same as the configuration without the sub duct 150 in the configuration of the lower duct 100L and the upper duct 100U of the present embodiment, that is, the configuration having only the main duct 100. is there.

  The main cooling air LS tends to flow along the rectifying plates 120L and 120U of the lower duct 800L and the upper duct 800U (which are members having the same structure as the rectifying plates 120L and 120U of the present embodiment). However, when the inclination angle of the rectifying plate 120 exceeds approximately 20 ° (part G), the main cooling air LS is separated from the rectifying plate 120, and the separated main cooling air LS winds the vortex LW.

  As described above, when the main cooling air LS is separated from the rectifying plate 120U and the peeled main cooling air LS is wound around the vortex LW, there is a region (dead water region) W where the cooling air does not hit or does not sufficiently hit the radiator 60. appear.

  Further, when the vortex LW is generated on the vehicle rear side of the bumper reinforcement 50, the air pressure on the vehicle rear side of the bumper reinforcement 50 is lower than the air pressure in other regions, and the ventilation resistance of the cooling air passing through the radiator 60 is increased. .

  As described above, the main cooling air LS is separated from the rectifying plate 120, and the separated main cooling air LS winds the vortex LW, whereby the cooling efficiency of the radiator 60 is lowered.

  On the other hand, as shown in FIG. 6B, in the lower duct 100L and the upper duct 100U of the present embodiment, the sub-duct is supplied to the main cooling air (main flow) LS that flows along the rectifying plate 120 of the main duct 110. A sub-cooling air (sub-flow) LM having a flow rate faster than that of the main cooling air LS is joined from 150. Then, the main cooling air LS is pressed against the current plate 120 by the sub cooling air LM, and the main cooling air LS is prevented or suppressed from being separated from the current plate 120.

  In addition, since the sub cooling air LM joins the portion G where the inclination angle α at which the main cooling air LS is to be separated from the rectifying plate 120 exceeds 20 °, the main cooling air LS is effectively separated from the rectifying plate 120. Is prevented or suppressed.

  Further, the inclination angle β of the rear end portion of the vehicle on the inclined surface 160 of the sub duct 150 is set to be larger than the inclination angle α of the portion G where the sub cooling air LM joins the rectifying plate 120 of the main duct 110. The main cooling air LS is effectively pressed down by the rectifying plate 120 by the cooling air LM. As a result, the main cooling air LS is more effectively prevented or suppressed from peeling from the rectifying plate 120.

  Thus, since the main cooling air LS is prevented or suppressed by the sub cooling air LM discharged from the sub duct 120, the configuration without the sub duct 120 (FIG. 6A) and In comparison, the occurrence of a region (dead water region) W (see FIG. 6A) where the cooling air does not hit or does not sufficiently hit the radiator 60 is prevented or reduced.

  Moreover, since the fall of the atmospheric pressure due to the generation of the vortex LW (see FIG. 6A) on the rear side of the bumper reinforcement 50 is suppressed, it is compared with the configuration without the sub duct 120 (FIG. 6A). The ventilation resistance of the cooling air passing through the radiator 60 is reduced.

  Therefore, the cooling efficiency of the radiator 60 is improved as compared with the configuration without the sub duct 120.

  Further, since the cooling efficiency of the radiator 60 is improved, even if the opening area of the lower grill and the upper grill is narrowed or the lower duct and the upper duct itself are reduced in size, the sub duct 120 is not provided (a configuration in which the present invention is not applied). The cooling efficiency equivalent to that of the vehicle cooling duct (for example, the lower duct 800U and the upper duct 800L in FIG. 6A) can be obtained. Therefore, it is possible to reduce the opening area of the lower grill and the upper grill or to reduce the size of the lower duct and the upper duct itself. Therefore, for example, the degree of freedom in design design is improved. Alternatively, for example, the air resistance value of the vehicle 10 can be reduced.

