JPH0324906Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an engine cooling fan device that is used, for example, by being interposed between the front surface of an automobile engine and the back surface of a radiator.

(Prior Art) Conventionally, as the cooling fan device for the engine described above, there is a device having the following structure.

That is, a housing to which the fan blade is attached is rotatably supported on the drive shaft of the engine via a bearing, and a rotating member that is constantly rotated by the above-mentioned drive shaft is provided in the housing to form a working chamber as a first chamber. The fluid is stored in the fluid chamber as the second chamber in the housing, and the opening and closing of the communication port communicating between the working chamber and the fluid chamber is controlled by a plate-shaped valve. When the ambient temperature is high, for example, when it reaches around 75°C as shown in Figure 3, the above-mentioned valve is opened by the action of the bimetal, and the fluid chamber (second
There is a fan coupling that is configured to rotate a fan blade by introducing oil having a predetermined viscosity stored in a working chamber (first chamber) into a working chamber (first chamber).

However, in the conventional device described above, a shock occurs when the fan is switched on and off, and the engine speed at high speeds increases, as shown by the dotted line characteristic b in Figure 3, which shows the relationship between the cooling fan rotation speed and the ambient temperature. The problem was that the horsepower loss was large.

In order to solve this problem, conventional techniques have been developed to cool the engine cooling water in the radiator using the large amount of wind that flows in when driving at high speeds, as described in Japanese Utility Model Application Publication No. 59-159726. There is a device that controls the rotation of the fan to stop during high-speed driving as described above.

Although this device can reduce the horsepower loss of the engine, it has the problem that it cannot prevent the above-mentioned shock from occurring when the fan is switched on and off.

(Purpose of the invention) This invention uses a unique weight to
The valve plate can be biased in the valve closing direction with a force approximately proportional to the centrifugal force that acts on the weight based on rotation, and the fan can smoothly transition from OFF to ON. In addition to preventing shock during switching, it also delays the time when the fan reaches the set rotation speed at high rotation speeds, increases the temperature of the fan set rotation speed, and reduces horsepower loss. The purpose is to provide an engine cooling fan device that can

(Structure of the invention) This invention consists of a first chamber in which a rotating member that is constantly rotated by the engine's drive shaft is disposed in a housing that is rotatably supported by the engine's drive shaft and to which a fan is attached; and a valve device that controls opening and closing of a communication port communicating between the first chamber and the second chamber, and when the ambient temperature is high, the valve device opens and the second chamber stores the second chamber. An engine cooling fan device configured to introduce fluid stored in two chambers into a first chamber to rotate a fan, wherein the valve device has a valve plate free end and an inner circumferential surface of a front housing. The engine cooling fan device is characterized in that it is equipped with a weight that is attached to the engine via a wire and that biases the valve device in a direction opposite to the valve opening operation direction of the valve device when the engine speed is high.

(Effect of the invention) According to this invention, when the above-mentioned housing rotates at high speed, the centrifugal force generated by this rotation causes the weight to urge the valve plate of the valve device in the valve closing direction with a force approximately proportional to the centrifugal force. The communication port that communicates the first and second chambers is gradually opened, and the time when the fan reaches the set rotation speed can be delayed, so the fan can smoothly transition from OFF to ON. This has the effect of preventing shock when switching the fan on and off.

Moreover, this ON/OFF switching characteristic is not affected by the operating range and is a uniform characteristic.

In addition, due to the above-mentioned time delay, the fan set rotation speed temperature can be set higher than in conventional devices, so the horsepower loss of the engine can be reduced by the amount that the rotation speed temperature increases. effective.

(Example) An example of this invention will be described in detail below based on the drawings.

The drawing shows the engine cooling fan device, with the first
In the figure, a hub 2 is connected to the front end of a drive shaft 1 that is linked to a crankshaft of an engine, and a housing 4 is rotatably supported on the hub 2 via a bearing 3.

The above-mentioned housing 4 includes a rear housing 5 on the engine side and a front housing 6 on the radiator side, and a cooling fan blade 7 is attached to the housing 4.

In addition, a disk plate 8 is stretched over the middle part of the front housing 6 in the longitudinal direction, and the inside of the housing 4 is divided into a first chamber 9 (working chamber) on the back side and a second chamber 10 (fluid chamber) on the front side. In the front housing 6, a communication passage 11 is formed in which the first chamber 9 and the second chamber 10 are communicated and oil as a fluid is circulated.

A rotating member 12 is disposed inside the first chamber 9 on the back side divided by the disk plate 8 described above.

This rotating member 12 is a member fixed to the outer periphery of the tip of the hub 2 described above, and constantly rotates in conjunction with the drive shaft 1.

