US20090165736A1 - Cooling unit - Google Patents
Cooling unit Download PDFInfo
- Publication number
- US20090165736A1 US20090165736A1 US12/317,699 US31769908A US2009165736A1 US 20090165736 A1 US20090165736 A1 US 20090165736A1 US 31769908 A US31769908 A US 31769908A US 2009165736 A1 US2009165736 A1 US 2009165736A1
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- Prior art keywords
- fan
- motor
- air
- cooling
- core
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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- 238000001816 cooling Methods 0.000 title claims abstract description 215
- 238000004891 communication Methods 0.000 claims description 7
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- 238000011144 upstream manufacturing Methods 0.000 claims description 5
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- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 230000000694 effects Effects 0.000 description 9
- 239000002826 coolant Substances 0.000 description 7
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- 229920005989 resin Polymers 0.000 description 7
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- 229910000859 α-Fe Inorganic materials 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D25/00—Pumping installations or systems
- F04D25/16—Combinations of two or more pumps ; Producing two or more separate gas flows
- F04D25/163—Combinations of two or more pumps ; Producing two or more separate gas flows driven by a common gearing arrangement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
- B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
- F01P11/10—Guiding or ducting cooling-air, to, or from, liquid-to-air heat exchangers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
- F01P5/04—Pump-driving arrangements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D25/00—Pumping installations or systems
- F04D25/16—Combinations of two or more pumps ; Producing two or more separate gas flows
- F04D25/166—Combinations of two or more pumps ; Producing two or more separate gas flows using fans
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
- F01P5/04—Pump-driving arrangements
- F01P2005/046—Pump-driving arrangements with electrical pump drive
Definitions
- the present invention relates to a cooling unit having a fan driven by a motor through a gear mechanism, which is, for example, used for generating air for cooling a heat exchanger, such as a radiator of a vehicle.
- a cooling unit having fans driven by a single motor through a gear-driving mechanism is, for example, described in Japanese Unexamined Patent Application Publication No. 2006-145177.
- the fans are arranged in parallel with each other behind a core of a heat exchanger.
- the fans generate air for cooling the core when rotated.
- the motor has a driving shaft extending parallel to the core.
- the driving shaft is connected to rotation shafts of the fans through gears, so that the fans are rotated by rotation of the driving shaft.
- the described cooling unit further has a fan shroud disposed adjacent to the motor and surrounding outer peripheries of the fans.
- the fan shroud is formed with through holes, and the driving shaft passes through the through holes.
- the motor is cooled by air caused by negative pressure of the fans.
- the amount of air generated by the fans is small, it is difficult to rely on the effect of the negative pressure. That is, because the fans are originally provided for cooling the core, it is difficult to normally and stably supply the motor with air for cooling the motor. If the amount of air for supplied to the motor is increased, it will be difficult to maintain the capacity of cooling the core.
- the present invention is made in view of the foregoing matter, and it is an object of the present invention to provide a cooling unit having a fan driven by a motor through a gear, which is capable of stably providing the motor with cooling air.
- a cooling unit includes a motor, a driving shaft, a first fan, a second fan, and a fan shroud.
- the driving shaft extends from the motor and is disposed parallel to a core of a heat exchanger.
- the first fan is opposed to the core for generating the air for cooling the core.
- the first fan has a first rotation shaft connected to the driving shaft through a gear to be rotated by the driving shaft.
- the fan shroud supports the first fan and is configured to conduct the air from the core toward the first fan.
- the second fan has a second rotation shaft and is configured to generate air for cooling the motor.
- the second rotation shaft is disposed coaxial with the driving shaft and rotatable with the driving shaft such that the second fan is rotated by the driving shaft when the first fan is rotated.
- the second fan is coaxially coupled to the driving shaft for driving the first fan. Therefore, since the second fan is rotated by the driving shaft together with the first fan, a predetermined volume of air can be supplied to the body by the second fan, irrespective of the volume of air supplied to the heat exchanger. The capacity of cooling the motor improves.
- FIG. 1 is a schematic cross-sectional view of a cooling unit, when viewed from a top, according to a first embodiment of the present invention
- FIG. 2 is a schematic cross-sectional view of a cooling unit according to a first example of a second embodiment of the present invention
- FIG. 3 is a schematic cross-sectional view of a cooling unit according to a second example of the second embodiment
- FIG. 4 is a schematic cross-sectional view of a cooling unit according to a third example of the second embodiment
- FIG. 5 is an end view of a motor of a cooling unit, when viewed along a longitudinal axis of a driving shaft, according to the second embodiment
- FIG. 6 is a schematic cross-sectional view of a cooling unit according to a third embodiment of the present invention.
- FIG. 7 is a schematic cross-sectional view of a cooling unit according to a fourth embodiment of the present invention.
- FIG. 8 is a schematic side view of a motor of the cooling unit, when viewed along a longitudinal axis of a driving shaft, according to the fourth embodiment
- FIG. 9 is a back view of the motor according to the fourth embodiment.
- FIG. 10 is a schematic cross-sectional view of a cooling unit according to a fifth embodiment of the present invention.
- FIG. 11 is a schematic cross-sectional view of a joint integrated into a boss part of a motor-cooling fan of a cooling unit according to a sixth embodiment of the present invention.
- FIG. 12 is a plan view of an external gear of the joint according to the sixth embodiment.
- FIG. 13 is a side view of the external gear, partly including a cross-section, when viewed along an arrow XIII in FIG. 12 ;
- FIG. 14 is a plan view of an internal gear of the joint according to the sixth embodiment.
- FIG. 15 is a side view of the internal gear, partly including a cross-section, when viewed along an arrow XV in FIG. 14 .
- an arrow X denotes one direction parallel to a core 2 of a heat exchanger 1 .
- the direction X corresponds to a width direction of a cooling unit, which corresponds to a left and right direction of a vehicle.
- An arrow Y denotes a direction parallel to axes of fans for cooling the core 2 .
- the direction Y is a frontward direction of the cooling unit, which corresponds to a frontward direction of the vehicle.
- the cooling unit of the present embodiment generally includes first fans 10 , a fan shroud 30 , a motor device, and a second fan 20 .
- the fans 10 are located to a rear side of the core 2 of the heat exchanger 1 of a vehicle, such as the radiator 1 , and mainly generate air passing through the core 2 , thereby to cool the core 2 .
- the fans 10 are hereinafter also referred to as the core-cooling fans 10 .
- the fan shroud 30 is located to the rear side of the core 2 and supports the core-cooling fans 10 .
- the fan shroud 30 has air passage portions having a generally tubular shape for conducting the air passing through the core 2 to the core-cooling fans 10 in a direction opposite to the direction Y.
- the core-cooling fans 10 have rotation shafts 13 driven by the motor device.
- the motor device has a motor 19 for generating a driving force and a driving shaft 17 connected to the rotation shafts 13 of the core-cooling fans 10 through gears 14 , 15 , 16 for transmitting the driving force to the core-cooling fans 10 .
- the second fan 20 has a rotation shaft 18 that is coaxial with the driving shaft 17 of the motor device. The driving shaft 18 is rotated in accordance with the rotation of the driving shaft 17 so that the second fan 20 generates air for cooling the motor 19 .
- the second fan 20 is also referred to as the motor-cooling fan 20 .
- the radiator 1 serves to cool an internal fluid, such as an engine coolant.
- the radiator 1 generally includes the core 2 , first and second tanks 3 and reinforcement members for reinforcing the core 2 .
- the core 2 includes tubes through which the engine coolant flows and fins disposed between the tubes.
- the first and second tanks 3 are connected to opposite ends of the tubes.
- the first tank 3 serves to distribute the engine coolant into the tubes and the second tank 3 serves to collect the engine coolant from the tubes.
- an inlet pipe that is in communication with a radiator circuit through which the engine coolant circulates is coupled to the first tank 3 for introducing the engine coolant into the first tank 3 .
- An outlet pipe that is in communication with the radiator circuit is coupled to the second tank 3 for introducing the engine coolant, which has passed through the radiator 1 , from the second tank 3 into the radiator circuit.
- the inlet pipe and the outlet pipe extend from a rear side of the first tank 3 toward the engine.
- the fan shroud 30 has a generally panel-like member and fixed to the radiator 1 .
- the fan shroud 30 is configured to support and surround the core-cooling fans 10 .
- two core-cooling fans 10 are disposed in parallel with each other with respect to the flow of air passing through the core 2 . That is, the two core-cooling fans 10 are aligned in the direction X.
- the two core-cooling fans 10 are driven by the single motor device through a gear mechanism including the gears 14 , 15 , 16 , which will be described later.
- Each of the core-cooling fans 10 is an axial fan.
- the core-cooling fan 10 generally has a boss part 12 fixed to the rotation shaft 13 and blades 11 radially extending from the boss part 12 .
- the fan shroud 30 has ring portions each having a ring shape.
- the core-cooling fans 10 are correspondingly disposed in the ring portions of the fan shroud 30 .
- the ring portions each surround an outer periphery of the blades 11 of the core-cooling fan 10 .
- the air passage portions of the fan shroud 30 extend from an outer edge of the core 2 to the ring portions.
- the air passage portions define air passages from the rear side of the core 2 to the ring portions.
- the air passage portions are configured to efficiently conduct air, such as outside air, passing through the core 2 to the ring portions.
- Each of the core-cooling fans 10 is disposed downstream of the radiator 1 with respect to the flow of air passing through the core 2 .
- the rotation shaft 13 extends in a direction parallel to the direction Y, such as in a vehicle front and rear direction.
- the core-cooling fan 10 is rotated as the rotation shaft 13 is rotated by the driving shaft 17 , thereby to draw air from an outside of an engine compartment of the vehicle through a front grill part of the vehicle in the vehicle rearward direction toward the engine.
- the motor 19 is an electric motor, such as a ferrite d.c. motor.
- the motor 19 rotates the core-cooling fans 10 through the gear mechanism.
- the motor 19 is provided with a harness, which is electrically coupled to a battery of the vehicle through a connector or the like. Thus, electric power is supplied to an armature of the motor 19 through the harness.
- the motor 19 is disposed at an end of the driving shaft 17 and is projected outside of the radiator 1 with respect to the right and left direction. That is, the motor 19 is offset from a side of the radiator 1 by a predetermined distance in a direction opposite to the direction X. In such a configuration, a thickness of the cooling unit with respect to the front and rear direction, such as the direction Y can be reduced.