  Here, in the hydrodynamics, the angle at which the airflow is separated from the current plate and the vortex is generated is set to 20 ° to 25 °. Therefore, in the present embodiment, the inclination angle α at which the main cooling air LS is to be separated from the rectifying plate 120 is set to 20 °, and the sub-cooling air LM joins the portion G where the inclination angle α exceeds 20 °. did.

  However, the part G where the sub cooling air LM merges is not limited to this. Since the inclination angle and the part to be peeled off from the rectifying plate 120 are different depending on various design conditions (for example, the uneven state of the surface of the rectifying plate 120 and the flow velocity of the main cooling air LS), Should be set.

  Furthermore, the structure which sub cooling air LM merges besides the site | part from which the main cooling air LS peels from the baffle plate 120 may be sufficient. In addition, even if it is the structure where the subcooling air LM joins other than the site | part from which the main cooling air LS peels from the baffle plate 120, peeling can be suppressed rather than the structure where the subcooling air LM does not join.

  In the present embodiment, the rectifying plate 120 is a curved surface whose inclination angle increases toward the vehicle rear side. However, it may be a flat surface (a constant inclination angle) instead of a curved surface. In other words, regardless of the configuration of the rectifying plate 120, the main cooling air LS may be peeled off or the main cooling air LS may hardly flow along the rectifying plate 120 depending on the inclination angle α or other conditions. Therefore, it is effective to join the sub cooling air LM having a high flow velocity so that the main cooling air LS flows along the rectifying plate 120.

  In the present embodiment, the inclined surface 160 is a curved surface whose inclination angle increases toward the vehicle rear side. However, it may be a flat surface (a constant inclination angle) instead of a curved surface.

  In the present embodiment, the main cooling air LS is configured such that the flow rate flowing into the main duct 110 is the same as the discharge flow rate, or the discharge flow rate is slower, and the sub-duct 120 has an opening area of the sub-inflow opening 122. By making the opening area S4 of the sub-discharge opening 124 smaller than S3, the sub-cooling air LM having a faster flow rate than the main cooling air LS trying to flow along the rectifying plate 120 of the main duct 110 is obtained. It was made to occur.

  Here, the opening area S3 of the auxiliary inlet opening 152 and the opening area S4 of the auxiliary outlet opening 154 are larger than the ratio S1 / S2 of the opening area S1 of the main inlet opening 122 and the opening area S2 of the main outlet opening 124. By setting the ratio S3 / S4 to be larger, the flow velocity of the sub cooling air LM discharged from the sub duct 150 is made faster than the flow velocity of the main cooling air LS flowing along the rectifying plate 120. (For the opening areas S1, S2, S3 and S4, see FIG. 5). However, this is not necessarily the case when the air resistance varies depending on the curvature or surface resistance (unevenness) of each channel.

<Others>
The present invention is not limited to the above embodiment.

  For example, in the above embodiment, the lower duct 100L and the upper duct 100U are configured such that the sub duct 120 is integrally formed outside the main duct 110 in the vehicle width direction, and the main inflow opening 122 and the sub inflow opening 152 are connected. However, it is not limited to this.

  For example, like the vehicle cooling duct 200 of the modification shown in FIG. 7, the main inflow opening 112 of the main duct 100 and the sub inflow opening 152 of the sub duct 250 are not connected and may be separated from each other. .

  Further, for example, in the above-described embodiment, the opening area S4 of the sub-discharge opening 154 is smaller than the opening area S3 of the sub-inflow opening 152 of the sub-duct 150, so that it flows along the current plate of the main duct. However, the present invention is not limited to this. You may make it faster than the flow velocity of the main cooling air which is going to flow along the baffle plate of a main duct by another method.

  For example, the sub cooling air LM may be made faster than the flow rate of the main cooling air LS with a compressor, a fan, or the like. When the sub cooling air LM is made faster than the flow velocity of the main cooling air LS using a compressor, a fan, or the like, the sub cooling air LM may be taken in from a portion other than the opening opening in the front of the vehicle such as the lower grill or the upper grill. .

