WO2008080285A1 - Dispositif de refroidissement avec ventilateur pour véhicule - Google Patents

Dispositif de refroidissement avec ventilateur pour véhicule Download PDF

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Publication number
WO2008080285A1
WO2008080285A1 PCT/CN2007/002673 CN2007002673W WO2008080285A1 WO 2008080285 A1 WO2008080285 A1 WO 2008080285A1 CN 2007002673 W CN2007002673 W CN 2007002673W WO 2008080285 A1 WO2008080285 A1 WO 2008080285A1
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WO
WIPO (PCT)
Prior art keywords
fan
transmission
cooling device
power source
vehicle
Prior art date
Application number
PCT/CN2007/002673
Other languages
English (en)
French (fr)
Inventor
Song Huang
Mannian Xu
Zhenxiao Wang
Original Assignee
Dongfeng Motor Corporation
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Dongfeng Motor Corporation filed Critical Dongfeng Motor Corporation
Publication of WO2008080285A1 publication Critical patent/WO2008080285A1/zh
Priority to US12/394,505 priority Critical patent/US8256550B2/en

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Classifications

    • 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
    • F04D25/02—Units comprising pumps and their driving means
    • 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
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C15/00—Component parts, details or accessories of machines, pumps or pumping installations, not provided for in groups F04C2/00 - F04C14/00
    • F04C15/0057—Driving elements, brakes, couplings, transmission specially adapted for machines or pumps
    • F04C15/008—Prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C15/00—Component parts, details or accessories of machines, pumps or pumping installations, not provided for in groups F04C2/00 - F04C14/00
    • F04C15/0096—Heating; Cooling
    • 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
    • F04D25/02—Units comprising pumps and their driving means
    • F04D25/04—Units comprising pumps and their driving means the pump being fluid-driven
    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/046—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using mechanical drives

