KR20070044375A - Cooling module and method for operating a cooling module - Google Patents

Abstract

The present invention relates to a method for operating the cooling module using a cooling module (10) and at least one condenser (14), a fan (16) and a cooler (18) for use in an automobile, wherein the cooling module includes a fan. (16) At least a portion of the area is not covered by the cooler 18, resulting in a bypass for air flow through the cooling module 10 in the area of the uncovered fan 16 area during operation. A portion of the air flow flowing through the cooling module 10 exits the cooling module through the cooler 18, and the remaining air flow portion of the cooling module 10 exits the cooling module through a bypass.

Description

COOLING MODULE AND METHOD FOR OPERATING A COOLING MODULE}

1 is a view showing a cooling module according to the present invention.

* Description of the major symbols in the drawings *

10: cooling module 12: intake air cooler

14: Condenser 16: Fan

18: cooler 20: fan section

22: support structure 24: frame

26: guide plate 28: flap valve

30: pivot

The present invention relates in particular to cooling modules for use in motor vehicles and to methods of operating such cooling modules. Such cooling modules comprise individual parts arranged in a stack in the alignment direction, substantially aligned vertically to the air flow flowing through the cooling module in operation in a known manner. These components include at least condensers used in the car's air conditioning, especially for cooling. In addition, a fan is provided for supplying a sufficient amount of air to the perfusion of the cooling module. This is particularly important when used in automobiles, especially those which are stopped or do not move fast enough, ie when the amount of air produced only by the so-called air flow is insufficient. Finally, the cooling module further comprises a driving device of the motor vehicle, ie a cooler that acts upon cooling of each internal combustion engine, for example.

Cooling modules of this type are well known. US 6,155,335, for example, is also known to install a fan or, in some cases, a plurality of fans between the condenser and the cooler.

Of course, in the case of the cooling module known from US 6,155,335 the (technical) state, at which it is impossible at all to match the operation or utility of the individual parts of the cooling module to the different operating situations of the motor vehicle, has not been fully optimized.

It is therefore an object of the present invention to provide a cooling module of the aforementioned type, in which the above mentioned disadvantages do not occur or at least have been reduced.

The object is achieved by a cooling module having the features of claim 1 according to the invention. To this end, the cooling module has parts installed in a layered manner in the direction aligned almost perpendicular to the air flow flowing through the cooling module in an operational state, among which the at least one condenser, at least one fan and the cooler It is included, wherein the fan is disposed between the condenser and the cooler. In the cooling module at least part of the fan area is not covered by the cooler.

Since part of the fan area is not covered by the cooler, only a part of the air flow is guided by the cooler, which creates a kind of "bypass" downstream of the fan for the air flow through the cooling module, while the fan area is The amount of air remaining in the area not covered by can pass through the cooling module without any resistance. As a result, a larger amount of air can be used for the perfusion of the condenser disposed upstream of the fan compared to the amount of air flowing through the cooler disposed downstream of the fan. Such different air volume conditions require the highest possible cooling capacity for air conditioning in the vehicle interior, while the requirement for the cooling capacity of the drive device is of particular significance in a rather low vehicle driving situation. Such operating situations occur especially when the car is stopped, for example in a sunny parking lot, or when the car is moving at low speeds.

It is preferred that adjustable closure device (s) be provided for the uncovered portion of the fan area. With such an adjustable (all) closing device the matching power of the cooling module to different operating situations of the motor vehicle can be further improved. In other words, when the adjustable (all) closing device is adjusted to the open state, a bypass as described above is formed downstream of the fan for the amount of air flowing through the cooling module. That is, only a part of the amount of air sucked upstream of the fan passes through the cooler. On the other hand, the remaining portion can exit the cooling module without receiving the flow resistance of the cooler. An adjustable (all) closure device can be used to control the bypass itself and the amount of air passing through the bypass. Bypass is blocked when the closure device (s) is locked so that the total air volume or at least the total amount of air sucked upstream of the fan exits the cooling module through the cooler again. This state of the (all) closing device is desirable when maximum cooling capacity is required for the drive device of the motor vehicle. In addition, the adjustability of the (all) closing device, ie the positioning between the open position and the closing position of the (all) closing device, requires a high cooling capacity for air conditioning in the vehicle cabin and at the same time high cooling for the cooling of the drive system. Allows cooling modules to be matched for "intermediate situations" in which the capability must be provided. In one such operating situation, if the (all) closing device is adjusted close to the intermediate position, the bypass is only partially open, in particular only about half.