  Further, for example, in the above-described embodiment, the lower duct 100L and the upper duct 100U are vertically symmetrical, that is, a structure in which the lower duct 100L is disposed upside down, but is not limited thereto. Each of the lower duct and the upper duct may have a separate structure. Furthermore, the present invention may be applied to at least one of the lower duct and the upper duct. Alternatively, only one of the lower duct and the upper duct may be provided.

  The present invention is not limited to the above embodiment. Needless to say, various embodiments can be implemented without departing from the scope of the present invention.

10 vehicles 50 bumper reinforcement (reinforce)
60 radiator (heat exchanger)
70 Lower grille (opening)
80 Upper grill (opening)
100L lower duct (vehicle cooling duct)
100U upper duct (cooling duct for vehicles)
110 Main duct (main duct)
120 Current plate 150 Sub-duct (Sub-duct)
152 Inflow opening 154 Outlet opening 160 Inclined surface 200 Cooling duct for vehicle 250 Sub duct (sub duct)
LS Main cooling air LM Sub cooling air
α Inclination angle
β tilt angle

Claims (7)

A main cooling air that is provided between the opening that opens at the front of the vehicle and the heat exchanger that is provided on the vehicle rear side of the opening and that guides the main cooling air introduced from the opening to the heat exchanger. Ducts,
A rectifying plate that constitutes the upper surface of the main duct, is inclined toward the vehicle upper side toward the vehicle rear side, and rectifies the main cooling air introduced into the main duct;
A sub-cooling air having a flow velocity faster than the main cooling air is discharged toward the rear of the vehicle, and the sub-cooling air joins the main cooling air to flow along the rectifying plate of the main duct. Ducts,
A vehicle cooling duct comprising: A main cooling air that is provided between the opening that opens at the front of the vehicle and the heat exchanger that is provided on the vehicle rear side of the opening and that guides the main cooling air introduced from the opening to the heat exchanger. Ducts,
A bottom plate of the main duct, inclined toward the vehicle lower side toward the vehicle rear side, and a rectifying plate for rectifying the main cooling air introduced into the main duct;
A sub-cooling air having a flow velocity faster than the main cooling air is discharged toward the rear of the vehicle, and the sub-cooling air joins the main cooling air to flow along the rectifying plate of the main duct. Ducts,
A vehicle cooling duct comprising:   The vehicular cooling duct according to claim 1, wherein the sub-cooling air is configured such that the sub-cooling air merges at or near a position where the main cooling air is to be separated from the rectifying plate. . The sub duct is provided between the opening and the heat exchanger, and is configured such that the sub cooling air is introduced from the opening.
The area of the inflow opening on the vehicle front side of the sub duct is configured to be larger than the area of the discharge opening on the vehicle rear side for discharging the sub cooling air. The cooling duct for vehicles as described in. The sub duct is provided between the opening and the heat exchanger, and is configured such that the sub cooling air is introduced from the opening.
Furthermore, the inner wall surface of the sub duct opposite to the current plate is an inclined surface inclined toward the current plate toward the vehicle rear side,
The inclination angle of the rear end portion of the sub duct on the inclined surface of the sub duct with respect to the vehicle front-rear direction is set to be larger than the inclination angle of the portion of the main duct where the sub cooling air flows in the rectifying plate with respect to the vehicle front-rear direction. The cooling duct for vehicles according to any one of claims 1 to 4. Reinforce provided at the front of the vehicle with the vehicle width direction as the longitudinal direction;
An opening that opens to the lower side of the reinforcement at the front of the vehicle;
A heat exchanger provided on the vehicle rear side of the reinforcement;
The vehicle cooling duct according to claim 1, wherein the main duct is provided between the opening and the heat exchanger.
A vehicle front structure comprising: Reinforce provided at the front of the vehicle with the vehicle width direction as the longitudinal direction;
An opening opening on the upper side of the reinforcement at the front of the vehicle;
A heat exchanger provided on the vehicle rear side of the reinforcement;
The vehicle cooling duct according to claim 2, wherein the main duct is provided between the opening and the heat exchanger.
A vehicle front structure comprising:

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