KR101987016B1 - Cooling fan assembly for vehicle - Google Patents

Abstract

The present invention, a heat exchanger comprising a vehicle condenser and a radiator; A shroud coupled to the rear of the heat exchanger and provided with a vent at a central portion thereof, a shroud extending in a central direction from the inner circumferential surface of the vent and radially spaced apart from each other, and a motor seat coupled to the plurality of stators; A driving motor seated on the motor seating portion, and a cooling fan coupled with the driving motor to receive and rotate a rotational force of the driving motor, wherein the shroud is located in front of the vent hole to minimize resistance of the inflowing air. Bellmouth (Bellmouth) is further convexly curved along the circumferential direction, wherein the shroud, a plurality of stator groups consisting of a pair of stators spaced from each other at a first angle is arranged spaced apart from each other at a second angle It provides a vehicle cooling fan assembly is formed.
Therefore, by reducing the overall volume of the cooling fan assembly, it is possible to reduce the design difficulty due to the restriction of interference with other components in the engine room, and to improve productivity and economy by eliminating frequent design changes and frequent performance tests due to interference. Can reduce noise.

Description

Cooling fan assembly for vehicle

The present invention relates to a vehicle cooling fan assembly, and more particularly, to a vehicle cooling fan assembly that can be slimmed down to zero design change and can improve noise performance.

In general, a vehicle cooling fan is mainly used for cooling as a component of an engine and an air conditioning system, and when applied to an engine, the engine can be smoothly cooled to reduce power consumption and contribute to improved fuel efficiency. If applied to the condenser removes the heat to improve the cooling ability to play a role to give the operator a pleasant environmental conditions.

Specifically, the vehicle cooling module components are divided into a heat exchanger and a cooling fan assembly including a condenser and a radiator, and a pusher type in which a cooling fan is mounted in front of the condenser according to the mounting position of the cooling fan assembly based on the heat exchanger and the rear of the radiator. It is divided into a puller type in which a cooling fan is mounted on the puller type. Among them, a puller type is widely used to improve cooling performance in a limited space in an engine room.

On the other hand, the vehicle cooling fan assembly requires a large amount of air flow in accordance with the size of the vehicle, and in order to secure a large amount of air flow in the cooling fan assembly, a cooling fan, a motor, shroud in order to combine a lot. An example of such a technique has been disclosed in a vehicle cooling fan assembly of the Republic of Korea Patent No. 669917.

However, since the conventional vehicle cooling fan assembly is high in height and wide in width, the overall occupancy volume also becomes large, and such increase in volume in a confined space such as an engine room may cause interference with other peripheral functional components. In this case, there was a problem in that the design difficulties and frequent design changes and repeated performance tests have to be carried out.

The present invention reduces the design difficulties due to interference with other components by slimming the overall volume of the cooling fan assembly, thereby improving productivity and economy by reducing unnecessary frequent design changes and performance tests, and reducing noise. It is an object of the present invention to provide a cooling fan assembly for a vehicle.

The present invention, a heat exchanger comprising a vehicle condenser and a radiator; A shroud coupled to the rear of the heat exchanger and provided with a vent at a central portion thereof, a shroud extending in a central direction from the inner circumferential surface of the vent and radially spaced apart from each other, and a motor seat coupled to the plurality of stators; A driving motor seated on the motor seating portion, and a cooling fan coupled with the driving motor to receive and rotate a rotational force of the driving motor, wherein the shroud is located in front of the vent hole to minimize resistance of the inflowing air. Bellmouth (Bellmouth) is further convexly curved along the circumferential direction, wherein the shroud, a plurality of stator groups consisting of a pair of stators spaced from each other at a first angle is arranged spaced apart from each other at a second angle It provides a vehicle cooling fan assembly is formed.

Here, the stator may be provided with a stator support coupled with the bell mouse to prevent a disturbance of the flow of air flowing around the stator support while the blade rotates, and the disturbance preventer is provided in the stator support direction. It may be a triangular shape that becomes wider toward.

The second angle is preferably at least two times the first angle.

The cooling fan may include a hub coupled to a rotation shaft of the drive motor, a plurality of blades having one end coupled to the hub and radially disposed along a circumferential direction on an outer circumference of the hub, and the blade other than the blade. And a cooling fan band portion coupled to each of the ends and having a backflow prevention band portion at the downstream end portion.

In this case, the non-return band portion is symmetrical with the curved shape of the bell mouse, the bell mouse may be formed through one or a plurality of pressure holes for solving the pressure imbalance between the housing and the cooling fan band portion.

