JP2014113976A - Cooling air introduction structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cooling air introduction structure enabling improvement of cooling performance.SOLUTION: A cooling unit 40 is disposed on the vehicle rear side relative to a power unit 12 in a lower part within a power unit chamber 14, and a fan 42 is disposed on the vehicle rear side of the cooling unit 40. The fan 42 has a rotating shaft 42A set in the vehicle longitudinal direction, and is rotated to guide air on the vehicle front side to the cooling unit 40 as cooling air. The rotating shaft 42A of the fan 42 is rotated by a driving motor 74. A motor shaft 74B of the driving motor 74 is connected to the rotating shaft 42A of the fan 42 via a first clutch 76, and is disposed in a floor tunnel 26, separating from the fan 42 on the vehicle rear side. The driving motor 74 serves as both of a driving source of the fan 42 and a driving source of a compressor 80 of a vehicle air conditioner 60.

Description

  The present invention relates to a cooling air introduction structure.

  In the engine room (power unit room), there is a structure in which a power unit is disposed and a heat exchanging part (cooled body) is disposed on the vehicle rear side below the power unit (see, for example, Patent Document 1). In such a structure, a fan is disposed adjacent to the vehicle rear side of the heat exchange unit, and a motor for driving the fan is mounted at the center of the fan.

International Publication No. 2010/097890 Pamphlet

  However, in this structure, since the motor for driving the fan becomes a resistance when the cooling air is introduced, there is room for improvement in terms of cooling performance.

  In view of the above fact, an object of the present invention is to obtain a cooling air introduction structure capable of improving the cooling performance.

  The cooling air introduction structure of the present invention described in claim 1 is arranged in a power unit room provided in a front part of the vehicle, and generates a driving force for the vehicle to travel, and the power unit at a lower part in the power unit room. The cooling target is disposed on the vehicle rear side and is cooled by heat exchange with the air, the cooling target is disposed on the vehicle rear side of the cooling target, the rotation axis is set along the vehicle front-rear direction, and is driven to rotate. Thus, a fan that guides air on the front side of the vehicle to the body to be cooled as cooling air, and a fan shaft that is spaced apart from the rear side of the vehicle with respect to the fan and disposed in the floor tunnel. And a drive motor that is connected and operates to rotationally drive the rotation shaft of the fan.

  According to the cooling air introduction structure of the present invention described in claim 1, the body to be cooled is disposed on the vehicle rear side with respect to the power unit in the lower part in the power unit chamber, and the fan is disposed on the vehicle rear side of the body to be cooled. Has been. The fan has a rotating shaft set along the vehicle front-rear direction and is driven to rotate to guide the air on the vehicle front side to the body to be cooled as cooling air. And a to-be-cooled body is cooled by heat exchange with air.

  Here, the drive motor that operates and rotationally drives the rotating shaft of the fan is connected to the rotating shaft of the fan, and is disposed in the floor tunnel so as to be separated from the fan on the rear side of the vehicle. For this reason, since the ventilation resistance in the center part of a fan is reduced compared with the structure where the motor is mounted in the center part of a fan, cooling performance improves.

  A cooling air introduction structure according to a second aspect of the present invention is the structure according to the first aspect, wherein a compressor in a vehicle air conditioner is disposed in the floor tunnel on the vehicle rear side with respect to the drive motor. The drive motor also functions as a drive source that operates to rotationally drive the rotation shaft of the compressor.

  According to the cooling air introduction structure of the present invention described in claim 2, since the drive motor serves as both the fan drive source and the compressor drive source in the vehicle air conditioner, the number of motors mounted on the vehicle can be reduced. . Further, it is possible to lengthen the crash stroke at the time of a frontal collision of the vehicle, as compared with the case where the compressor in the vehicle air conditioner is disposed in the power unit room.

  According to a third aspect of the present invention, there is provided the cooling air introduction structure according to the second aspect, wherein the compressor is disposed at a close position on the vehicle rear side with respect to the drive motor.