- the motor 9 is housed in a motor case 31 .
- the motor case 31 has an air inlet opening 32 and an air outlet opening 33 .
- the air inlet opening 32 is located to a side of the tank 3 of the radiator 1 and is open in the frontward direction Y.
- the air outlet opening 33 is open in the direction X, such as in a longitudinal direction of the driving shaft 17 .
- the motor case 31 can be configured such that a downstream end of the motor case 31 with respect to a flow of air in the motor case 31 constitutes a part of the air passage portion of the fan shroud 30 .
- the motor case 31 can be made of a resin, such as polypropylene, containing glass fiber, talc and the like so as to have sufficient strength.
- the motor case 31 can be integrally formed with the fan shroud 30 .
- the motor case 31 can be integrally molded with the fan shroud 30 such as by injection molding using a predetermined mold.
- the motor case 31 can be provided as an individual member.
- the motor case 31 and the fan shroud 30 are separately formed, and then the motor case 31 is fixed to the fan shroud 30 , another member mounted in the vehicle, or a part of a vehicle body.
- the driving shaft 17 extends from the motor 19 in the direction X.
- the driving shaft 17 is parallel to the core 2 and located to rear sides of the blades 11 of the core-cooling fans 10 .
- the rotation shafts 13 of the core-cooling fans 10 are provided with driven gears 14 .
- a first driving gear 15 is fixed to the driving shaft 17 , and engages with the driven gear 14 of the rotation shaft 13 of the core-cooling fan 10 , which is located closer to the motor 19 than the other fan 10 , such as, a left fan 10 in FIG. 1 .
- a second driving gear 16 is fixed to an end of the driving shaft 17 opposite to the motor 19 , and engages with the driven gear 14 of the rotation shaft 13 of the core-cooling fan 10 , which is located further from the motor 19 than the other fan 10 , such as, a right fan 10 in FIG. 1 .
- the first driving gear 15 is rotated with the driving shaft 17 , and the driven gear 14 is engaged with the first driving gear 15 .
- the driving force generated by the motor 19 is transmitted to the core-cooling fan 10 , which is located closer to the motor 19 , through the driving shaft 17 , the first driving gear 15 , the driven gear 14 , and the rotation shaft 13 .
- the second driving gear 16 is rotated with the driving shaft 17 , and the driven gear 14 is engaged with the second driving gear 16 .
- the driving force generated by the motor 19 is also transmitted to the core-cooling fan 10 , which is located further from the motor 19 , through the driving shaft 17 , the second driving gear 16 , the driven gear 14 and the rotation shaft 13 . That is, the two core-cooling fans 10 are rotated by the rotation of the driving shaft 17 through the gears 14 , 15 , 16 .
- the first and second driving gears 15 , 16 and the driven gears 14 are constructed of a bevel gear, a helical gear, and the like.
- a gear ratio of the driving gear 15 , 16 to the driven gear 14 can be arbitrarily set in a predetermined range.
- the gear ratio of the first driving gear 15 to the corresponding driven gear 14 and the gear ratio of the second driving gear 16 to the corresponding driven gear 14 can be differentiated such that the volumes of air blown the two core-cooling fans 10 are different.
- the volume of air for cooling the motor 19 and the volume of air for cooling the radiator 1 can be adjusted to have a suitable relationship by adjusting the gear ratios.
- the motor-cooling fan 20 has blades 21 and a boss part 22 including the rotation shaft 18 and supporting the blades 21 .
- the blades 21 radially extend from the boss part 22 .
- the boss part 22 is formed with the rotation shaft 18 .
- the motor-cooling fan 20 is disposed such that the rotation shaft 18 is coaxial with the driving shaft 17 .
- the motor-cooling fan 20 is an axial fan.
- the motor-cooling fan 20 can be a propeller fan.
- the rotation shaft 18 of the motor-cooling fan 20 rotates with the rotation of the driving shaft 17 .
- the motor-cooling fan 20 causes air to flow from an upstream location of the blades 21 facing the motor 19 in the direction X.
- the outside air is suctioned into the motor case 31 from the air inlet opening 32 , which is open to a side of the tank 3 .
- the suctioned air flows around the motor 19 inside of the motor case 31 and then flows out from the motor case 31 through the air outlet 33 in the direction X. As such, the motor 19 is cooled.
- the motor-cooling fan 20 and the core-cooling fans 10 are respectively rotated at predetermined gear ratios.
- cooling operation of the radiator 1 and the motor 19 are simultaneously performed.
- the number of electric components mounted in an engine compartment of the vehicle has been increased in accordance with improvement of performance of the vehicle.
- allowable spaces for mounting the components in the engine compartment tend to be reduced.
- the dimension of the cooling unit in the front and rear direction can be reduced by the above-described arrangement while improving the capacity of cooling the heat exchanger 1 and the motor 19 .
- the cooling unit includes the two core-cooling fans 10 for cooling the core 2 of the radiator 1 , the fan shroud 30 , the motor 19 , the driving shaft 17 and the motor-cooling fan 20 for cooling the motor 19 .
- the two core-cooling fans 10 are arranged in parallel with each other behind the core 2 , and generate the air passing through the core 2 for cooling the core 2 .
- the fan shroud 30 is arranged behind the core 2 and configured to conduct the air passing through the core 2 toward the downstream positions of the core-cooling fans 10 .
- the driving shaft 17 is disposed behind the core 2 and extends parallel to the core 2 .
- the driving shaft 17 is connected to the rotation shafts 13 of the core-cooling fan 10 through the gears 14 , 15 , 16 .
- the motor-cooling fan 20 is arranged such that the rotation shaft 18 thereof is coaxial with the driving shaft 17 .
- the rotation shafts 13 , 18 are rotated by the rotation of the driving shaft 17 .
- the motor-cooling fan 20 can be driven together with the core-cooling fans 10 .
- the predetermined volume of air is supplied to the motor 19 irrespective of the volume of the air supplied to the radiator 1 . Therefore, the cooling unit ensures the predetermined cooling capacity for cooling the motor 19 .
- FIGS. 2 to 5 A second embodiment will now be described with reference to FIGS. 2 to 5 .
- the motor 19 is arranged to a rear side of the radiator 1 .
- FIGS. 2 to 4 show first, second third examples of the present embodiment, respectively.
- FIG. 5 shows the motor device when viewed along the longitudinal direction of the driving shaft 17 , such as in the direction X.
- the location of the motor 19 is different from that of the first embodiment shown in FIG. 1 .
- the motor 19 is located behind the tank 3 of the radiator 1 .
- the motor 19 is located to a side of a vehicle body member 4 , such as a member supporting the radiator 1 with respect to the direction X. That is, the motor 19 is overlapped with the radiator 1 with respect to the left and right direction.
- Other structures are similar to the first embodiments, and thus the similar effects are achieved by those similar structures.
- the cooling unit has a motor case 31 A and a motor-cooling fan 20 A, in place of the motor case 31 and the motor-cooling fan 20 of the first embodiment.
- the motor 19 is housed in the motor case 31 A.
- the motor case 31 A has an air inlet opening 32 A and an air outlet opening 33 A.
- the air inlet opening 32 A is provided on a plane perpendicular to a longitudinal axis of the driving shaft 17 , and is open in the direction opposite to the direction X.
- the air inlet opening 32 A is widely open in the direction opposite to the direction X such that an axial end of the motor 19 is not covered.
- the air inlet opening 32 A is formed on an entirety of an axial end of the motor case 31 A, and has a cross-sectional area that is substantially equal to a cross-sectional area of a main part of the motor case 31 A surrounding the motor 19 .
- the air outlet opening 33 A is located to the rear side of the tank 3 and in an air-blowing region of the core-cooling fan 10 . That is, the air outlet opening 33 A is open to a downstream location of the fan 10 behind the tank 3 . Further, the air outlet opening 33 A is open in the direction X.
- the motor case 31 A can be configured such that the downstream end thereof constitutes a part of the air passage portion of the fan shroud 30 .
- the motor case 31 A can be integrally formed with the fan shroud 30 .
- the motor case 31 A can be made of a resin, such as polypropylene, containing glass fiber, talc and the like so as to have sufficient strength.
- the motor case 31 A can be an individual member. In such a case, the motor case 31 A and the fan shroud 30 are separately formed, and then the motor case 31 A can be fixed to the fan shroud 30 , another member mounted in the vehicle, or a part of the vehicle body.
- the motor-cooling fan 20 A has a rotation shaft 18 disposed to be coaxial with the driving shaft 17 , similar to the rotation shaft 18 of the first embodiment.
- the motor 19 is located immediately behind the tank 3 of the radiator 1 , and the motor-cooling fan 20 A is offset from the tank 3 , such as in the direction X. Therefore, a diameter of the motor-cooling fan 20 A including blades 21 A and a boss part 22 A can be increased greater than a diameter of the motor-cooling fan 20 of the first embodiment.
- the diameter of the motor-cooling fan 20 A can be increased to be equal to a dimension of the motor 19 in the front and rear direction. As such, the volume of air generated by the motor-cooling fan 20 A is increased, and thus cooling capacity for cooling the motor 19 improves.
- Other structures of the first example of the second embodiment are similar to the first embodiment, and thus the similar effects are achieved.
- the motor 19 is arranged behind the tank 3 of the radiator 1 , similar to the first example shown in FIG. 2 .
- the motor 19 and the motor-cooling fan 20 A are housed in a motor case 31 B, in place of the motor case 31 A.
- the motor case 31 B has an air inlet opening 32 B at a similar location as the air inlet opening 32 A of the motor case 31 A.
- the motor case 31 B has an air outlet opening 33 B at a location different from the air outlet opening 33 A of the motor case 31 A.
- Other structures of the second example shown in FIG. 3 are similar to the first embodiment, and thus the similar effects are achieved by those similar structures.
- the air outlet opening 33 B is located more to a front position than the blades 11 of the core-cooling fan 10 with respect to the front and rear direction.
- the air outlet opening 33 B is located in a negative pressure region, that is, in an air suctioning region of the core-cooling fan 10 .
- a suction force generated by the core-cooling fan 10 is also exerted to the air inside of the motor case 31 B. Accordingly, the air blown by the motor-cooling fan 20 A can be drawn to the negative pressure region of the core-cooling fan 10 and further conducted to the downstream location of the core-cooling fans 10 , with the air passing through the core 2 of the radiator 1 in the rearward direction, by means of the core-cooling fan 10 . Because the volume of air flowing around the motor 19 can be further increased by the suction force of the core-cooling fan 10 , the cooling capacity for cooling the motor 19 is further improved.