In addition, the shroud is integrally coupled with the bell mouse, and has a housing facing the cooling fan band portion spaced apart by a predetermined distance, wherein the pressure hole is formed to communicate with the space between the housing and the cooling fan band portion It is desirable to be.

The vehicle cooling fan assembly according to the present invention provides the following effects.

First, the slimmer overall volume can reduce design difficulties due to interference constraints with other components in the confined engine room space.

Second, productivity and economics can be improved by eliminating frequent design changes due to structural interference between components and performance tests.

Third, it can overcome the deterioration of performance due to slimming and reduce noise.

1 is an exploded perspective view of a vehicle cooling fan assembly according to an embodiment of the present invention.
2 is a cross-sectional view of the vehicle cooling fan assembly of FIG. 1.
FIG. 3 is an enlarged view of part III of FIG. 2.
FIG. 4 is a diagram illustrating an angle relationship of the stators of FIG. 1.
5 is a graph showing a performance comparison according to the applied voltage change of the vehicle cooling fan assembly of FIG.
FIG. 6 is a graph illustrating a comparison of noise spectra in a vehicle in a vehicle cooling fan assembly of FIG. 1 at a rated voltage of a comparative example. FIG.

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

1 is an exploded perspective view of a vehicle cooling fan assembly according to an embodiment of the present invention, Figure 2 is a cross-sectional view of the vehicle cooling fan assembly of FIG. 3 is an enlarged view of part III of FIG. 2, and FIG. 4 is a view for illustrating the angular relationship between the stators of FIG. 1.

First, referring to FIG. 1, a vehicle cooling fan assembly 500 according to an embodiment of the present invention includes a heat exchanger 100 and a shroud 200 coupled to a rear of the heat exchanger 100. A driving motor 300 (Motor) coupled to the rear of the shroud 200 and a cooling fan 400 coupled to the rear of the drive motor 300.

The heat exchanger 100 includes a vehicle condenser 120 and a radiator 110, and a detailed description thereof will be omitted since the known vehicle condenser and the radiator are substantially the same.

The shroud 200 is coupled to the rear of the radiator 110 of the heat exchanger 100, the ventilation hole 211 is provided in the center, the housing 210 surrounding the ventilation hole 211 in the circumferential direction ; Housing), the motor seat 230, and a stator 220 for supporting the motor seat 230. In this case, the structure in which the shroud 200 and the radiator 110 are coupled to each other may be applicable to various structures, as long as the above-described object can be achieved. Detailed description thereof will be omitted.

In addition, the shroud 200 is provided with a bellmouth 240 circumferentially curved in the circumferential direction in front of the housing 210 surrounding the air vent 211, the side of the bell mouse 240 The stator 220 is coupled to. Here, the front represents the direction of the front, that is, the radiator 110 with respect to the direction in which air is introduced.

The bell mouse 240 is convexly curved forward, to minimize the resistance of the incoming air and to secure the air volume, and at the same time, the air between the cooling fan band 430 and the housing 210 to be described later. Minimize the influx of water, which serves to prevent performance degradation.

One end of the housing 210 is integrally coupled to the bell mouse 240 and faces the cooling fan band 430 at a predetermined distance.

The stator 220 extends in the central direction from the inner circumferential surface of the vent hole 211, and a plurality of the stators 220 are radially spaced apart from each other to support the motor seat 230. Here, the detailed description of the stator 220 such as the placement angle of the stator 220 will be described later.

On the other hand, the stator 220, the air flow flows through the bell mouse 240 in the axial direction by the rotation of the blade 420 of the cooling fan 400 is coupled to the bell mouse 240 (the stator support ( 221 is a disturbance in the flow of the flow, the flow of the vortex occurs behind the stator support 221, and the inflow flow noise of the cooling fan 400 occurs as the vortex and the rotating cooling fan blade 420 collides. . Here, the rear side refers to the rear side of the cooling fan blade 420 passing through the stator support 221 while rotating.

The stator 220 includes a disturbance prevention part 250 at one end of the stator support 221 to prevent flow disturbance of the air flowing into the cooling fan blade 420. The disturbance prevention part 250 has a triangular shape that becomes wider toward the stator support 221. However. This is a preferred embodiment, not limited to this, and various shapes are possible as long as the above object can be achieved.

The motor seating part 230 is positioned at the center of the vent hole 211 and coupled to the other end of the stator 220, and the driving motor 300 is seated in a substantially cup shape.