  According to the cooling air introduction structure of the present invention described in claim 3, since the compressor is disposed at the closest position on the vehicle rear side with respect to the drive motor, the distance between the compressor and the air conditioner main body is shortened. Is possible. For this reason, the length of piping for an air conditioner can also be suppressed.

  A cooling air introduction structure according to a fourth aspect of the present invention is the structure according to the second or third aspect, wherein one end of the motor shaft of the drive motor is connected to the rotation shaft of the fan via a first clutch. In addition, the other end of the motor shaft of the drive motor is connected to the rotation shaft of the compressor via a second clutch.

  According to the cooling air introduction structure of the present invention described in claim 4, the drive motor serves as both the fan drive source and the compressor drive source in the vehicle air conditioner. It is also possible to drive and stop the rotation as required. For this reason, the unnecessary drive of a fan and a compressor is suppressed.

  As described above, the cooling air introduction structure according to claim 1 of the present invention has an excellent effect that the cooling performance can be improved.

  According to the cooling air introduction structure of the second aspect, the number of motors can be reduced, and the crash stroke at the time of a frontal collision of the vehicle can be increased.

  According to the cooling air introduction structure of the third aspect, there is an excellent effect that the length of the pipe connecting the air conditioner main body and the compressor can be suppressed.

  According to the cooling air introduction structure of the fourth aspect, there is an excellent effect that unnecessary driving of the fan and the compressor can be suppressed.

1 is a perspective view showing a front portion of a vehicle to which a cooling air introduction structure according to an embodiment of the present invention is applied, in an external view. It is an expanded sectional view along line 2-2 in FIG. FIG. 3 is an enlarged cross-sectional view taken along line 3-3 in FIG. 2. FIG. 4 is an enlarged cross-sectional view taken along line 4-4 of FIG. It is a graph which shows the GS characteristic at the time of applying the cooling wind introduction structure which concerns on one Embodiment of this invention with the GS characteristic at the time of applying a contrast structure.

  A cooling air introduction structure 10 according to an embodiment of the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow W indicates the vehicle width direction.

  In FIG. 1, a front portion of an automobile (vehicle) A is shown in an external perspective view. FIG. 2 is an enlarged cross-sectional view taken along line 2-2 in FIG.

(Schematic configuration of power unit room and power unit)
As shown in FIG. 2, a power unit chamber (an element that can be grasped as an “engine compartment” in the case of the present embodiment) 14 is disposed in the front portion of the automobile A, and the inside of the power unit chamber 14. The power unit 12 is arranged in the. The power unit 12 generates driving force for the automobile A to travel. In this embodiment, the power unit 12 includes an engine that is an internal combustion engine and an electric motor as driving sources for driving the front wheel Wf. It consists of Therefore, the automobile A is a hybrid automobile having two drive sources. In the figure, the power unit 12 is shown in a simplified manner.

  The output shaft of the power unit 12 is a drive shaft (not shown) extending in the vehicle width direction, and this drive shaft is connected to the front wheel Wf so as to transmit a driving force. Further, the front wheel Wf is connected to the steering gear 18 and can be steered by steering a steering wheel (not shown).

  The power unit 12 includes a horizontal engine having a crankshaft along the vehicle width direction, and a transaxle connected to the engine so as to be able to transmit power. The transaxle includes an electric motor, a generator (not shown), a power split mechanism, a transmission such as a continuously variable transmission, and the like. In this embodiment, the transaxle includes, for example, an electric motor, a generator, and an inverter electrically connected to a battery. Therefore, the power unit according to this embodiment can also be regarded as a power plant. An oil pan 16 is provided on the vehicle lower side of the power unit 12.

  As described above, the power unit chamber 14 in which the power unit 12 configured to include the engine which is an internal combustion engine is disposed can be regarded as a so-called engine room, and the upper side can be opened and closed by the hood 30 (see FIGS. 1 and 2). It is said that. An exhaust pipe 20 is connected to the engine of the power unit 12 via an exhaust manifold 20A (which may include a catalytic converter). The exhaust pipe 20 is routed along a rocker (not shown, also referred to as “side sill”) arranged on the side portion in the width direction of the vehicle and reaches the vehicle rear side.