- the motor case 31 B is configured such that a downstream portion thereof downstream of the motor 19 constitutes a part of the air passage portion of the fan shroud 30 .
- the air outlet opening 33 B is disposed to open to the inside of the fan shroud 30 , particularly, to open to the air passage portion of the fan shroud 30 .
- the air inlet opening 32 B is widely open on a side of the motor case 31 B such that the entirety of the axial end of the motor 19 facing the direction opposite to the direction X is not covered.
- the air outlet opening 33 B is located at the downstream portion of the motor case 31 B constituting the part of the air passage portion of the fan shroud 30 to allow communication between the inside of the motor case 31 B and the negative pressure region of the fan shroud 30 .
- the air inlet opening 32 B and the air outlet opening 33 B As the motor-cooling fan 20 A is rotated by rotation of the driving shaft 17 , the air is suctioned to the inside of the motor case 31 B from the air inlet opening 32 B. The air flows around the entire circumference of the motor 19 and toward a downstream location of the motor-cooling fan 20 A. Further, the air flows in the frontward direction toward the air outlet opening 33 B and then flows out from the air outlet opening 33 B to the negative pressure region of the core-cooling fan 10 .
- the air inlet opening 32 B since the air inlet opening 32 B is widely open, the air flows to surround the motor 19 inside of the motor case 31 B. Inside of the motor case 31 B, a part of the air flows along a rear surface of the motor 19 . The part of the air further moves to a front side of the motor 19 and flows along a front surface of the motor 19 while flowing toward the air outlet opening 33 B. Therefore, the distance of the airflow path within the motor case 31 B is increased. An entire outer surface of the motor 19 is efficiently cooled.
- the motor case 31 B can be integrally formed with the fan shroud 30 , similar to the motor case 31 of the first embodiment.
- the motor case 31 B is formed of a resin, such as polypropylene, containing glass fiber, talc, and the like so as to have sufficient strength.
- the motor case 31 B and the fan shroud 30 can be separately formed.
- the motor case 31 B is fixed to the fan shroud 30 , another member mounted in the vehicle, or a part of the vehicle body.
- the motor case 31 B is modified to a motor case 31 C.
- the motor case 31 C has two air outlet openings, such as a first air outlet opening 33 C and a second air outlet opening 34 C.
- Other structures are similar to the second example shown in FIG. 3 , and thus the similar effects are achieved by those similar structures.
- the first air outlet opening 33 C is similar to the air outlet opening 33 B of the second example shown in FIG. 3 .
- the first air outlet opening 33 C is located more to a front position than the blades 11 of the core-cooling fan 10 .
- the first air outlet opening 33 C is open to the negative pressure region of the core-cooling fan 10 .
- the second air outlet opening 34 C is located at the downstream portion of the motor case 31 C and more to a rear position than the driving shaft 17 .
- the motor case 31 C is configured to constitute a part of the air passage portion of the fan shroud 30 .
- the first air outlet opening 33 C is open to the inside of the fan shroud 30 , particularly, open to the air passage portion of the fan shroud 30 .
- the motor case 31 C has an air inlet opening 32 C, similar to the air inlet opening 32 A of the first example shown in FIG. 2 .
- the first and second air outlet openings 33 C, 34 C can be connected to each other. That is, the first and second air outlet openings 33 C, 34 C can be provided by a single opening.
- the first and second air outlet openings 33 C, 34 C can be provided by at least one opening provided on a side wall of the motor case 31 C, the side wall facing in the direction X.
- the air suctioned inside of the motor case 31 C from the air inlet opening 32 C is divided into a first path P 1 and a second path P 2 , the first path P 1 passing along a front outer surface of the motor 19 and communicating with the negative pressure region of the core-cooling fan 10 through the first air outlet opening 33 C, and the second path P 2 passing along a rear outer surface of the motor 19 and communicating with the downstream region of the core-cooling fan 10 through the second air outlet opening 34 C.
- the volume of air generated by the core-cooling fan 10 when the volume of air generated by the core-cooling fan 10 is large, the volume of air passing through the first path P 1 can be effectively increased by means of the suction force of the core-cooling fan 10 .
- the volume of air cooling the motor 19 can be ensured by the suction force of the motor-cooling fan 20 A without largely relying on the suction force of the core-cooling fan 10 . In the third example, therefore, the cooling capacity for cooling the motor 19 is stably ensured.
- the motor case 31 C can be integrally formed with the fan shroud 30 , similar to the motor case 31 .
- the motor case 31 C can be formed of a resin material, such as polypropylene, containing glass fiber talc and the like so as to have sufficient strength.
- the motor case 31 C and the fan shroud 30 can be separately formed. In such a case, the motor case 31 C can be fixed to the fan shroud 30 , another member mounted in the vehicle, or a part of the vehicle body.
- a dimension of the cooling unit with respect to the right and left direction is reduced by the above configuration. Therefore, the dimension of the core 2 in the right and left direction can be increased as much as possible within an allowed space. Accordingly, in addition to the improvement of the motor cooling capacity, the cooling capacity of the radiator 1 can be improved.
- the cooling unit of the present embodiment will be effectively used in a case where the space for the cooling unit is limited in the right and left direction, but relatively allowed in the front and rear direction.
- the air suctioned inside of the motor case 31 A, 31 B, 31 C from the air suction opening 32 A, 32 B, 32 C flows through the entire circumference of the motor 19 . Therefore, the cooling effect for cooling the motor 19 further improves.
- the cooling unit has a centrifugal motor-cooling fan 20 B, in place of the axial fan.
- Structures other than the motor-cooling fan 20 B are similar to the structures of the second example of the second embodiment shown in FIG. 3 , and thus the similar effects are achieved by those similar structures.
- the motor-cooling fan 20 B is a centrifugal fan having a boss part 22 B and blades 21 B.
- the boss part 22 B is formed with the rotation shaft 18 , and the rotation shaft 18 is disposed to be coaxial with the driving shaft 17 .
- the blades 21 B are arranged around the boss part 22 B across a predetermined distance in the radial direction.
- the motor-cooling fan 20 B has a generally disc-like shape with a predetermined diameter and a predetermined axial dimension.
- the motor-cooling fan 20 B is, for example, a sirocco fan or a turbo fan.
- pressure loss is likely to increase in a case where a path of cooling air for cooling the motor 19 is complex, a passage area of the path of the cooling air is small, and/or a space downstream of the fan is small. Even in such a case, the volume of air for cooling the motor 19 is ensured by employing the centrifugal fan.
- the rotation shaft 18 of the motor-cooling fan 20 B is rotated with the rotation of the driving shaft 17 .
- the air outside of the cooling unit is suctioned in the motor case 31 B from the air inlet opening 32 B with the rotation of the motor-cooling fan 20 B.
- the air is suctioned to a radially inner space of the motor-cooling fan 20 B in the direction X from an air suction port thereof, which is provided at a middle of an axial end of the centrifugal fan 20 B and faces the motor 19 .
- the air is then blown out in a centrifugal direction, such as in a radial direction, through the blades 21 B.
- the air is further introduced to the negative pressure region of the core-cooling fan 10 through the air outlet opening 33 B.
- the air inside of the motor case 31 B receives the suction force of the core-cooling fan 10 , in addition to the suction force of the motor-cooling fan 20 B.
- the air flowing out of the motor case 31 B is introduced to the downstream position of the core-cooling fans 10 with the air passing through the core 2 in the rearward direction. Therefore, even if the pressure loss in the air path for cooling the motor 19 is large, the volume of air for cooling the motor 19 is ensured. Further, the volume of air for cooling the motor 19 is increased by means of the suction force generated by the core-cooling fan 10 . As such, the capacity of cooling the motor 19 further improves.
- FIG. 8 shows an internal structure of a motor case 31 D for explaining airflow therein, when viewed in the direction X.
- FIG. 9 shows a back view of the motor case 31 D, when viewed in the direction Y.
- the direction Z corresponds to an upward direction of the cooling unit, such as a direction perpendicular to a paper surface of FIG. 7 .
- the motor 19 and the control device 40 are housed in the motor case 31 D. Inside of the motor case 31 D, a separation wall 35 is provided between the motor 19 and the control device 40 .
- the control device 40 serves to control an operation of the motor 19 .
- the control device 40 includes a control circuit board, electric components and heat radiation fins 41 .
- the heat radiation fins 41 are exposed to the air passage inside of the motor case 31 D for radiating heat.
- the separation wall 35 is disposed above the motor 19 and under the control device 40 .
- the motor case 31 D is configured such as a first side wall thereof facing the core-cooling fan 10 constitutes a part of the air passage portion of the fan shroud 30 .
- the motor case 31 D has an air inlet opening 32 D for introducing the air outside of the cooling unit into the motor case 31 D, and first and second air outlet openings 33 D, 34 D for discharging the air from the motor case 31 D.
- the air inlet opening 32 D is provided on an upper portion of a second side wall of the motor case 31 D, the second side wall being opposite to the driving shaft 17 .
- the air inlet opening 32 D is open to the direction opposite to the direction X.
- the first air outlet opening 33 D is provided in the first side wall, which forms the downstream portion of the motor case 31 D.
- the first air outlet opening 33 D is provided to allow communication between the inside of the motor case 31 D and the negative pressure region of the core-cooling fan 10 , that is, the front area of the core-cooling fan 10 .
- the first air outlet 33 D is provided to open to the inside of the fan shroud 30 , particularly, to the air passage portion of the fan shroud 30 .
- the second air outlet opening 34 D is located at a rear portion of the motor case 31 D.
- the second air outlet opening 34 D is located more to a rear position than the driving shaft 17 .
- the air outside of the motor case 31 D is suctioned to the inside of the motor case 31 D from the air inlet opening 32 D when the motor-cooling fan 20 A is operated.
- the suctioned air flows in the rearward direction. While flowing along the fins 41 , which extend in the direction X, the suctioned air cools the control device 40 . Then, the air collides with the rear wall of the motor case 31 D and thus flows downwardly. The air flows around the motor 19 and further flows toward the downstream location of the motor-cooling fan 20 A.
- the air flows out from the motor case 31 D through the first and second air outlet openings 33 D, 34 D.