Labyrinth grooves 13 and 14 are formed between the disk plate 8 and the rear housing 5 on both front and rear surfaces of the radial outer circumferential portion of the rotating member 12, respectively, and constitute a rotational torque transmitting element using a fluid having a predetermined viscosity as a medium. are doing.

The aforementioned disk plate 8 includes a rotating member 12.
A first chamber 9 in which a fluid is stored, and a second chamber 1 in which a fluid is stored.
Communication ports 15, 15 are provided to communicate between the two.

The above-mentioned communication port 15 is configured to be opened and closed by a valve device 16.

That is, the above-described valve device 16 includes a valve shaft 1 rotatably supported on a shaft support 6a of the front housing 6.
7, a valve plate 18 that is fixed to the inner end of the valve shaft 17 and directly opens and closes the communication port 15, and a spiral bimetal 19 that has one end fixed to the outer end of the valve shaft 17. When the temperature is low, the valve plate 18 closes the communication ports 15, 15 as shown by the imaginary line in FIG. Rotate the valve plate 18 counterclockwise in FIG.
This is a valve device configured to open the valve.

In the above-described valve device 16 configured in this way, wires 20, 20 are connected between one outer free end of the valve plate 18 and the inner peripheral surface of the front housing 6.
The weight 21 is displaceably attached via the .

When the housing 4 rotates at a high speed, the weight 21 receives the action of the centrifugal force F shown in FIG. This is a valve operation control device that biases the valve in the valve closing direction.

The illustrated embodiment is configured as described above,
The action will be explained below.

When the ambient temperature between the engine temperature and the temperature caused by the inflow of running air reaches a temperature preset by the bimetal 19, for example, around 75°C, the valve shaft 17 begins to rotate due to the temperature sensing action of the bimetal 19.
The oil in the second chamber 10 is transferred to the first chamber through the communication port 15.
Introduced into room 9.

When oil is introduced into the first chamber 9 in this way, this oil flows in accordance with the rotation of the rotating member 12 that constantly rotates with the engine, and flows in the circumferential direction into the components of the labyrinth grooves 13 and 14. The rotational torque of the rotating member 12 is transmitted to the housing 4.

When rotational torque is transmitted to the above-mentioned housing 4 via fluid, the cooling fan blades 7 rotate together with the housing 4 to generate engine cooling air.

When the housing 4 rotates at high speed, the centrifugal force F (see Fig. 2) caused by this rotation causes the weight 21 to
Since the valve plate 18 of the valve device 16 is biased in the valve closing direction (clockwise in FIG. 2) with a force substantially proportional to the centrifugal force F, the above-mentioned first chamber 9 and second chamber 10 are communicated with each other. The opening 15 is gradually opened to delay the time when the cooling fan blade 7 reaches the set rotational speed n (see FIG. 3).

In other words, the relationship between the rotational speed of the cooling fan and the ambient temperature is as shown by the characteristic a shown by the solid line in FIG.

In other words, by gradually rotating the fan, the load on the engine is reduced, and the transition from OFF to ON of the fan is smooth, and the fan speed is reduced.
This has the effect of preventing shock during ON/OFF switching.

In addition, due to the above-mentioned time delay, the fan set rotation speed temperature can be set higher than the conventional setting of around 75 degrees Celsius to, for example, around 85 degrees Celsius, so the engine horsepower loss can be reduced by the amount that this rotation speed temperature increases. It has the effect of

[Brief explanation of the drawing]

The drawings show one embodiment of this invention; Fig. 1 is a sectional view showing an engine cooling fan device, Fig. 2 is a front view of the main parts in Fig. 1, and Fig. 3 shows the rotation speed of the cooling fan with respect to ambient temperature. FIG. 1... Drive shaft, 4... Housing, 6... Front housing, 7... Cooling fan blade, 9...
First chamber, 10... Second chamber, 12... Rotating member, 1
5... Communication port, 16... Valve device, 18... Valve plate, 20... Wire, 21... Weight.

Claims (1)

[Claims for Utility Model Registration] Inside the housing 4, which is rotatably supported by the drive shaft 1 of the engine and to which the fan 7 is attached,
A first chamber 9 in which a rotating member 12 that is constantly rotated by the drive shaft 1 of the engine is arranged, and a second chamber 9 in which a fluid is stored.
A valve device 16 is provided for controlling opening and closing of a communication port 15 that communicates between the chamber 10 and the first chamber 9 and the second chamber 10, and when the ambient temperature is high, the valve device 16 opens. The fluid stored in the second chamber 10 is transferred to the first chamber 9.
This is an engine cooling fan device configured to rotate a fan 7 by introducing wires 20, 20 between the free end of the valve plate 18 of the valve device 16 and the inner peripheral surface of the front housing 6.
At high rotation speed, the valve device 16
An engine cooling fan device provided with a weight 21 that biases a valve device 16 in a direction opposite to the valve opening operation direction.