  The rear end portion of the power unit chamber 14 is separated from the vehicle compartment C by a dash panel (vehicle body front wall) 22. The lower end portion of the dash panel 22 is joined to the front end portion of the floor panel 24. A floor tunnel 26 having an inverted U-shape that opens downward in a front sectional view is formed in the center of the floor panel 24 in the vehicle width direction. The lower end of the cowl 28 is joined to the upper end of the dash panel 22.

(Schematic configuration of vehicle air conditioner)
An instrument panel 58 is disposed on the vehicle rear side of the dash panel 22. An air conditioning case 62 is disposed between the dash panel 22 and the instrument panel 58. The air conditioning case 62 constitutes a part of an air conditioning unit 60 </ b> A that is a unit constituting the vehicle air conditioner 60.

  The air conditioning case 62 is connected to an outside air introduction duct 64 and an inside air introduction duct (not shown), and is provided with a switching door (not shown) that opens and closes the outside air introduction duct 64 and the inside air introduction duct, respectively. In addition, the air conditioning case 62 is provided with blowing passage portions 66A and 66B for blowing the air for air conditioning in the air conditioning chamber 62A inside the air conditioning case 62 to a predetermined area of the passenger compartment C, and the blowing passage portions 66A and 66B. A switching door (not shown) is provided for opening and closing the opening.

  In the air conditioning chamber 62A of the air conditioning case 62, an air conditioning blower 68, an evaporator 70 that is a heat exchanger, and a heater core 72 are arranged. In addition, the air-conditioning blower 68, the evaporator 70, and the heater core 72 in the figure are illustrated in a block form. The air conditioner blower 68 is a blower that, when activated, sucks air (outside air, etc.) from the outside air introduction duct 64 and the like into the air conditioning chamber 62A, and sends the sucked air toward the evaporator 70 side.

  The evaporator 70 functions as an evaporator, and will be described later with a compressor 80 (see lower right in the figure, compressor), a condenser 40C (see lower center in the figure, condenser), and an expansion valve (expansion valve) (not shown). ) Is provided in communication with the refrigerant circuit. The evaporator 70 is configured to perform a refrigeration cycle by circulating a refrigerant together with the compressor 80, the condenser 40C, and the expansion valve.

  In this refrigeration cycle, the refrigerant compressed by the compressor 80 is liquefied by being cooled by the condenser 40C, and the liquefied refrigerant is vaporized by the evaporator 70, thereby cooling and dehumidifying the air passing through the evaporator 70. Done. At this time, the expansion valve provided between the condenser 40 </ b> C and the evaporator 70 is made into a mist by rapidly depressurizing the refrigerant, and the vaporization efficiency of the refrigerant in the evaporator 70 is improved.

  That is, the evaporator 70 exchanges heat between the low-temperature and low-pressure liquid (mist-like) refrigerant sent from the expansion valve (not shown) and the air passing through the air-conditioning chamber 62A to heat from the air. Take away (cool). In addition, the evaporator 70 is configured to send the refrigerant to the compressor 80 in a low temperature / low pressure gas.

  On the other hand, the heater core 72 exchanges heat between the coolant (heat medium) circulating between the power unit 12 and the engine and the air-conditioning air flowing in the air-conditioning chamber 62A. An electric heater or the like may be used for the heater core 72.

  In the air conditioning chamber 62A of the air conditioning case 62, a plurality of air mix doors (not shown) are rotatably provided on the opposite side of the evaporator 70 from the air conditioning blower 68 side. The air mix door is configured to control the amount of air passing through the heater core 72 and the amount of air bypassing the heater core 72 by changing the opening degree. With such control, a predetermined temperature (target blowing temperature) is controlled. Conditioned air is generated.