It is particularly preferable that the (all) closing device can be controlled based on each operating state of the vehicle in which the cooling module is mounted therein. In this way the matching of the cooling module to different operating states can be made directly taking into account the parameters which are indicative of the measured values or defined operating states or infer the occurrence of the defined operating states. Thus on the one hand the temperature of each cooling medium flowing through the condenser, the cooler and optionally the charge air cooler (not described above) can be detected, taking into account the above temperature measurement (all ) Adjustment of the closing device can be made. In another aspect, it may also be considered to use additional parameters such as engine speed, vehicle speed and room temperature as inputs for position control of the closing device. In other words, the position control of the (all) closing device can also be extended to the adjustment if appropriate feedback of the adjustment parameter is made.

Preferably a pivotable flap valve, in particular a plurality of pivotable flap valves, is provided as a closing device. When using a swingable flap valve as a closing device, on the one hand the position of each flap valve can affect the effective size of the bypass, on the other hand, some flap valves remain fully closed or almost closed and It is also possible to precisely adjust the effective size of the bypass by keeping the flap valve fully open or generally open. In addition, the presence of multiple flap valves, for example, because the flap valves, each parallel to the air flow through the cooling module, require a higher installation depth than the multiple flap valves arranged side by side in the same plane. The installation depth of the relevant parts is lowered.

The (all) pivotable flap valves preferably have the shape of a fan cut in the direction of the hub of the fan at the height at which the fan is covered by the cooler. In this way, each pivotable flap valve can fit well within the support structure required for mounting the fan. The support structure is typically formed in the form of a star or beam, where each beam meets in the hub region of the fan, and the fan is fixed to the support structure in the region of the hub. Individual elements of the support structure often act as an air guide plate to direct the flow of air. By means of the above-mentioned pivotable flap valve, the flap valves fit snugly within the spaces of the support structure.

The pivot axis of all flap valves is preferably aligned almost perpendicular to the longitudinal axis of the cooling module, ie the virtual axis of the large expansion direction of the cooling module. In this way, the pivot can be fitted entirely within the supporting structure for the fixing of the fan, while basically the pivot should always extend to the hub area of the fan for any possible radial alignment of the pivot, Undesirable and avoidable covering of the cooler in this area can result.

According to one preferred embodiment, the intake air cooler is provided as a stackable additional component in front of the fan in the direction of air flow through the cooling module. By placing the intake air cooler upstream of the fan, intake air cooling can be integrated into the optimized cooling method according to the invention. That is, for example, when the bypass is opened, the maximum cooling of the intake air can be achieved even if the maximum cooling of the drive device itself is unnecessary in each operating situation.

More preferably, a relatively maximum cooling effect can be used for intake air cooling as the intake air cooler is placed in front of the condenser.

If a condenser or intake air cooler is provided, it is preferable that the condenser and the intake air cooler completely cover the area of the fan. In this way it is ensured that the amount of air sucked by the fan is completely or at least mostly flowing through the condenser or the condenser and the intake air cooler.

In addition, a shunt or similar device may be provided between the fan and the cooler, by which part of the air flow is discharged through the cooling module, which is particularly heat generating, for example electrical or electronic units. Cooling modules can be supplied to the external units or devices for cooling purposes.