The drive motor 300 is located at the rear of the shroud 200 and is seated on the motor seating portion 230, and a detailed description thereof will be omitted since it is substantially the same as a known drive motor.

The cooling fan 400 is located at the rear of the driving motor 300, and is coupled to the driving motor 300 to receive the rotational force of the driving motor 300 to rotate. The cooling fan 400, the hub 410 is coupled to the rotating shaft of the drive motor 300, one end is coupled to the hub 410 and disposed radially along the circumferential direction on the outer periphery of the hub 410 It includes a plurality of blades 420, and the cooling fan band portion 430.

The hub 410 is coupled to the drive motor 300, the blade 420 is arranged in a plurality of radially spaced apart along the circumferential direction in the hub 410. Here, since the hub 410 and the blade 420 are similar to the hub and the blade of the known cooling fan, a detailed description thereof will be omitted.

The cooling fan band part 430 is coupled to each of the other ends of the blades 420 in a ring shape to support the blades 420, and has a backflow prevention band part 440 curved at a downstream end thereof.

Referring to FIG. 3, the backflow prevention band part 440 is symmetrical with the curved shape of the bell mouse 240, and is formed between the cooling fan band part 430 and the gap between the housing 210 of the shroud 200. It serves to prevent the backflow of air.

That is, the non-return band 440 prevents air from flowing into the gap between the housing 210 and the cooling fan band 430, which is relatively lower than the pressure around the downstream side of the cooling fan 400. It can reduce flow loss, reduce discretization frequency noise caused by flow interference, and reduce the power consumption of the cooling fan. In FIG. 3, (+) indicates a relatively high pressure, and (−) indicates a relatively low pressure.

In addition, the shroud 200 may easily form a gap between the housing 210 and the cooling fan band part 430 by an optimum gap by applying the bell mouse 240 and the backflow prevention band part 430. In addition, the shape can also be simplified, unlike the complicated structure of the conventional US Patent No. 5489186, the structure is simple to improve the durability and productivity as well as to reduce the noise.

On the other hand, between the cooling fan band portion 430 and the clearance gap between the housing 210 due to the difference in pressure is an inevitable phenomenon that the air seeps into. Thus, the bell mouse 240 has one or a plurality of pressure holes 260 formed therethrough in the circumferential direction along the gap between the cooling fan band part 430 and the housing 210 to distribute the pressure unevenly. I can eliminate it.

In detail, the pressure hole 260 is preferably formed to communicate with the space between the housing 210 and the cooling fan band 430. This is because the pressure change is most severe in the space between the housing 210 and the cooling fan band 430 and the negative pressure is most applied during air flow.

The pressure hole 260 is in the shape of a long hole in the figure, the plurality is arranged spaced apart from each other. However, this is a preferred embodiment, the shape, number and position of formation of the pressure hole 260 can be variously changed according to design.

Referring to FIG. 4, the arrangement structure of the stator 220 will be described. Referring to the drawings, the shroud 200 has a plurality of stators 220 radially spaced apart, but a pair of stators 220 spaced apart from each other at a first angle θ1 is one stator group A And stator groups A and B are spaced apart from each other at a second angle θ2.

Here, the second angle θ2, which is an angle between the stator groups A and B, is twice the first angle θ1 that is an angle of the pair of stators 220 according to the stator groups A and B. As described above, the angles between the stators 220 in the group and the angles between the stator groups A and B are different, thereby achieving irregularity in the case of the respective stators 220, but generally having regularity. have.

This is generally because the blade 420 of the cooling fan 400 rotates to cause the blade passing frequency (BBF) in the narrow band and thereby cause annoyance and discomfort to the joints, thereby improving cooling fan 400 blades ( The 420 may be arranged at boiling intervals. The vehicle cooling fan assembly 500 may arrange the blades 420 of the cooling fan 400 at equal intervals, and the stator 220 may be irregular and regular as described above. By arranging in this way, the effect of boiling intervals of the blades 420 can be obtained.

As described above, the vehicle cooling fan assembly 500 is arranged in the order of the heat exchanger 100, the shroud 200, the drive motor 300, and the cooling fan 400, and then assembled and coupled to each other. The width from the heat exchanger 100 to the hub 410, which is the largest projecting portion of the cooling fan 400, can be greatly reduced by 28.2%, thereby preventing interference with other components in the confined space of the engine room as much as possible. The degree of freedom in product design can be large.