- the air flowing out from the first air outlet opening 33 D is blown out to the negative pressure region of the core-cooling fan 10 .
- the air flowing out from the second air outlet opening 34 D is blown out to the downstream location of the core-cooling fan 10 .
- the motor case 31 D can be made of a resin material, such as polypropylene, containing glass fiber, talc, and the like so as to have sufficient strength.
- the motor case 31 D can be integrally formed with the fan shroud 30 .
- the motor case 31 D can be formed separately from the fan shroud 30 . In such a case, the motor case 31 D is fixed to the fan shroud 30 , another member mounted in the vehicle, or a par of the vehicle body.
- the air inlet opening 32 D is formed at a part of the second side wall of the motor case 31 D and is smaller than the air inlet opening 32 A, 32 B, 32 C of the second embodiment.
- the separation wall 35 is provided inside of the motor case 31 D to separate a first space 36 where the control device 40 is arranged from a second space 37 where the motor 19 is arranged.
- the air suctioned from the air inlet opening 32 D first flows in the first space 36 .
- the air flows around the control device 40 .
- the air enters the second space 37 and flows around the motor 19 .
- the air flows out from the motor case 31 D from the first and second air outlet openings 33 D, 34 D.
- the separation wall 35 forms an opening for allowing communication between the first space 36 and the second space 37 with the rear wall of the motor case 31 D, as shown in FIG. 8 .
- the air inlet opening 32 D is formed at a part of the second side wall of the motor case 31 D, the velocity of air supplied to the control device 40 is increased. As such, the cooling effect further improves.
- the control device 40 is located upstream of the motor 19 with respect to the flow of air. Therefore, the control device 40 can be cooled prior to the motor 19 .
- the rotation shaft 18 of the motor-cooling fan 20 A is coupled to a rotation shaft 17 a of the motor device through a joint 50 .
- the cooling unit of the present embodiment is similar to the cooling unit of the second embodiment, except that the motor device has a first shaft part 17 a and a second shaft part 17 b , in place of the driving shaft 17 , and the first shaft part 17 a is coupled to the rotation shaft 18 of the motor-cooling fan 20 A through the joint 50 .
- the effects similar to the second embodiment are achieved by the similar structures.
- the joint 50 is not limited to one embodiment, but can have any joint structure capable of coaxially connecting the first shaft part 17 a and the rotation shaft 18 .
- the joint 50 can be constructed of a motor-side gear fixed to the first shaft part 17 a and a fan-side gear fixed to the rotation shaft 18 of the motor-cooling fan 20 A. The motor-side gear and the fan-side gear are engaged with each other, thereby to connect the first shaft part 17 a to the rotation shaft 18 .
- the first driving gear 15 and the second driving gear 16 are fixed to the second shaft part 17 b .
- the second shaft part 17 b extends parallel to the core 2 , similar to the driving shaft 17 .
- the shaft 17 b , the rotation shaft 18 of the motor-cooling fan 20 A, and the first shaft part 17 a are coaxially aligned.
- the cooling unit has a motor-cooling fan 20 C into which a joint 60 is integrated, in place of the joint 50 of the fifth embodiment.
- Other structures of the cooling unit are similar to the above embodiments.
- the motor-cooling fan 20 C has a boss part 22 C and blades 21 C radially extending from the boss part 22 C.
- the boss part 22 C includes an external gear member 61 and an internal gear member 65 .
- the external gear member 61 is disposed closer to the first shaft part 17 a than the internal gear member 65 , and is formed with the rotation shaft 18 at its center.
- the internal gear member 65 is disposed on an outer side of the external gear member 61 and is engaged with the external gear member 61 . That is, the boss part 22 C is constructed of the external gear member 61 and the internal gear member 65 .
- the external gear member 61 includes a disc portion 62 and external teeth 63 projecting from an outer circumference of the disc portion 62 in a radial outward direction.
- the external teeth 63 are arranged at equal intervals along the circumference of the disc portion 62 .
- the external gear member 61 has eight external teeth 63 .
- the disc portion 62 is integrally connected to the first shaft part 17 a at its center.
- the internal gear member 65 includes a cylindrical portion 68 and internal teeth 67 .
- the cylindrical portion 68 has an end wall, and an end of the shaft 17 b carrying the first and second driving gears 15 , 16 is integrally connected to a center of the end wall.
- the internal teeth 67 project from an inner surface of the cylindrical portion 68 in a radially inward direction.
- the internal teeth 67 are arranged at equal intervals in a circumferential direction.
- the internal gear member 65 has eight internal teeth 67 .
- the blades 21 C extends from an outer surface of the cylindrical portion 68 .
- the internal teeth 67 of the internal gear member 65 are arranged to correspond to grooves between the external teeth 63 of the disc portion 62 of the external gear member 61 .
- the internal teeth 67 are capable of contacting the outer surface of the disc portion 62 between the external teeth 63 .
- the external teeth 63 of the external gear member 61 are arranged to correspond to grooves between the internal teeth 67 of the cylindrical portion 68 .
- the external teeth 63 are capable of contacting the inner surface of the cylindrical portion 68 between the internal teeth 67 .
- the joint 60 is integrated into the motor-cooling fan 20 C, particularly, into the boss part 22 C.
- the motor-cooling fan 20 C having the joint 60 is formed of a resin material such as by injection molding using a predetermined die.
- the joint 60 is, for example, made of polypropylene, nylon or the like, containing glass fiber, talc and the like so as to have sufficient strength.
- the structure of the shaft and the joint 60 of the present embodiment can be employed in the cooling units of the above-described embodiments.
- the cooling unit has the joint 60 coaxially connecting the second shaft part 17 b , which is connected to the rotation shafts 13 of the core-cooling fans 10 through the gears 14 , 15 , 16 , and the first shaft part 17 a directly connected to the motor 19 .
- the joint 60 is integrally formed into the motor-cooling fan 20 C.
- the size of the cooling unit in the longitudinal direction of the shafts 17 a , 17 b , 18 can be reduced, and axial displacements of the shafts 17 a , 17 b , 18 are reduced. Further, the entire size of the cooling unit is reduced. In addition, the number of component parts and the number of assembling steps are reduced. Since the joint 60 is integrally formed with the boss part 22 C of the motor-cooling fan 20 C, arrangement spaces and manufacturing costs are reduced.
- the fan shroud 30 is made of resin.
- the fan shroud 30 can be made of a metal.
- the fan shroud 30 can be made by pressing using a die, welding, and the like.
- the motor-cooling fans 20 , 20 A, 20 B, 20 C are disposed downstream of the motor 19 with respect to the flow of air.
- the motor-cooling fans 20 , 20 A, 20 B, 20 C can be disposed upstream of the motor 19 .
- the number of the core-cooling fans 10 is not limited to two.
- the fan shroud 30 can be configured to support one core-cooling fan 10 or three or more core-cooling fans 10 .
- each of the core-cooling fans (blowers) 10 includes the single fan with respect to the front and rear direction.
- the core-cooling fan 10 can be constructed of a contra-rotating blower in which two fans are aligned in the front and rear direction and rotated in contra-directions.
- the contra-rotating blower has high fan efficiency.
- the rotation shafts of the fans are aligned in the front and rear direction and coupled to the driving shaft 17 through gears.
- the fan shroud 30 and the radiator 1 can be fixed in various ways, such as by screws, clips, brackets, and the like.
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Abstract
A cooling unit includes a motor, a driving shaft, a first fan, a second fan, and a fan shroud. The driving shaft extends from the motor and is disposed parallel to a core of a heat exchanger. The first fan is disposed to oppose the core for generating air for cooling the core. The first fan has a first rotation shaft connected to the driving shaft through a gear such that the first fan is rotated by the driving shaft. The fan shroud is configured to support the first fan and conduct the air from the core to the first fan. The second fan has a second rotation shaft disposed coaxial with the driving shaft and rotatable with the driving shaft. The second fan is rotated by the driving shaft when the first fan is rotated, thereby to supply the motor with air for cooling the motor.
Description
- This application is based on Japanese Patent Application No. 2007-335909 filed on Dec. 27, 2007, the disclosure of which is incorporated herein by reference.
- The present invention relates to a cooling unit having a fan driven by a motor through a gear mechanism, which is, for example, used for generating air for cooling a heat exchanger, such as a radiator of a vehicle.
- A cooling unit having fans driven by a single motor through a gear-driving mechanism is, for example, described in Japanese Unexamined Patent Application Publication No. 2006-145177. In the described cooling unit, the fans are arranged in parallel with each other behind a core of a heat exchanger. The fans generate air for cooling the core when rotated. The motor has a driving shaft extending parallel to the core. The driving shaft is connected to rotation shafts of the fans through gears, so that the fans are rotated by rotation of the driving shaft.
- The described cooling unit further has a fan shroud disposed adjacent to the motor and surrounding outer peripheries of the fans. The fan shroud is formed with through holes, and the driving shaft passes through the through holes. When the fans are rotated by the driving shaft through the gears, air around the motor is conducted to negative pressure sides of the fans through the through holes of the fan shroud while flowing around the motor, and hence the motor is cooled.
- In such a cooling unit, the motor is cooled by air caused by negative pressure of the fans. However, when the amount of air generated by the fans is small, it is difficult to rely on the effect of the negative pressure. That is, because the fans are originally provided for cooling the core, it is difficult to normally and stably supply the motor with air for cooling the motor. If the amount of air for supplied to the motor is increased, it will be difficult to maintain the capacity of cooling the core.
- The present invention is made in view of the foregoing matter, and it is an object of the present invention to provide a cooling unit having a fan driven by a motor through a gear, which is capable of stably providing the motor with cooling air.
- According to an aspect of the present invention, a cooling unit includes a motor, a driving shaft, a first fan, a second fan, and a fan shroud. The driving shaft extends from the motor and is disposed parallel to a core of a heat exchanger. The first fan is opposed to the core for generating the air for cooling the core. The first fan has a first rotation shaft connected to the driving shaft through a gear to be rotated by the driving shaft. The fan shroud supports the first fan and is configured to conduct the air from the core toward the first fan. The second fan has a second rotation shaft and is configured to generate air for cooling the motor. The second rotation shaft is disposed coaxial with the driving shaft and rotatable with the driving shaft such that the second fan is rotated by the driving shaft when the first fan is rotated.
- In such a construction, the second fan is coaxially coupled to the driving shaft for driving the first fan. Therefore, since the second fan is rotated by the driving shaft together with the first fan, a predetermined volume of air can be supplied to the body by the second fan, irrespective of the volume of air supplied to the heat exchanger. The capacity of cooling the motor improves.