Definitions

  • the invention belongs to a vehicle cooling and cooling device, and particularly relates to a vehicle upper component, in particular to a fan cooling device for cooling a water tank. Background technique
  • the water tank heat dissipating device widely used in automobile vehicles generally uses an output shaft of the engine to connect the fan to dissipate heat from the water tank.
  • the patent CN200420079743 adopts at least two cooling fans arranged behind the radiator, and at the same time, a shroud is arranged under the front of the radiator, and a heat insulating device is arranged between the radiator and the exhaust pipe of the engine. Due to the use of two cooling fans, a large space is required on the vehicle. It is only suitable for use on trucks. For off-road vehicles, the above structure cannot be installed due to the small space in the car.
  • the heat dissipation structure adopted on the famous foreign off-road vehicles is to connect the fan directly to an output shaft of the engine, and then use the air duct to guide the wind to the radiator of the water tank.
  • This structure has better heat dissipation and cooling effect, but it is only suitable for ordinary temperature environment; in harsh temperature environments, such as tropical desert areas, due to high temperature, the fan has a limited air volume, which is often used when in use. There is a phenomenon of "opening the pot". Due to the limited space in the vehicle, the fan in the heat sink of this structure cannot be used in a large size. Therefore, the existing structure cannot solve the above problem, and now there is no literature disclosure on how to solve the above problem. Summary of the invention
  • An object of the present invention is to provide a vehicular fan cooling device capable of using a larger-sized fan to improve heat dissipation, thereby solving the above problems.
  • the technical solution of the present invention is: a fan cooling device for a vehicle, comprising a fan for dissipating heat from a vehicle component, and further comprising an angle connected to the input end of the fan for realizing a center line of the fan power source and a center line of the fan motion Changing gearbox.
  • the input end of the transmission box can be directly connected to the fan power source or connected to the transmission device and then connected to the fan power source.
  • a cooling oil tank is further disposed in the casing of the transmission box, and an oil pump is connected to the transmission shaft of the transmission box, and the connecting oil pipe is connected between the oil pump and the oil tank, and the connecting oil pipe is connected between the oil pump and the oil tank, and the output oil pipe of the oil pump is connected to the transmission.
  • Oil Pump The oil is passed through the output tubing to the housing of the gearbox to lubricate the gears and bearings.
  • a flexible connection is made between the input of the gearbox and the transmission or between the input of the gearbox and the power source of the fan.
  • FIG. 1 Schematic diagram of the cooling fan for the vehicle.
  • FIG. 1 Schematic diagram of the gearbox.
  • FIG. 4 Schematic diagram of the internal structure of the gearbox II
  • This embodiment is for explaining the structure of the transmission case for realizing the angle change of the fan power source motion center line and the fan motion center line, and the input between the input end of the transmission case and the transmission device or the transmission case.
  • the flexible connection structure between the end and the fan power source is not limited to the structure of the embodiment, and any structure that can achieve the above functions is the protection scope of the present invention.
  • the fan 1 adopts a 600mm large-diameter silicone oil fan
  • the output shaft of the transmission box 2 that changes the angle between the movement center line of the fan power source and the fan motion center line is connected with the input shaft of the fan 1
  • the input of the transmission box A universal joint between the end and the transmission or between the input of the transmission and the power source of the fan is a universal joint.
  • Universal joint couplings include cross shaft couplings, double couplings, three Pin-type couplings, ball-fork couplings, ball cage couplings, etc. can be used.
  • the input end of the transmission case 2 is connected to the ball cage coupling 3, and the input end of the ball cage coupling 3 is connected to the pulley 25.
  • a fuel tank 9 is further disposed on the transmission case 2, and an oil drain plug 24 is disposed under the oil tank 9.
  • the oil tank 9 may be of a unitary structure with the outer casing of the transmission case 2, or may be a split structure.
  • the flexible connection is relative to the rigid connection, that is, the movement within the relatively small controllable range between the two connected components can be achieved after the connection, and the rigid connection is avoided to prevent relative movement between the two connected components.
  • the connector causes the connector to be fragile or affect the normal operation of the transmission or working component.
  • the transmission box is provided with a bevel gear transmission for changing the angle between the movement center of the fan power source and the movement center of the fan, and the output of the bevel gear transmission is connected to the fan input shaft.
  • the bevel gear drive is driven by a spiral bevel gear.
  • the transmission case comprises a casing, and at least one gear transmission is arranged in the casing, and the output shaft of the gear transmission is connected with a bevel gear transmission for realizing the angular change of the movement center of the fan power source and the movement center of the fan.
  • the transmission box can be directly provided with a spiral bevel gear transmission for realizing the angle change of the fan power source movement center and the fan movement center, and can also be connected with the spiral bevel gear transmission through at least one gear transmission.
  • the housing of the transmission case 2 is composed of a left housing 6 and a right housing 14, and the oil tank 9 is disposed at a lower portion of the transmission case 2, and is separated from the housing by a bolt 30.
  • the input shaft 11 is supported by the bearing 8 and the bearing 12, the input shaft 11 is connected to the driving helical gear 10, the driving helical gear 10 is meshed with the transition helical gear 13, and the intermediate helical gear 13 is disposed on the intermediate shaft 28, the intermediate shaft 28 supports the bearing 15 at both ends.
  • the transition bevel gear 13 meshes with the driven helical gear 16, and the driven helical gear 16 is disposed at the end shaft 29, and the end shaft 29 is connected to the support bearing 18 and the bearing 5 on both sides.
  • the end shaft 29 is provided with an active spiral bevel gear 4, and the active spiral bevel gear 4 may be integral with the end shaft 29 or may be a separate structure.
  • the oil pump 17 is connected to the end shaft 29 and may be connected to other drive shafts.
  • a communication oil pipe 31 is connected between the oil pump 17 and the oil tank 9, and the output oil pipe 32 of the oil pump 17 is connected to the casing of the transmission case 2, as shown in Figs. 2, 3, and 4.
  • the active spiral bevel gear 4 meshes with the driven arc gear gear 22; the active spiral bevel gear 4 and the driven spiral bevel gear 22 adopt a circular arc spiral bevel gear.
  • the angle between the two spiral bevel gears of the bevel gear transmission is the angle between the center line of the fan power source and the center line of the fan motion.
  • the driven arc gear gear 22 is coupled to the output shaft 20. Both ends of the output shaft 20 are connected to the support bearings 21, 23.
  • a seal oil seal 19 is disposed between the output shaft 20 and the housing, and a seal oil seal 33 is disposed between the input shaft 11 and the housing.
  • the flexible connection between the input end of the transmission case 2 and the transmission device is a telescopic ball cage coupling, and the telescopic range is greater than the relative displacement generated when the engine vibrates, which is effective. Avoid wear and tear on parts.
  • the fuel tank and oil pump can effectively solve the lubrication and heat dissipation of components during high-speed operation.
  • the circular arc bevel gear is used to effectively reduce the transmission noise.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Details Of Gearings (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Description