5 is a graph illustrating a performance comparison according to the applied voltage change of the vehicle cooling fan assembly of FIG. 1 and the comparative example, and FIG. 6 is a graph showing a noise spectrum comparison at the rated voltage of the vehicle cooling fan assembly of FIG. 1 and the comparative example. First, the embodiment of FIGS. 5 and 6 is applied to the vehicle cooling fan assembly 500 of FIG. 1 disposed in the order of the heat exchanger 100, the shroud 200, the drive motor 300, and the cooling fan 400. The comparative example relates to a cooling fan assembly which is arranged and assembled in order of a conventional heat exchanger, a cooling fan, a drive motor, and a shroud.

First, Figure 5 is a graph showing the performance change of the Example and Comparative Example, respectively, according to the change in the applied voltage, it was shown that the Example does not have a significant difference in performance compared to the conventional Comparative Example. Here, in the figure, Q is the air flow rate per hour (m ³ / h), SPL is noise (dB [A]), N is rotational speed (rpm) and I is the current (A).

Next, FIG. 6 is a graph comparing the spectra of the examples and the comparative examples at the actual vehicle rated voltage (12 V), respectively. When the analysis is performed, the examples are generated in the disturbance of the flow between 200 and 800 Hz compared to the comparative examples. The broadband noise is reduced, and the frequency of occurrence of the discrete frequency component where the flow peaks due to the interference of each component is significantly reduced, and the noise is reduced by 0.8 dB (A).

As described above, the vehicle cooling fan assembly 500, it can be seen that there is no significant difference in performance even in a reduced state.

Accordingly, the vehicle cooling fan assembly 500 may reduce the width to facilitate product design, and may improve productivity and economy and reduce noise by eliminating performance tests caused by frequent design changes.

Although the present invention has been described with reference to the embodiments shown in the drawings, these are merely exemplary and will be understood by those skilled in the art that various modifications and equivalent other embodiments are possible. Therefore, the true technical protection scope of the present invention will be defined by the technical spirit of the appended claims.

100 ... heat exchanger 110 ... radiator
120 ... capacitor 200 ... shroud
210 ... Housing 211 ... Vent
220 ... Stator 221 ... Stator Support
230 ... motor seating 240 ... Bellmouse
250 Disturbance 260 Pressure Ball
300 ... drive motor 400 ... cooling fan
410 ... hub 420 ... blade
430 ... cooling fan band section 440 ... backflow prevention band section
500 ... cooling fan assembly

Claims (8)

A heat exchanger comprising a vehicle condenser and a radiator;
A shroud coupled to the rear of the heat exchanger and provided with a vent at a central portion thereof, a shroud extending in a central direction from the inner circumferential surface of the vent and radially spaced apart from each other, and a motor seat coupled to the plurality of stators;
A driving motor seated on the motor seating unit, and a cooling fan which is coupled with the driving motor to receive and rotate a rotational force of the driving motor,
The shroud further includes a Bellmouth that is convexly curved in the circumferential direction in front of the vent to minimize resistance of incoming air,
The shroud,
A plurality of stator groups comprising a pair of stators spaced apart from each other at a first angle are arranged to be spaced apart from each other at a second angle. The method according to claim 1,
The stator is,
The stator support coupled with the bell mouse is provided with a disturbance prevention unit for preventing a disturbance of the flow of air flowing around the stator support while the blade rotates. The method according to claim 2,
The disturbance prevention unit,
Cooling fan assembly for the vehicle that is wider toward the stator support toward the triangle. delete The method according to claim 1,
And said second angle is at least twice as large as said first angle. The method according to claim 1,
The cooling fan,
A hub coupled to the rotating shaft of the drive motor;
A plurality of blades having one end coupled to the hub and disposed radially along a circumferential direction on an outer circumference of the hub;
And a cooling fan band portion coupled to each of the other ends of the blades in a ring shape and having a reverse flow prevention band portion at a downstream end thereof. The method according to claim 6,
The backflow prevention band portion is shaped to be symmetrical with the curved shape of the bell mouse,
The bell mouse has a one or more pressure holes through which the pressure unbalance between the shroud and the cooling fan band portion is formed. The method according to claim 7,
The shroud,
It is integrally coupled to the bell mouse, and provided with a housing facing the cooling fan band portion spaced a predetermined distance,
The pressure ball,
Vehicle cooling fan assembly formed to communicate with the space between the housing and the cooling fan band portion

Images