The claims submitted with this application propose drafts that do not infringe upon obtaining broad patent protection. Applicants have withheld the claim to other feature combinations so far disclosed only in the detailed description and / or drawings.

The citations used in the dependent claims imply that the subject matter of the independent claims may be further formed by the features of each dependent claim, giving up on obtaining independent and specific protection for the feature combinations of the dependent claims cited. It does not mean that.

Since the subject matter of the dependent claims can form their own independent inventions on the priority date in view of the prior art, the applicant withholds making the subject matter of the dependent claims an object or partial description of the independent claims. The subject matter of the dependent claims may also include an independent invention having a shape independent of the subject matter of the preceding dependent claims.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Objects or elements corresponding to each other are denoted by the same reference numerals in all the drawings.

1 shows a cooling module 10 according to the invention, which is perfused by air flow in the direction of the block arrow during operation.

The intake air cooler 12, condenser 14, fan 16 and cooler 18 are aligned almost perpendicular to the air stream. These parts 12-18 are arranged in a stacked manner in their alignment direction perpendicular to the air flow. Intake air cooler 12 is placed before condenser 14 in the direction of air flow. The condenser 14 is placed in front of the fan 16 and the fan 16 is placed in front of the cooler 18. The fan 16 is thus placed between the condenser 14 and the cooler 18.

As can be seen in FIG. 1, some of the area of the fan 16 is not covered by the cooler 18. That is, the cooler 18 exposes a portion of the area of the fan 16. In the exposed area of the fan 16, more precisely, a bypass of the amount of air flowing through the cooling module downstream of the fan 16 occurs. The amount of air conveyed by the fan 16 in the region of the fan 16 section covered by the cooler 18 will also pass through the cooler 18. The amount of air conveyed by the fan 16 in an area of the fan 16 area not covered by the cooler 18 can exit the cooling module 10 without having to overcome the air resistance of the cooler 18. In this way, in the case of existing solutions in which the cooler 18 completely covers the fan 16, the dynamic pressure created by the air resistance of the cooler 18 downstream of the fan is at least partially, namely bypassed. Since it does not need to be overcome in the area of, a relatively large amount of air can be used by the intake air cooler 12 and the condenser 14. As a result, the cooling efficiency of the intake air cooler 12 and the condenser 14 also increases.

In the following, the area of the fan 16 which is not covered by the cooler 18, which is formed in the fan 20 in FIG. 1, is referred to as bypass. The fan 16 belongs to a support structure 22, which can only be observed in the sector 20 in FIG. 1, which on one side is a circular frame 24 for receiving a rotor (not shown). And a guide plate 26 formed in a beam shape from the frame 24 toward the center of the frame 24. The rotor is then fixed in the center of the frame 24, ie in the hub region of the rotor, in a known manner (also not shown). An adjustable flap valve 28 is shown which acts as a closing device between each guide plate 26, some of the flap valves being in an open position and others being in a closed position for illustrative purposes. It is shown. The effective size of the bypass varies depending on the state of the flap valve 28. When the flap valve 28 is closed, the total amount of air or almost all of the air sucked by the fan 16 again exits the cooling module 10 through the cooler 18. When the flap valve 28 is opened, at least a portion of the amount of air sucked by the intake air cooler 12 and the condenser 14 from the fan 16 exits the cooling module 10 via a bypass, and accordingly the fan ( Only a part of the air amount sucked by 16 exits the cooling module 10 through the cooler 18.