- Other objects, features and advantages of the present invention will become more apparent from the following detailed description made with reference to the accompanying drawings, in which like parts are designated by like reference numbers and in which:
-
FIG. 1 is a schematic cross-sectional view of a cooling unit, when viewed from a top, according to a first embodiment of the present invention; -
FIG. 2 is a schematic cross-sectional view of a cooling unit according to a first example of a second embodiment of the present invention; -
FIG. 3 is a schematic cross-sectional view of a cooling unit according to a second example of the second embodiment; -
FIG. 4 is a schematic cross-sectional view of a cooling unit according to a third example of the second embodiment; -
FIG. 5 is an end view of a motor of a cooling unit, when viewed along a longitudinal axis of a driving shaft, according to the second embodiment; -
FIG. 6 is a schematic cross-sectional view of a cooling unit according to a third embodiment of the present invention; -
FIG. 7 is a schematic cross-sectional view of a cooling unit according to a fourth embodiment of the present invention; -
FIG. 8 is a schematic side view of a motor of the cooling unit, when viewed along a longitudinal axis of a driving shaft, according to the fourth embodiment; -
FIG. 9 is a back view of the motor according to the fourth embodiment; -
FIG. 10 is a schematic cross-sectional view of a cooling unit according to a fifth embodiment of the present invention; -
FIG. 11 is a schematic cross-sectional view of a joint integrated into a boss part of a motor-cooling fan of a cooling unit according to a sixth embodiment of the present invention; -
FIG. 12 is a plan view of an external gear of the joint according to the sixth embodiment; -
FIG. 13 is a side view of the external gear, partly including a cross-section, when viewed along an arrow XIII inFIG. 12 ; -
FIG. 14 is a plan view of an internal gear of the joint according to the sixth embodiment; and -
FIG. 15 is a side view of the internal gear, partly including a cross-section, when viewed along an arrow XV inFIG. 14 . - Exemplary embodiments of the present invention will now be described with reference to the accompanying drawings. Like parts are designated by like reference numbers, and a description thereof is not repeated. In the drawings, an arrow X denotes one direction parallel to a
core 2 of aheat exchanger 1. The direction X corresponds to a width direction of a cooling unit, which corresponds to a left and right direction of a vehicle. An arrow Y denotes a direction parallel to axes of fans for cooling thecore 2. The direction Y is a frontward direction of the cooling unit, which corresponds to a frontward direction of the vehicle. - The cooling unit of the present embodiment generally includes
first fans 10, afan shroud 30, a motor device, and asecond fan 20. Thefans 10 are located to a rear side of thecore 2 of theheat exchanger 1 of a vehicle, such as theradiator 1, and mainly generate air passing through thecore 2, thereby to cool thecore 2. Thus, thefans 10 are hereinafter also referred to as the core-cooling fans 10. Thefan shroud 30 is located to the rear side of thecore 2 and supports the core-cooling fans 10. Thefan shroud 30 has air passage portions having a generally tubular shape for conducting the air passing through thecore 2 to the core-cooling fans 10 in a direction opposite to the direction Y. - The core-
cooling fans 10 haverotation shafts 13 driven by the motor device. The motor device has amotor 19 for generating a driving force and adriving shaft 17 connected to therotation shafts 13 of the core-cooling fans 10 throughgears cooling fans 10. Thesecond fan 20 has arotation shaft 18 that is coaxial with thedriving shaft 17 of the motor device. Thedriving shaft 18 is rotated in accordance with the rotation of thedriving shaft 17 so that thesecond fan 20 generates air for cooling themotor 19. Hereinafter, thesecond fan 20 is also referred to as the motor-cooling fan 20. - The
radiator 1 serves to cool an internal fluid, such as an engine coolant. Theradiator 1 generally includes thecore 2, first andsecond tanks 3 and reinforcement members for reinforcing thecore 2. Thecore 2 includes tubes through which the engine coolant flows and fins disposed between the tubes. The first andsecond tanks 3 are connected to opposite ends of the tubes. Thefirst tank 3 serves to distribute the engine coolant into the tubes and thesecond tank 3 serves to collect the engine coolant from the tubes. - Further, an inlet pipe that is in communication with a radiator circuit through which the engine coolant circulates is coupled to the
first tank 3 for introducing the engine coolant into thefirst tank 3. An outlet pipe that is in communication with the radiator circuit is coupled to thesecond tank 3 for introducing the engine coolant, which has passed through theradiator 1, from thesecond tank 3 into the radiator circuit. The inlet pipe and the outlet pipe extend from a rear side of thefirst tank 3 toward the engine. - The
fan shroud 30 has a generally panel-like member and fixed to theradiator 1. Thefan shroud 30 is configured to support and surround the core-coolingfans 10. In the present embodiment, two core-coolingfans 10 are disposed in parallel with each other with respect to the flow of air passing through thecore 2. That is, the two core-coolingfans 10 are aligned in the direction X. The two core-coolingfans 10 are driven by the single motor device through a gear mechanism including thegears - Each of the core-cooling
fans 10 is an axial fan. The core-coolingfan 10 generally has aboss part 12 fixed to therotation shaft 13 andblades 11 radially extending from theboss part 12. - The
fan shroud 30 has ring portions each having a ring shape. The core-coolingfans 10 are correspondingly disposed in the ring portions of thefan shroud 30. In other words, the ring portions each surround an outer periphery of theblades 11 of the core-coolingfan 10. The air passage portions of thefan shroud 30 extend from an outer edge of thecore 2 to the ring portions. The air passage portions define air passages from the rear side of thecore 2 to the ring portions. The air passage portions are configured to efficiently conduct air, such as outside air, passing through thecore 2 to the ring portions. - Each of the core-cooling
fans 10 is disposed downstream of theradiator 1 with respect to the flow of air passing through thecore 2. Therotation shaft 13 extends in a direction parallel to the direction Y, such as in a vehicle front and rear direction. The core-coolingfan 10 is rotated as therotation shaft 13 is rotated by the drivingshaft 17, thereby to draw air from an outside of an engine compartment of the vehicle through a front grill part of the vehicle in the vehicle rearward direction toward the engine. - The
motor 19 is an electric motor, such as a ferrite d.c. motor. Themotor 19 rotates the core-coolingfans 10 through the gear mechanism. Themotor 19 is provided with a harness, which is electrically coupled to a battery of the vehicle through a connector or the like. Thus, electric power is supplied to an armature of themotor 19 through the harness. - The
motor 19 is disposed at an end of the drivingshaft 17 and is projected outside of theradiator 1 with respect to the right and left direction. That is, themotor 19 is offset from a side of theradiator 1 by a predetermined distance in a direction opposite to the direction X. In such a configuration, a thickness of the cooling unit with respect to the front and rear direction, such as the direction Y can be reduced. - The motor 9 is housed in a
motor case 31. Themotor case 31 has anair inlet opening 32 and anair outlet opening 33. Theair inlet opening 32 is located to a side of thetank 3 of theradiator 1 and is open in the frontward direction Y. Theair outlet opening 33 is open in the direction X, such as in a longitudinal direction of the drivingshaft 17. For example, themotor case 31 can be configured such that a downstream end of themotor case 31 with respect to a flow of air in themotor case 31 constitutes a part of the air passage portion of thefan shroud 30. - The
motor case 31 can be made of a resin, such as polypropylene, containing glass fiber, talc and the like so as to have sufficient strength. Themotor case 31 can be integrally formed with thefan shroud 30. For example, themotor case 31 can be integrally molded with thefan shroud 30 such as by injection molding using a predetermined mold. - Alternatively, the
motor case 31 can be provided as an individual member. In such a case, themotor case 31 and thefan shroud 30 are separately formed, and then themotor case 31 is fixed to thefan shroud 30, another member mounted in the vehicle, or a part of a vehicle body. - The driving
shaft 17 extends from themotor 19 in the direction X. The drivingshaft 17 is parallel to thecore 2 and located to rear sides of theblades 11 of the core-coolingfans 10. Therotation shafts 13 of the core-coolingfans 10 are provided with driven gears 14. Afirst driving gear 15 is fixed to the drivingshaft 17, and engages with the drivengear 14 of therotation shaft 13 of the core-coolingfan 10, which is located closer to themotor 19 than theother fan 10, such as, aleft fan 10 inFIG. 1 . Asecond driving gear 16 is fixed to an end of the drivingshaft 17 opposite to themotor 19, and engages with the drivengear 14 of therotation shaft 13 of the core-coolingfan 10, which is located further from themotor 19 than theother fan 10, such as, aright fan 10 inFIG. 1 . - The
first driving gear 15 is rotated with the drivingshaft 17, and the drivengear 14 is engaged with thefirst driving gear 15. Thus, the driving force generated by themotor 19 is transmitted to the core-coolingfan 10, which is located closer to themotor 19, through the drivingshaft 17, thefirst driving gear 15, the drivengear 14, and therotation shaft 13. Likewise, thesecond driving gear 16 is rotated with the drivingshaft 17, and the drivengear 14 is engaged with thesecond driving gear 16. Thus, the driving force generated by themotor 19 is also transmitted to the core-coolingfan 10, which is located further from themotor 19, through the drivingshaft 17, thesecond driving gear 16, the drivengear 14 and therotation shaft 13. That is, the two core-coolingfans 10 are rotated by the rotation of the drivingshaft 17 through thegears - For example, the first and second driving gears 15, 16 and the driven gears 14 are constructed of a bevel gear, a helical gear, and the like. A gear ratio of the
driving gear gear 14 can be arbitrarily set in a predetermined range. The gear ratio of thefirst driving gear 15 to the corresponding drivengear 14 and the gear ratio of thesecond driving gear 16 to the corresponding drivengear 14 can be differentiated such that the volumes of air blown the two core-coolingfans 10 are different. Also, the volume of air for cooling themotor 19 and the volume of air for cooling theradiator 1 can be adjusted to have a suitable relationship by adjusting the gear ratios. - The motor-cooling
fan 20 hasblades 21 and aboss part 22 including therotation shaft 18 and supporting theblades 21. Theblades 21 radially extend from theboss part 22. Theboss part 22 is formed with therotation shaft 18. The motor-coolingfan 20 is disposed such that therotation shaft 18 is coaxial with the drivingshaft 17. In the present embodiment, the motor-coolingfan 20 is an axial fan. For example, the motor-coolingfan 20 can be a propeller fan. - The
rotation shaft 18 of the motor-coolingfan 20 rotates with the rotation of the drivingshaft 17. When rotated, the motor-coolingfan 20 causes air to flow from an upstream location of theblades 21 facing themotor 19 in the direction X. As such, the outside air is suctioned into themotor case 31 from theair inlet opening 32, which is open to a side of thetank 3. The suctioned air flows around themotor 19 inside of themotor case 31 and then flows out from themotor case 31 through theair outlet 33 in the direction X. As such, themotor 19 is cooled. - That is, as the driving
shaft 17 rotates, the motor-coolingfan 20 and the core-coolingfans 10 are respectively rotated at predetermined gear ratios. Thus, cooling operation of theradiator 1 and themotor 19 are simultaneously performed. - Recently, the number of electric components mounted in an engine compartment of the vehicle has been increased in accordance with improvement of performance of the vehicle. On the other hand, it has been required to reduce the size of vehicle. As such, allowable spaces for mounting the components in the engine compartment tend to be reduced. With this, it is required to reduce the size of the cooling unit as small as possible. In the present embodiment, the dimension of the cooling unit in the front and rear direction can be reduced by the above-described arrangement while improving the capacity of cooling the