(Configuration of cooling air introduction structure)
On the other hand, a front bumper cover 34 and a grill 38 are disposed at the front end portion of the power unit chamber 14 on the vehicle front side of the dash panel 22. The front bumper cover 34 constitutes a part of the front bumper 32, and as shown in FIG. 1, the front bumper cover 34 is disposed with the vehicle width direction as a longitudinal direction, and in the vehicle plan view, the center portion is closer to the vehicle front side than both ends. The bulging curved shape is formed, and both end portions are bent toward the vehicle rear side. As shown in FIG. 2, the front bumper cover 34 has an air inlet (first inlet) 34 </ b> A for taking air into the power unit chamber 14. The air intake 34A is formed in the lower part of the front end of the power unit chamber 14 and is opened forward of the vehicle.

  A front bumper reinforcement 36 is disposed on the vehicle rear side of the front bumper cover 34 at a position separated by a predetermined distance. The front bumper reinforcement 36 constitutes a part of the front bumper 32 and has a longitudinal cross-sectional shape formed in a rectangular frame shape, and both longitudinal end portions thereof are front end portions of a pair of left and right front side members (not shown). Is bound to.

  The above-described grille 38 is disposed above the middle portion in the vehicle width direction of the front bumper cover 34. Note that a pair of left and right headlamps 39 (see FIG. 1) are disposed above the both sides of the front bumper cover 34 in the vehicle width direction and outside the grille 38 in the vehicle width direction. The grill 38 is disposed between the front end portion of the closed hood 30 and the upper end portion of the front bumper cover 34, and an air intake port (second inlet port) 38 </ b> A for taking air into the power unit chamber 14 is formed. ing. The air intake port 38A is formed at the upper part of the front end of the power unit chamber 14 and is opened toward the front of the vehicle.

  Further, in the automobile A to which the cooling air introduction structure 10 is applied, the cooling unit 40 (“air cooling” as a body to be cooled so as to block most of the opening end 26A on the front side of the floor tunnel 26 (a portion excluding the upper end side). It is an element that can be grasped as a “type heat exchanger”. Therefore, in this embodiment, the cooling unit 40 is disposed on the vehicle rear side with respect to the power unit 12 in the lower part in the power unit chamber 14. The cooling unit 40 is cooled by heat exchange with air, and includes a radiator 40R and a condenser 40C. The radiator 40R and the capacitor 40C are disposed adjacent to each other in the vehicle front-rear direction. In the present embodiment, the capacitor 40C is disposed on the vehicle front side of the radiator 40R.

  The radiator 40 </ b> R is a heat exchanger that cools the power unit 12 by circulating cooling water as a refrigerant between the water-cooled power unit 12 (an engine or an electric motor thereof). The condenser 40C is an air-cooled heat exchanger that constitutes the refrigeration cycle of the vehicle air conditioner 60 described above. In this embodiment, the cooling unit 40 includes both the radiator 40R and the condenser 40C. However, the object to be cooled may include only one of them.

  The power unit chamber 14 is formed with a first passage 46 that guides air (cooling air) to the cooling unit 40 from the air inlet 34A formed at the lower front end of the power unit chamber 14 through the vehicle lower side of the power unit 12. . The upper wall portion of the first passage 46 is constituted by the oil pan 16, the lower surface portion of the power unit 12, and an upper wall portion 50A of the shroud 50 described later. A lower wall portion of the first passage 46 is constituted by an under cover 48.

  The under cover 48 covers the power unit chamber 14 from below in the vehicle vertical direction. A shroud 50 is provided at the rear portion of the first passage 46 in the vehicle front-rear direction. The shroud 50 has a substantially inverted U-shape that opens downward when viewed from the front of the vehicle, and the rear end of the vehicle front-rear direction is attached to the upper and side portions of the outer peripheral edge of the capacitor 40C. And the rear portion of the first passage 46 in the longitudinal direction of the vehicle is formed.

  On the vehicle lower side of the shroud 50, the under cover 48 is formed with an air intake (third inlet) 48 </ b> A through which the traveling wind flowing between the road surface R and the cooling unit 40 is guided. The air intake 48A is opened toward the road surface R, and is set on the rear side between the left and right front wheels Wf. An inclined wall portion 48B is formed as a part of the under cover 48 from the end portion of the air intake port 48A toward the vehicle upper side from the vehicle front side edge portion. Further, a flap 49 projecting downward from the vehicle is provided at an edge of the air intake port 48A on the vehicle rear side.