In FIG. 1, it can be seen in part that all of the pivotable flap valves 28 can be basically fan shaped. The sector is exactly the geometry left between two adjacent guide plates 26. However, it is preferable that each pivotable flap valve 28 has a fan shape cut in the direction of the hub of the fan 16 at the overlap height of the fan 16 by the cooler 18. In this way it is ensured that the effective area of the cooler is not overlapped by the flap valve 28, for example when the flap valve 28 is closed. In addition, the form of the flap valve 28 described last is preferable even when the flap valve is opened because undesired air turbulence is prevented in the effective area region of the cooler 18. Also, each pivot axis 30 of the flap valve 28 preferably extends perpendicularly or nearly vertically to the longitudinal axis of the cooling module 10. In this way the pivot axis 30 can be supported on the frame 24 on one side and on each guide plate 26 on the other, while the pivot axis 30 is in principle possible in any case. In the radial alignment of, each pivot 30 extends from the frame 24 to the hub of the fan 16, which is undesirable for the region as long as the pivot covers the effective area of the cooler 18. Air turbulence can be caused. As a result, in the illustrated embodiment according to FIG. 1, the intake air cooler 12, the condenser 14 and the cooler 18 have approximately the same width, so that the cooling module 10 is entirely compact, its covering contour and In relation to this, the shape is almost a cuboid. While the cooler 18 only partially covers the area of the fan 16 to implement the bypass described above, the intake air cooler 12 and the condenser 14 both cover the area of the fan 16 completely, thereby bypassing it. Due to the reduced dynamic pressure downstream of the fan 16 upon opening of the pass, additional air volume passes through the intake air cooler 12 and the condenser 14. This has a positive effect on the lifetime of the fan 16 and on the generation of noise associated with the operation of the fan 16 when the instantaneous cooling capacity is sufficient and no additional air volume is required.

Briefly, the present invention is as follows. An automotive cooling module 10 is provided having at least one condenser 14, a fan 16 and a cooler 18, in which at least a portion of the area of the fan 16 is provided to the cooler 18. By way of operation, a bypass for the air flow through the cooling module 10 is formed in the region of the uncovered fan 16 area during operation, whereby a bypass of the air flow through the cooling module 10 is established. Some exit the cooling module via a cooler 18 and the remaining air flow portion of the cooling module 10 exits the cooling module via a bypass. In addition, the effective size of the bypass can be influenced, in particular in view of the different operating states of the motor vehicle, in particular by an adjustable abutment closure device, such as the pivotable flap valve 28.

Through the present invention, the matching of the action or utility of the individual parts of the cooling module to different operating situations of the motor vehicle can be improved.

Claims (11)

Cooling module (10) having components installed in a layered fashion in the alignment direction, substantially aligned with air flow flowing through the cooling module in an operational state, among which at least one condenser (14), at least one Fan 16 and cooler 18, wherein the fan 16 is disposed between the condenser 14 and the cooler 18, at least a portion of the area of the fan 16 being the cooler 18. Not covered by Cooling module. The method of claim 1, Provided with adjustable closure devices 28 for the uncovered portion of the fan 16 area, Cooling module. The method of claim 1, The closure device or all closure devices 28 can be controlled based on different operating states of the vehicle in which the cooling module 10 can be mounted. Cooling module. The method of claim 3, wherein Swivel flap valves 28 are provided as the closing device, Cooling module. The method of claim 4, wherein The pivotable flap valve or all of the pivotable flap valves 28 have a fan shape cut in the direction of the hub of the fan 16 at a height at which the fan 16 is covered by the cooler 28, Cooling module. The method of claim 5, The pivot axis 30 of all the flap valves 28 extends perpendicularly or at least closely to the longitudinal axis of the cooling module 10, Cooling module. The method according to any one of claims 1 to 6, A charge air cooler 12 is disposed in front of the fan 16 in the direction of air flow through the cooling module 10, Cooling module. The method of claim 7, wherein The intake air cooler 12 is disposed in front of the condenser 14, Cooling module. The method according to any one of claims 1 to 8, The condenser 14 completely covers the area of the fan 16, Cooling module. The method according to claim 7 and 9, The condenser 14 and the intake air cooler 12 completely cover the area of the fan 16, Cooling module. A method of operating a cooling module according to any one of claims 2 to 10, The closure device or all closure devices 28 are controlled based on different operating states of the vehicle in which the cooling module is mounted, How cooling modules work.

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