heat exchanger 1 and themotor 19. - In the present embodiment, the cooling unit includes the two core-cooling
fans 10 for cooling thecore 2 of theradiator 1, thefan shroud 30, themotor 19, the drivingshaft 17 and the motor-coolingfan 20 for cooling themotor 19. The two core-coolingfans 10 are arranged in parallel with each other behind thecore 2, and generate the air passing through thecore 2 for cooling thecore 2. Thefan shroud 30 is arranged behind thecore 2 and configured to conduct the air passing through thecore 2 toward the downstream positions of the core-coolingfans 10. The drivingshaft 17 is disposed behind thecore 2 and extends parallel to thecore 2. The drivingshaft 17 is connected to therotation shafts 13 of the core-coolingfan 10 through thegears fan 20 is arranged such that therotation shaft 18 thereof is coaxial with the drivingshaft 17. Therotation shafts shaft 17. - Accordingly, the motor-cooling
fan 20 can be driven together with the core-coolingfans 10. The predetermined volume of air is supplied to themotor 19 irrespective of the volume of the air supplied to theradiator 1. Therefore, the cooling unit ensures the predetermined cooling capacity for cooling themotor 19. - A second embodiment will now be described with reference to
FIGS. 2 to 5 . In the present embodiment, themotor 19 is arranged to a rear side of theradiator 1.FIGS. 2 to 4 show first, second third examples of the present embodiment, respectively.FIG. 5 shows the motor device when viewed along the longitudinal direction of the drivingshaft 17, such as in the direction X. - In the first example of the present embodiment shown in
FIG. 2 , the location of themotor 19 is different from that of the first embodiment shown inFIG. 1 . Specifically, themotor 19 is located behind thetank 3 of theradiator 1. Also, themotor 19 is located to a side of a vehicle body member 4, such as a member supporting theradiator 1 with respect to the direction X. That is, themotor 19 is overlapped with theradiator 1 with respect to the left and right direction. Other structures are similar to the first embodiments, and thus the similar effects are achieved by those similar structures. - In the first example of the second embodiment, the cooling unit has a
motor case 31A and a motor-coolingfan 20A, in place of themotor case 31 and the motor-coolingfan 20 of the first embodiment. - The
motor 19 is housed in themotor case 31A. Themotor case 31A has anair inlet opening 32A and anair outlet opening 33A. Theair inlet opening 32A is provided on a plane perpendicular to a longitudinal axis of the drivingshaft 17, and is open in the direction opposite to the direction X. Theair inlet opening 32A is widely open in the direction opposite to the direction X such that an axial end of themotor 19 is not covered. For example, theair inlet opening 32A is formed on an entirety of an axial end of themotor case 31A, and has a cross-sectional area that is substantially equal to a cross-sectional area of a main part of themotor case 31A surrounding themotor 19. Theair outlet opening 33A is located to the rear side of thetank 3 and in an air-blowing region of the core-coolingfan 10. That is, theair outlet opening 33A is open to a downstream location of thefan 10 behind thetank 3. Further, theair outlet opening 33A is open in the direction X. - The
motor case 31A can be configured such that the downstream end thereof constitutes a part of the air passage portion of thefan shroud 30. Themotor case 31A can be integrally formed with thefan shroud 30. In such a case, themotor case 31A can be made of a resin, such as polypropylene, containing glass fiber, talc and the like so as to have sufficient strength. Alternatively, themotor case 31A can be an individual member. In such a case, themotor case 31A and thefan shroud 30 are separately formed, and then themotor case 31A can be fixed to thefan shroud 30, another member mounted in the vehicle, or a part of the vehicle body. - The motor-cooling
fan 20A has arotation shaft 18 disposed to be coaxial with the drivingshaft 17, similar to therotation shaft 18 of the first embodiment. In the first example of the present embodiment, themotor 19 is located immediately behind thetank 3 of theradiator 1, and the motor-coolingfan 20A is offset from thetank 3, such as in the direction X. Therefore, a diameter of the motor-coolingfan 20 A including blades 21A and aboss part 22A can be increased greater than a diameter of the motor-coolingfan 20 of the first embodiment. For example, the diameter of the motor-coolingfan 20A can be increased to be equal to a dimension of themotor 19 in the front and rear direction. As such, the volume of air generated by the motor-coolingfan 20A is increased, and thus cooling capacity for cooling themotor 19 improves. Other structures of the first example of the second embodiment are similar to the first embodiment, and thus the similar effects are achieved. - In the second example of the present embodiment shown in
FIG. 3 , themotor 19 is arranged behind thetank 3 of theradiator 1, similar to the first example shown inFIG. 2 . Themotor 19 and the motor-coolingfan 20A are housed in amotor case 31B, in place of themotor case 31A. Themotor case 31B has anair inlet opening 32B at a similar location as the air inlet opening 32A of themotor case 31A. However, themotor case 31B has anair outlet opening 33B at a location different from the air outlet opening 33A of themotor case 31A. Other structures of the second example shown inFIG. 3 are similar to the first embodiment, and thus the similar effects are achieved by those similar structures. - Specifically, the
air outlet opening 33B is located more to a front position than theblades 11 of the core-coolingfan 10 with respect to the front and rear direction. Theair outlet opening 33B is located in a negative pressure region, that is, in an air suctioning region of the core-coolingfan 10. - In such a construction, a suction force generated by the core-cooling
fan 10 is also exerted to the air inside of themotor case 31B. Accordingly, the air blown by the motor-coolingfan 20A can be drawn to the negative pressure region of the core-coolingfan 10 and further conducted to the downstream location of the core-coolingfans 10, with the air passing through thecore 2 of theradiator 1 in the rearward direction, by means of the core-coolingfan 10. Because the volume of air flowing around themotor 19 can be further increased by the suction force of the core-coolingfan 10, the cooling capacity for cooling themotor 19 is further improved. - The
motor case 31B is configured such that a downstream portion thereof downstream of themotor 19 constitutes a part of the air passage portion of thefan shroud 30. In such a case, theair outlet opening 33B is disposed to open to the inside of thefan shroud 30, particularly, to open to the air passage portion of thefan shroud 30. - The
air inlet opening 32B is widely open on a side of themotor case 31B such that the entirety of the axial end of themotor 19 facing the direction opposite to the direction X is not covered. Theair outlet opening 33B is located at the downstream portion of themotor case 31B constituting the part of the air passage portion of thefan shroud 30 to allow communication between the inside of themotor case 31B and the negative pressure region of thefan shroud 30. - According to the above configurations of the air inlet opening 32B and the
air outlet opening 33B, as the motor-coolingfan 20A is rotated by rotation of the drivingshaft 17, the air is suctioned to the inside of themotor case 31B from theair inlet opening 32B. The air flows around the entire circumference of themotor 19 and toward a downstream location of the motor-coolingfan 20A. Further, the air flows in the frontward direction toward the air outlet opening 33B and then flows out from the air outlet opening 33B to the negative pressure region of the core-coolingfan 10. - Particularly, since the
air inlet opening 32B is widely open, the air flows to surround themotor 19 inside of themotor case 31B. Inside of themotor case 31B, a part of the air flows along a rear surface of themotor 19. The part of the air further moves to a front side of themotor 19 and flows along a front surface of themotor 19 while flowing toward theair outlet opening 33B. Therefore, the distance of the airflow path within themotor case 31B is increased. An entire outer surface of themotor 19 is efficiently cooled. - The
motor case 31B can be integrally formed with thefan shroud 30, similar to themotor case 31 of the first embodiment. In such a case, themotor case 31B is formed of a resin, such as polypropylene, containing glass fiber, talc, and the like so as to have sufficient strength. Alternatively, themotor case 31B and thefan shroud 30 can be separately formed. In such a case, themotor case 31B is fixed to thefan shroud 30, another member mounted in the vehicle, or a part of the vehicle body. - In the third example of the second embodiment shown in
FIG. 4 , themotor case 31B is modified to amotor case 31C. Themotor case 31C has two air outlet openings, such as a firstair outlet opening 33C and a secondair outlet opening 34C. Other structures are similar to the second example shown inFIG. 3 , and thus the similar effects are achieved by those similar structures. - The first
air outlet opening 33C is similar to the air outlet opening 33B of the second example shown inFIG. 3 . The firstair outlet opening 33C is located more to a front position than theblades 11 of the core-coolingfan 10. The firstair outlet opening 33C is open to the negative pressure region of the core-coolingfan 10. - The second
air outlet opening 34C is located at the downstream portion of themotor case 31C and more to a rear position than the drivingshaft 17. Also in the third example, themotor case 31C is configured to constitute a part of the air passage portion of thefan shroud 30. In other words, the firstair outlet opening 33C is open to the inside of thefan shroud 30, particularly, open to the air passage portion of thefan shroud 30. - The
motor case 31C has anair inlet opening 32C, similar to the air inlet opening 32A of the first example shown inFIG. 2 . In the third example, the first and secondair outlet openings air outlet openings air outlet openings motor case 31C, the side wall facing in the direction X. - Accordingly, the air suctioned inside of the
motor case 31C from theair inlet opening 32C is divided into a first path P1 and a second path P2, the first path P1 passing along a front outer surface of themotor 19 and communicating with the negative pressure region of the core-coolingfan 10 through the firstair outlet opening 33C, and the second path P2 passing along a rear outer surface of themotor 19 and communicating with the downstream region of the core-coolingfan 10 through the secondair outlet opening 34C. - Therefore, when the volume of air generated by the core-cooling
fan 10 is large, the volume of air passing through the first path P1 can be effectively increased by means of the suction force of the core-coolingfan 10. When the volume of air generated by the core-coolingfan 10 is small or an area of the firstair outlet opening 33C is small due to the space of the firstair outlet opening 33C being limited in accordance with the requirement of the vehicle size reduction, the volume of air cooling themotor 19 can be ensured by the suction force of the motor-coolingfan 20A without largely relying on the suction force of the core-coolingfan 10. In the third example, therefore, the cooling capacity for cooling themotor 19 is stably ensured. - The
motor case 31C can be integrally formed with thefan shroud 30, similar to themotor case 31. For example, themotor case 31C can be formed of a resin material, such as polypropylene, containing glass fiber talc and the like so as to have sufficient strength. Alternatively, themotor case 31C and thefan shroud 30 can be separately formed. In such a case, themotor case 31C can be fixed to thefan shroud 30, another member mounted in the vehicle, or a part of the vehicle body. - In the present embodiment, a dimension of the cooling unit with respect to the right and left direction is reduced by the above configuration. Therefore, the dimension of the
core 2 in the right and left direction can be increased as much as possible within an allowed space. Accordingly, in addition to the improvement of the motor cooling capacity, the cooling capacity of theradiator 1 can be improved. The cooling unit of the present embodiment will be effectively used in a case where the space for the cooling unit is limited in the right and left direction, but relatively allowed in the front and rear direction. - Further, as shown in