  As described above, the cooling unit 40 includes the first air flow Fr1 passing through the first passage 46 from the air intake 34A and the rear portion of the first passage 46 passing through the air intake 48A as the automobile A travels. A lower air flow Fr0 flowing into the space is guided.

  On the other hand, the adjacent space adjacent to the vehicle rear side of the cooling unit 40 communicates with the rear upper space inside the power unit chamber 14. As a result, the cooling air introduction structure 10 has the vehicle of the cooling unit 40 from the air intake 38 </ b> A formed at the upper front end of the power unit chamber 14 through the vehicle upper side of the first passage 46 and the vehicle upper side of the cooling unit 40. A second passage 52 that guides air to the rear side is formed. The second passage 52 is directed to the arrow Fr2 (second air flow passing through the second passage 52) in FIG. 2 by the hood 30, the cowl 28, the dash panel 22, the floor tunnel 26, the fan shroud 44 described later, and the like. Thus, a wall portion on the vehicle upper side or the vehicle rear side is configured. Further, in the second passage 52, a wall portion on the vehicle lower side is constituted by the upper surface portion of the power unit 12, the upper wall portion of the shroud 50, and the upper surface portion of the mounted component in the power unit chamber 14 that is not shown in detail. .

  Further, a fan 42 (also referred to as “cooling fan”, which is an element grasped as “blower” in a broad sense) is disposed on the vehicle rear side with respect to the cooling unit 40. The fan 42 has a rotating shaft 42A set along the vehicle front-rear direction. Further, as shown in FIG. 4 which is an enlarged cross-sectional view taken along line 4-4 of FIG. 2, the fan 42 includes a plurality of blades 42B provided radially around the rotation shaft 42A. The fan 42 shown in FIG. 2 is driven to rotate to guide the air on the vehicle front side to the cooling unit 40 as cooling air. That is, the fan 42 generates an air flow (cooling air) that passes through the cooling unit 40 by its operation. Then, the cooling air that exchanges heat with the refrigerant passes through the cooling unit 40 by the operation of the fan 42 from the vehicle front side toward the vehicle rear side.

  The outer peripheral side of the fan 42 is covered with a fan shroud 44. The opening on the front end side of the fan shroud 44 is disposed adjacent to the cooling unit 40 on the vehicle rear side. The opening on the front end side of the fan shroud 44 is disposed opposite to the opening on the rear end side of the shroud 50. In addition, a notch 44 </ b> A is formed at the front end side of the upper end portion of the fan shroud 44 at the center in the vehicle width direction so as to form a gap with the upper end portion of the cooling unit 40. In other words, the notch 44A and the upper end of the cooling unit 40 form a communication hole 45, and the communication hole 45 allows the space between the cooling unit 40 and the fan 42 and the rear side of the power unit 12 to the vehicle. The space on the side is in communication.

  In this embodiment, the fan shroud 44 and the shroud 50 are separated from each other. However, the fan shroud 44 and the shroud 50 are integrated with each other, and the cooling unit 40 and the fan 42 are formed on the upper wall portion thereof. The structure by which the through-hole was formed in the upper side between may be sufficient.

  A drive motor 74 is provided at a position separated from the fan 42 on the vehicle rear side. The drive motor 74 is disposed in the floor tunnel 26, and a motor shaft 74B whose axial direction is the vehicle front-rear direction projects from the motor main body 74A to the vehicle front side and the vehicle rear side. The front end (one end) of the motor shaft 74 </ b> B of the drive motor 74 is connected to the rotating shaft 42 </ b> A of the fan 42 via the first clutch 76. The first clutch 76 is an electromagnetic clutch. In a state where the first clutch 76 is connected, the drive motor 74 is driven to rotate the rotating shaft 42A of the fan 42. In the state where the first clutch 76 is disconnected, the rotational force of the drive motor 74 is not transmitted to the rotation shaft 42 </ b> A of the fan 42.

  Further, in the floor tunnel 26, a compressor 80 (which is an element grasped as “auxiliary component” in a broad sense) in the vehicle air conditioner 60 is disposed at a position close to the rear side of the vehicle with respect to the drive motor 74. Has been. The compressor 80 is a compressor that constitutes the refrigeration cycle of the vehicle air conditioner 60 described above, and is connected to the capacitor 40C described above by a pipe 86A and is connected to the evaporator 70 described above by a pipe 86B.

  The compressor 80 is an electric compressor, and the drive motor 74 described above also serves as a drive source for rotationally driving the rotary shaft 80A of the compressor 80. Although not shown, the compressor 80 and the drive motor 74 are accommodated in one casing. The rear end (the other end) of the motor shaft 74 </ b> B of the drive motor 74 is connected to the rotary shaft 80 </ b> A of the compressor 80 via the second clutch 78. The second clutch 78 is an electromagnetic clutch. When the second clutch 78 is connected, the rotational force of the drive motor 74 is transmitted to the rotary shaft 80A of the compressor 80, and when the second clutch 78 is disconnected, the rotational force of the drive motor 74 is the rotation of the compressor 80. It is not transmitted to the shaft 80A.

  The drive motor 74 and the compressor 80 are supported by a plate-like support member 82 on the vehicle lower side. FIG. 3 is an enlarged cross-sectional view taken along line 3-3 in FIG. As shown in FIG. 3, the support member 82 has a central portion in the vehicle width direction that is convexly convex toward the vehicle upper side, and both end portions in the vehicle width direction are fixed to the under reinforcement 84. The under reinforcement 84 is provided in a pair of left and right and extends in the vehicle front-rear direction, and has a hat shape in which a cross-sectional shape in a direction orthogonal to the longitudinal direction is open on the vehicle upper side. The flange portion of the under reinforcement 84 is coupled to the lower surface of the general portion 24 </ b> A of the floor panel 24 on the left and right sides of the floor tunnel 26, and a closed cross-sectional structure is formed by the under reinforcement 84 and the floor panel 24. Thus, the drive motor 74 and the compressor 80 shown in FIG. 2 are held inside the floor tunnel 26.

  The drive motor 74, the first clutch 76, and the second clutch 78 are electrically connected to the ECU 62 (elements understood as “control means” in a broad sense). The ECU 62 is connected to a water temperature meter 56 that detects the temperature of the cooling water for cooling the power unit 12 and a room temperature sensor 54 that detects the temperature of the air in the passenger compartment.

  The ECU 62 activates the drive motor 74 in at least one of the cases where the fan 42 needs to be driven and the compressor 80 in the vehicle air conditioner 60 needs to be driven, and otherwise the drive motor 74 is turned on. Stop. The case where the fan 42 needs to be driven is specifically a case where the water temperature of the water temperature gauge 56 exceeds a predetermined threshold value (a case where a high load is applied to the power unit 12). The case where the compressor 80 in the vehicle air conditioner 60 needs to be driven is specifically the case where the evaporator 70 in the vehicle air conditioner 60 needs to cool the air conditioning air in the air conditioning chamber 62A. Whether or not the air-conditioning air needs to be cooled is determined based on the temperature detected by the room temperature sensor 54 and the target set temperature.

  Further, the ECU 62 puts the first clutch 76 in a connected state when the fan 42 needs to be driven, and puts the first clutch 76 in a disconnected state otherwise. Further, the ECU 62 puts the second clutch 78 in a connected state when the compressor 80 in the vehicle air conditioner 60 needs to be driven, and puts the second clutch 78 in a disconnected state otherwise.

(Operation and effect of the embodiment)
Next, the operation and effect of the above embodiment will be described.