FIG. 5 , the air suctioned inside of themotor case air suction opening motor 19. Therefore, the cooling effect for cooling themotor 19 further improves. - A third embodiment of the present invention will now be described with reference to
FIG. 6 . In the present embodiment, the cooling unit has a centrifugal motor-coolingfan 20B, in place of the axial fan. - Structures other than the motor-cooling
fan 20B are similar to the structures of the second example of the second embodiment shown inFIG. 3 , and thus the similar effects are achieved by those similar structures. - The motor-cooling
fan 20B is a centrifugal fan having aboss part 22B andblades 21B. Theboss part 22B is formed with therotation shaft 18, and therotation shaft 18 is disposed to be coaxial with the drivingshaft 17. Theblades 21B are arranged around theboss part 22B across a predetermined distance in the radial direction. The motor-coolingfan 20B has a generally disc-like shape with a predetermined diameter and a predetermined axial dimension. The motor-coolingfan 20B is, for example, a sirocco fan or a turbo fan. - In general, pressure loss is likely to increase in a case where a path of cooling air for cooling the
motor 19 is complex, a passage area of the path of the cooling air is small, and/or a space downstream of the fan is small. Even in such a case, the volume of air for cooling themotor 19 is ensured by employing the centrifugal fan. - The
rotation shaft 18 of the motor-coolingfan 20B is rotated with the rotation of the drivingshaft 17. The air outside of the cooling unit is suctioned in themotor case 31B from theair inlet opening 32B with the rotation of the motor-coolingfan 20B. Inside of themotor case 31B, the air is suctioned to a radially inner space of the motor-coolingfan 20B in the direction X from an air suction port thereof, which is provided at a middle of an axial end of thecentrifugal fan 20B and faces themotor 19. The air is then blown out in a centrifugal direction, such as in a radial direction, through theblades 21B. The air is further introduced to the negative pressure region of the core-coolingfan 10 through theair outlet opening 33B. - Accordingly, the air inside of the
motor case 31B receives the suction force of the core-coolingfan 10, in addition to the suction force of the motor-coolingfan 20B. As such, the air flowing out of themotor case 31B is introduced to the downstream position of the core-coolingfans 10 with the air passing through thecore 2 in the rearward direction. Therefore, even if the pressure loss in the air path for cooling themotor 19 is large, the volume of air for cooling themotor 19 is ensured. Further, the volume of air for cooling themotor 19 is increased by means of the suction force generated by the core-coolingfan 10. As such, the capacity of cooling themotor 19 further improves. - In the present embodiment, even in a case where the space for mounting the cooling unit in the engine compartment is limited in the right and left direction, it is less likely that heated air passing through the
core 2 will flow into themotor case 31B since thecentrifugal fan 20B can resist to high pressure loss. - A fourth embodiment of the present invention will now be described with reference to
FIGS. 7 to 9 . In the present embodiment, the cooling unit is configured such that air generated by the motor-coolingfan 20A passes through acontrol device 40 and themotor 19 for cooling thecontrol device 40.FIG. 8 shows an internal structure of amotor case 31D for explaining airflow therein, when viewed in the direction X.FIG. 9 shows a back view of themotor case 31D, when viewed in the direction Y. InFIGS. 8 and 9 , the direction Z corresponds to an upward direction of the cooling unit, such as a direction perpendicular to a paper surface ofFIG. 7 . - As shown in
FIGS. 7 to 9 , themotor 19 and thecontrol device 40 are housed in themotor case 31D. Inside of themotor case 31D, aseparation wall 35 is provided between themotor 19 and thecontrol device 40. Thecontrol device 40 serves to control an operation of themotor 19. Thecontrol device 40 includes a control circuit board, electric components andheat radiation fins 41. Theheat radiation fins 41 are exposed to the air passage inside of themotor case 31D for radiating heat. Theseparation wall 35 is disposed above themotor 19 and under thecontrol device 40. - The
motor case 31D is configured such as a first side wall thereof facing the core-coolingfan 10 constitutes a part of the air passage portion of thefan shroud 30. Themotor case 31D has anair inlet opening 32D for introducing the air outside of the cooling unit into themotor case 31D, and first and secondair outlet openings motor case 31D. - The
air inlet opening 32D is provided on an upper portion of a second side wall of themotor case 31D, the second side wall being opposite to the drivingshaft 17. Theair inlet opening 32D is open to the direction opposite to the direction X. The firstair outlet opening 33D is provided in the first side wall, which forms the downstream portion of themotor case 31D. The firstair outlet opening 33D is provided to allow communication between the inside of themotor case 31D and the negative pressure region of the core-coolingfan 10, that is, the front area of the core-coolingfan 10. In other words, thefirst air outlet 33D is provided to open to the inside of thefan shroud 30, particularly, to the air passage portion of thefan shroud 30. The secondair outlet opening 34D is located at a rear portion of themotor case 31D. The secondair outlet opening 34D is located more to a rear position than the drivingshaft 17. - According to the above-described positions of the
air inlet opening 32D and the first and secondair outlet openings motor case 31D is suctioned to the inside of themotor case 31D from theair inlet opening 32D when the motor-coolingfan 20A is operated. Inside of themotor case 31D, the suctioned air flows in the rearward direction. While flowing along thefins 41, which extend in the direction X, the suctioned air cools thecontrol device 40. Then, the air collides with the rear wall of themotor case 31D and thus flows downwardly. The air flows around themotor 19 and further flows toward the downstream location of the motor-coolingfan 20A. Then, the air flows out from themotor case 31D through the first and secondair outlet openings air outlet opening 33D is blown out to the negative pressure region of the core-coolingfan 10. The air flowing out from the secondair outlet opening 34D is blown out to the downstream location of the core-coolingfan 10. - The
motor case 31D can be made of a resin material, such as polypropylene, containing glass fiber, talc, and the like so as to have sufficient strength. Themotor case 31D can be integrally formed with thefan shroud 30. Alternatively, themotor case 31D can be formed separately from thefan shroud 30. In such a case, themotor case 31D is fixed to thefan shroud 30, another member mounted in the vehicle, or a par of the vehicle body. - In the present embodiment, the
air inlet opening 32D is formed at a part of the second side wall of themotor case 31D and is smaller than theair inlet opening motor case 31D, theseparation wall 35 is provided to separate afirst space 36 where thecontrol device 40 is arranged from asecond space 37 where themotor 19 is arranged. - The air suctioned from the
air inlet opening 32D first flows in thefirst space 36. In thefirst space 36, the air flows around thecontrol device 40. Then, the air enters thesecond space 37 and flows around themotor 19. Thereafter, the air flows out from themotor case 31D from the first and secondair outlet openings separation wall 35 forms an opening for allowing communication between thefirst space 36 and thesecond space 37 with the rear wall of themotor case 31D, as shown inFIG. 8 . - Since the
air inlet opening 32D is formed at a part of the second side wall of themotor case 31D, the velocity of air supplied to thecontrol device 40 is increased. As such, the cooling effect further improves. In addition, thecontrol device 40 is located upstream of themotor 19 with respect to the flow of air. Therefore, thecontrol device 40 can be cooled prior to themotor 19. - A fifth embodiment of the present invention will now be described with reference to
FIG. 10 . In the present embodiment, therotation shaft 18 of the motor-coolingfan 20A is coupled to arotation shaft 17 a of the motor device through a joint 50. - The cooling unit of the present embodiment is similar to the cooling unit of the second embodiment, except that the motor device has a
first shaft part 17 a and asecond shaft part 17 b, in place of the drivingshaft 17, and thefirst shaft part 17 a is coupled to therotation shaft 18 of the motor-coolingfan 20A through the joint 50. The effects similar to the second embodiment are achieved by the similar structures. - Here, the
first shaft part 17 a is directly connected to themotor 19. The joint 50 is not limited to one embodiment, but can have any joint structure capable of coaxially connecting thefirst shaft part 17 a and therotation shaft 18. For example, the joint 50 can be constructed of a motor-side gear fixed to thefirst shaft part 17 a and a fan-side gear fixed to therotation shaft 18 of the motor-coolingfan 20A. The motor-side gear and the fan-side gear are engaged with each other, thereby to connect thefirst shaft part 17 a to therotation shaft 18. - In the present embodiment, the
first driving gear 15 and thesecond driving gear 16 are fixed to thesecond shaft part 17 b. Thesecond shaft part 17 b extends parallel to thecore 2, similar to the drivingshaft 17. Theshaft 17 b, therotation shaft 18 of the motor-coolingfan 20A, and thefirst shaft part 17 a are coaxially aligned. - A sixth embodiment of the present invention will now be described with reference to
FIGS. 11 to 15 . In the sixth embodiment, the cooling unit has a motor-coolingfan 20C into which a joint 60 is integrated, in place of the joint 50 of the fifth embodiment. Other structures of the cooling unit are similar to the above embodiments. - As shown in
FIG. 11 , the motor-coolingfan 20C has aboss part 22C andblades 21C radially extending from theboss part 22C. Theboss part 22C includes anexternal gear member 61 and aninternal gear member 65. Theexternal gear member 61 is disposed closer to thefirst shaft part 17 a than theinternal gear member 65, and is formed with therotation shaft 18 at its center. Theinternal gear member 65 is disposed on an outer side of theexternal gear member 61 and is engaged with theexternal gear member 61. That is, theboss part 22C is constructed of theexternal gear member 61 and theinternal gear member 65. - As shown in
FIGS. 12 and 13 , theexternal gear member 61 includes adisc portion 62 andexternal teeth 63 projecting from an outer circumference of thedisc portion 62 in a radial outward direction. Theexternal teeth 63 are arranged at equal intervals along the circumference of thedisc portion 62. For example, theexternal gear member 61 has eightexternal teeth 63. Thedisc portion 62 is integrally connected to thefirst shaft part 17 a at its center. - As shown in
FIGS. 14 and 15 , theinternal gear member 65 includes acylindrical portion 68 andinternal teeth 67. Thecylindrical portion 68 has an end wall, and an end of theshaft 17 b carrying the first and second driving gears 15, 16 is integrally connected to a center of the end wall. Theinternal teeth 67 project from an inner surface of thecylindrical portion 68 in a radially inward direction. Theinternal teeth 67 are arranged at equal intervals in a circumferential direction. For example, theinternal gear member 65 has eightinternal teeth 67. Theblades 21C extends from an outer surface of thecylindrical portion 68. - The
internal teeth 67 of theinternal gear member 65 are arranged to correspond to grooves between theexternal teeth 63 of thedisc portion 62 of theexternal gear member 61. Theinternal teeth 67 are capable of contacting the outer surface of thedisc portion 62 between theexternal teeth 63. Theexternal teeth 63 of theexternal gear member 61 are arranged to correspond to grooves between theinternal teeth 67 of thecylindrical portion 68. Theexternal teeth 63 are capable of contacting the inner surface of thecylindrical portion 68 between theinternal teeth 67. - In the present embodiment, the joint 60 is integrated into the motor-cooling
fan 20C, particularly, into theboss part 22C. The motor-coolingfan 20C having the joint 60 is formed of a resin material such as by injection molding using a predetermined die. The joint 60 is, for example, made of polypropylene, nylon or the like, containing glass fiber, talc and the like so as to have sufficient strength. - The structure of the shaft and the joint 60 of the present embodiment can be employed in the cooling units of the above-described embodiments.