  In the automobile A to which the cooling air introduction structure 10 having the above configuration is applied, the ECU 62 disengages the first clutch 76 when the coolant temperature detected by the water temperature gauge 56 does not exceed a predetermined threshold value. When such a power unit 12 is operated in a low load state, external air is introduced into the power unit chamber 14 through the air intakes 34A, 48A, and 38A by the traveling wind accompanying the traveling of the automobile A. And the cooling unit 40 arrange | positioned by the vehicle rear side with respect to the power unit 12 in the lower part in the power unit chamber 14 is cooled by heat exchange with the external air introduced by driving | running | working wind.

  Further, the ECU 62 operates (rotates) the fan 42 by operating the drive motor 74 and connecting the first clutch 76 when the coolant temperature detected by the water temperature gauge 56 exceeds a predetermined threshold. Drive). Then, the air on the front side of the vehicle is guided to the cooling unit 40 as cooling air by the pressure difference between the front and rear of the fan 42 disposed on the rear side of the vehicle with respect to the cooling unit 40. Specifically, the lower air flow Fr0 flowing in from the air intake port 48A, the first air flow Fr1 flowing in from the air intake port 34A and passing through the first passage 46, and the second passage flowing in from the air intake port 38A. A second air stream Fr2 passing through 52 is generated (or increased in flow rate). For this reason, even when the traveling speed of the automobile A is low or when it is stopped, a sufficient amount of cooling air is secured. Thereby, the hot air in the second passage 52 of the power unit chamber 14 is effectively discharged, and the cooling unit 40 is effectively cooled by the lower air flow Fr0 and the first air flow Fr1.

  Here, the drive motor 74 that rotationally drives the rotating shaft 42A of the fan 42 by operation is connected to the rotating shaft 42A of the fan 42 and the motor shaft 74B is separated from the fan 42 toward the rear side of the vehicle, and is in the floor tunnel 26. Are arranged. For this reason, as shown in FIG. 4 which is an enlarged cross-sectional view taken along line 4-4 in FIG. In the embodiment, the ventilation resistance at the center of the fan 42 is reduced. Therefore, the cooling performance is improved. The air that has passed through the fan 42 shown in FIG. 2 flows below the floor panel 24 (under the floor).

  In the present embodiment, since the drive motor 74 serves as the drive source for the fan 42 and the drive source for the compressor 80 in the vehicle air conditioner 60, the number of motors mounted in the automobile A can be reduced and the cost can be reduced accordingly. It becomes possible.

  Further, in the present embodiment, the crash at the time of a frontal collision of the vehicle is compared with the comparative structure in which the compressor 80 having high rigidity is disposed, for example, in the power unit chamber 14 on the front side of the power unit 12 (the position of the two-dot chain line X). It becomes possible to lengthen the stroke. The increase in the crash stroke in this case is approximately equal to the dimension L of the compressor in the vehicle longitudinal direction. As described above, in this embodiment, a sufficient crash stroke (in other words, high-speed collision) is ensured, so that the response at the restraining device is reduced and the extension of the front overhang is not required, thereby reducing weight and cost. Also contribute to.

  Here, the above operation will be supplementarily described with reference to FIG. FIG. 5 shows a GS diagram showing a relationship between acceleration and displacement (crash stroke amount) at the time of a frontal collision of the vehicle. The solid line shown in FIG. 5 represents the GS characteristic when the cooling air introduction structure 10 according to the present embodiment is applied, and the two-dot chain line represents the GS characteristic when the contrast structure is applied. Represents. As shown in the graph of FIG. 5, when the cooling air introduction structure 10 according to the present embodiment is applied, the crash stroke is increased and the acceleration peak is reduced as compared with the case where the contrast structure is applied. ing. In other words, when the cooling wind introduction structure 10 according to the present embodiment is applied, the energy absorption performance at the time of a frontal collision of the vehicle is improved.

  Further, in the present embodiment, as shown in FIG. 2, the compressor 80 in the vehicle air conditioner 60 is disposed at a close position on the vehicle rear side with respect to the drive motor 74. For this reason, since the distance between the compressor 80 and the air conditioning unit 60A can be shortened, the length of the pipe 86B connecting the evaporator 70 and the compressor 80 of the air conditioning unit 60A can also be suppressed.

  In the present embodiment, one end of the motor shaft 74 </ b> B of the drive motor 74 is connected to the rotating shaft 42 </ b> A of the fan 42 via the first clutch 76. The other end of the motor shaft 74 </ b> B of the drive motor 74 is connected to the rotary shaft 80 </ b> A of the compressor 80 via the second clutch 78. Therefore, although the drive motor 74 serves as both the drive source of the fan 42 and the drive source of the compressor 80 in the vehicle air conditioner 60, both the rotating shaft 42A of the fan 42 and the rotating shaft 80A of the compressor 80 are used as necessary. It can be rotated and stopped. For this reason, unnecessary driving of the fan 42 and the compressor 80 is suppressed.

  As described above, according to the cooling air introduction structure 10 according to the present embodiment, the cooling performance can be improved.

  In the present embodiment, as shown in FIG. 3, the pair of left and right under reinforcements 84 are connected by the support member 82 and the support member 82 supports the compressor 80 and the drive motor 74 (see FIG. 2). The vibration of the floor panel 24 can be suppressed. That is, the vibration isolating effect can be exhibited by the mass damper of the compressor 80 and the drive motor 74 shown in FIG.

(Supplementary explanation of the embodiment)
As a modification of the above embodiment, a configuration may be employed in which the drive motor (74) that is the drive source of the fan (42) does not serve as the drive source of the compressor (80) in the vehicle air conditioner (60).

  Further, as a modification of the above-described embodiment, a configuration in which the compressor (80) is arranged at a distance from the drive motor (74) on the vehicle rear side so as not to be a close range position can be adopted.

  As a modification of the above embodiment, one end of the motor shaft (74B) of the drive motor (74) may be coupled to the rotation shaft (42A) of the fan (42) without passing through the first clutch (76). . The other end of the motor shaft (74B) of the drive motor (74) may be coupled to the rotation shaft (80A) of the compressor (80) without passing through the second clutch (78).

  Furthermore, the “arranged at a close position” according to claim 3 is arranged so that the compressor 80 and the drive motor 74 are accommodated in one casing (not shown) as in the above embodiment. Means.

  In addition, the said embodiment and the above-mentioned some modification can be implemented combining suitably.

  Although an example of the present invention has been described above, the present invention is not limited to the above, and it is needless to say that various modifications can be made without departing from the spirit of the present invention. .

10 Cooling air introduction structure 12 Power unit 14 Power unit room 26 Floor tunnel 40 Cooling unit (cooled body)
42 Fan 42A Fan Rotating Shaft 60 Vehicle Air Conditioner 74 Drive Motor 74B Motor Shaft 76 First Clutch 78 Second Clutch 80 Compressor 80A Compressor Rotating Shaft

Claims (4)

A power unit that is disposed in a power unit chamber provided in the front of the vehicle and generates a driving force for the vehicle to travel;
An object to be cooled which is disposed on the vehicle rear side with respect to the power unit at a lower portion in the power unit chamber and is cooled by heat exchange with air;
A fan that is disposed on the vehicle rear side of the object to be cooled, the rotation shaft is set along the vehicle front-rear direction, and is driven to rotate to guide the air on the vehicle front side as cooling air to the object to be cooled;
A drive motor that is disposed in a floor tunnel spaced apart from the rear side of the vehicle with respect to the fan, a motor shaft is coupled to the rotation shaft of the fan, and a motor that operates to rotate the rotation shaft of the fan;
Cooling air introduction structure having   In the floor tunnel, a compressor in a vehicle air conditioner is disposed on the rear side of the vehicle with respect to the drive motor, and the drive motor also functions as a drive source for driving and rotating the rotation shaft of the compressor. The cooling air introduction structure according to claim 1.   The cooling air introduction structure according to claim 2, wherein the compressor is disposed at a close position on a vehicle rear side with respect to the drive motor.   One end of the motor shaft of the drive motor is connected to the rotation shaft of the fan via a first clutch, and the other end of the motor shaft of the drive motor is connected to the rotation shaft of the compressor via a second clutch. The cooling air introduction structure according to claim 2 or claim 3, wherein

Images