- In the present embodiment, the cooling unit has the joint 60 coaxially connecting the
second shaft part 17 b, which is connected to therotation shafts 13 of the core-coolingfans 10 through thegears motor 19. The joint 60 is integrally formed into the motor-coolingfan 20C. - In such a construction, the size of the cooling unit in the longitudinal direction of the
shafts shafts boss part 22C of the motor-coolingfan 20C, arrangement spaces and manufacturing costs are reduced. - The various exemplary embodiments of the present invention are described hereinabove. However, the present invention is not limited to the above described exemplary embodiments, but may be implemented in various other ways without departing from the spirit of the invention. Further, the present invention can be implemented by partly combining the above exemplary embodiments in various ways.
- In the above embodiments, the
fan shroud 30 is made of resin. Alternatively, thefan shroud 30 can be made of a metal. In such a case, thefan shroud 30 can be made by pressing using a die, welding, and the like. - In the above embodiments, the motor-cooling
fans motor 19 with respect to the flow of air. Alternatively, the motor-coolingfans motor 19. - The number of the core-cooling
fans 10 is not limited to two. Thefan shroud 30 can be configured to support one core-coolingfan 10 or three or more core-coolingfans 10. - In the above embodiments, each of the core-cooling fans (blowers) 10 includes the single fan with respect to the front and rear direction. However, the core-cooling
fan 10 can be constructed of a contra-rotating blower in which two fans are aligned in the front and rear direction and rotated in contra-directions. The contra-rotating blower has high fan efficiency. The rotation shafts of the fans are aligned in the front and rear direction and coupled to the drivingshaft 17 through gears. - The
fan shroud 30 and theradiator 1 can be fixed in various ways, such as by screws, clips, brackets, and the like. - Additional advantages and modifications will readily occur to those skilled in the art. The invention in its broader term is therefore not limited to the specific details, representative apparatus, and illustrative examples shown and described.
Claims (11)
1. A cooling unit for generating air for cooling a core of a heat exchanger, comprising:
a motor;
a driving shaft extending from the motor, the driving shaft to be disposed parallel to the core;
a first fan to be opposed to the core for generating the air for cooling the core, the first fan having a first rotation shaft connected to the driving shaft through a gear to be rotated by the driving shaft;
a fan shroud supporting the first fan and configured to conduct the air from the core toward the first fan; and
a second fan having a second rotation shaft and configured to generate air for cooling the motor, wherein
the second rotation shaft is disposed coaxial with the driving shaft and rotatable with the driving shaft such that the second fan is rotated by the driving shaft when the first fan is rotated.
2. The cooling unit according to claim 1 , wherein
the driving shaft includes a first shaft part and a second shaft part,
the first shaft part is directly connected to the motor, and
the second shaft part is connected to the first rotation shaft of the first fan through the gear,
the cooling unit further comprising:
a joint coaxially coupling the first shaft part and the second shaft part.
3. The cooling unit according to claim 2 , wherein
the second fan has a boss part forming the second rotation shaft and blades extending from the boss part, and
the joint is integrally formed into the boss part.
4. The cooling unit according to claim 1 , further comprising:
a case housing the motor therein, wherein
the case has an air inlet opening through which air is drawn to an inside of the case by rotation of the second fan and an air outlet opening through which air is discharged from the inside of the case, and
the air outlet opening is provided downstream of the second fan with respect to a flow of air generated by the second fan and upstream of the first fan with respect to a flow of air generated by the first fan, the air outlet opening allowing communication between the inside of the case and a negative pressure region of the first fan.
5. The cooling unit according to claim 4 , wherein
the air outlet opening is a first air outlet opening, and
the case has a second air outlet opening provided downstream of the second fan with respect to the flow of air generated by the second fan and downstream of the first fan, the second air outlet opening allowing communication between the inside of the case and a downstream location of the first fan.
6. The cooling unit according to claim 1 , wherein the second fan includes a centrifugal fan.
7. The cooling unit according to claim 1 , further comprising:
a case housing the motor therein, wherein
the motor is connected to an end of the driving shaft and is located immediately downstream of the heat exchanger, and
the case has an air inlet opening on an axial end thereof opposite to the driving shaft for drawing air into the case.
8. The cooling unit according to claim 7 , wherein
the air inlet opening is formed on an entirety of the axial end of the case.
9. The cooling unit according to claim 1 , further comprising:
a control device adapted to control an operation of the second fan; and
a case housing the control device, the motor and the second fan therein, wherein
the case has a separation wall separating a first space where the control device is disposed from a second space where the motor is disposed,
the case further has an air inlet opening through which air is suctioned in the case by rotation of the second fan, and
the first space is located upstream of the second space with respect to a flow of the air suctioned from the air inlet opening.
10. The cooling unit according to claim 1 , wherein
the first fan is one of a plurality of first fans aligned in a direction parallel to the core,
the driving shaft is disposed parallel to the core downstream of the first fans with respect to a flow of the air generated by the first fans.
11. The cooling unit according to claim 1 , further comprising:
a case housing the motor and the second fan therein, wherein the case is integrally formed with the fan shroud.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2007-335909 | 2007-12-27 | ||
JP2007335909A JP2009156176A (en) | 2007-12-27 | 2007-12-27 | Cooling device |
Publications (1)
Publication Number | Publication Date |
---|---|
US20090165736A1 true US20090165736A1 (en) | 2009-07-02 |
Family
ID=40796593
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/317,699 Abandoned US20090165736A1 (en) | 2007-12-27 | 2008-12-23 | Cooling unit |
Country Status (3)
Country | Link |
---|---|
US (1) | US20090165736A1 (en) |
JP (1) | JP2009156176A (en) |
DE (1) | DE102008063921A1 (en) |
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CN102383910A (en) * | 2011-07-08 | 2012-03-21 | 浙江中高动力科技股份有限公司 | Drive control system for distributed radiator of high-pressure diesel generator |
CN111692111A (en) * | 2020-07-14 | 2020-09-22 | 安徽省裕康铝业有限公司 | Be used for aluminium product workshop to use heat radiation equipment |
CN112543583A (en) * | 2020-12-04 | 2021-03-23 | 浙江龙能电力发展有限公司 | Photovoltaic power generation's centralized control system |
US11493050B2 (en) * | 2018-07-09 | 2022-11-08 | Gd Midea Environment Appliances Mfg Co., Ltd. | Fan |
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JP4677773B2 (en) | 2004-11-24 | 2011-04-27 | 株式会社デンソー | Cooling system |
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- 2008-12-19 DE DE102008063921A patent/DE102008063921A1/en not_active Withdrawn
- 2008-12-23 US US12/317,699 patent/US20090165736A1/en not_active Abandoned
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CN102383910A (en) * | 2011-07-08 | 2012-03-21 | 浙江中高动力科技股份有限公司 | Drive control system for distributed radiator of high-pressure diesel generator |
US11493050B2 (en) * | 2018-07-09 | 2022-11-08 | Gd Midea Environment Appliances Mfg Co., Ltd. | Fan |
CN111692111A (en) * | 2020-07-14 | 2020-09-22 | 安徽省裕康铝业有限公司 | Be used for aluminium product workshop to use heat radiation equipment |
CN111692111B (en) * | 2020-07-14 | 2021-06-25 | 安徽省裕康铝业有限公司 | Be used for aluminium product workshop to use heat radiation equipment |
CN112543583A (en) * | 2020-12-04 | 2021-03-23 | 浙江龙能电力发展有限公司 | Photovoltaic power generation's centralized control system |
Also Published As
Publication number | Publication date |
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DE102008063921A1 (en) | 2009-08-06 |
JP2009156176A (en) | 2009-07-16 |
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