车用风扇冷却装置 技术领域
本发明属于车辆散热冷却装置， 具体涉及一种车辆上部件， 特别是水箱散热用的风扇冷却装置。 背景技术
目前汽车车辆上广泛使用的水箱散热装置一般采用发动机 一输出轴连接风扇， 对水箱进行散热。 有专利 CN200420079743 采用在散热器后布置至少两个散热风扇， 同时在散热器前下方设 置导流罩， 并在散热器与发动机的排气管之间设隔热装置。 由于 釆用两台散热风扇， 在车辆上需要较大的布置空间。 它只适合与 卡车上使用。 对于越野车， 由于车内布置空间小， 上述结构无法 安装使用。
国外著名的越野车上采用的散热结构是将风扇直接连接在 发动机的一个输出轴上， 再利用导风管， 将风导向水箱散热器。 这种结构具有较好的散热冷却效果，但它只适用于普通温度环境； 在较为恶劣的温度环境下， 如热带沙漠地区， 由于温度高， 风扇 的风量有限， 在使用时， 这种车辆常出现 "开锅" 现象。 而由于 车辆车辆中的空间有限， 这种结构的散热装置中的风扇不可能采 用较大尺寸。 因此， 现有的结构无法解决上述问题， 而现在又未 有文献公开如何解决上述问题。 发明内容
本发明的目的在于提供一种能采用较大尺寸风扇， 提高散热 效果的车用风扇冷却装置， 以解决上述问题。
本发明的技术方案为： 车用风扇冷却装置， 它包括用于给车 辆部件散热的风扇， 它还包括与风扇输入端连接的， 用于实现风 扇动力源运动中心线与风扇运动中心线的角度变化的传动箱。
所述传动箱的输入端可直接连接到风扇动力源或连接传动 装置后再与风扇动力源连接。
所述传动箱内设用于实现风扇动力源运动中心与风扇运动 中心的角度变化的锥齿轮传动， 锥齿轮传动的输出连接风扇输入 轴。 锥齿轮传动可采用弧齿锥齿轮传动， 弧齿锥齿轮传动的输出 轴直接连接风扇。
所述传动箱的壳体内还设冷却油箱， 传动箱的一才艮传动轴上 连接油泵， 油泵和油箱之间连接联通油管， 油泵和油箱之间连接 联通油管， 油泵的输出油管连接联通到传动箱的壳体内。 油泵泵 油通过输出油管通到传动箱的壳体对齿轮和轴承润滑。
所述传动箱的输入端与传动装置之间或传动箱的输入端与 风扇动力源之间柔性连接。
该车用风扇冷却装置由于采用用于实现风扇动力源运动中 心线与风扇运动中心线的角度变化的传动箱， 它的动力源直接从 发动机的取得，利用本发明的核心即改变动力输出方向的传动箱， 从而解决由于动力直接取力于发动机输出， 发动机转速极高， 空 间位置很小， 动力输出方向变化角度很大的技术难点。 经转向布 置的风扇可以采用更大尺寸的庙叶， 可较近距离的直接对着水箱 散热器， 大大提高散热效果， 有效解决上述越野车在较为恶劣的 温度环境下， 车辆出现 "开锅" 的问题。 附图说明
图 1 车用风扇冷却装置示意图。
图 2 传动箱示意图。
图 3 传动箱内部结构示意图 I
图 4 传动箱内部结构示意图 II
图 5 伸缩式球笼联轴器示意图 具体实施方式
本实施例是用以说明解释本发明的， 用于实现风扇动力源运 动中心线与风扇运动中心线的角度变化的传动箱的结构， 及传动 箱的输入端与传动装置之间或传动箱的输入端与风扇动力源之间 柔性连接结构， 并不限于本实施例的结构， 只要能实现上述功能 的结构均是本发明的保护范围。
如图 1、 2所示， 风扇 1采用 600mm大直径硅油风扇， 实现 风扇动力源运动中心线与风扇运动中心线的角度变化的传动箱 2 的输出轴与风扇 1输入轴连接， 传动箱的输入端与传动装置之间 或传动箱的输入端与风扇动力源之间的柔性连接采用万向节式联 轴器。 万向节式联轴器包括十字轴式联轴器， 双联式联轴器， 三 销轴式联轴器， 球叉式联轴器， 球笼式联轴器等多种形式， 均可 使用。 本实施例中传动箱 2的输入端连接球笼联轴器 3连接， 球 笼联轴器 3的输入端连接皮带轮 25。即这里发动机的动力源通过 皮带传动装置传递到传动箱 2， 传动箱 2的输入端与传动装置之 间的柔性连接采用球笼联轴器 3 , 球笼联轴器 3是一种伸缩式球 笼联轴器， 如图 5所示， 具体结构在此不类述。 传动箱 2上还设 有油箱 9, 油箱 9下设有放油螺塞 24。 油箱 9可以是和传动箱 2 外壳为整体式结构， 也可以是分体式结构。
所述柔性连接是相对于刚性连接而言的， 即连接后两被连接 部件之间可实现相对的较小可控范围内的运动， 避免采用刚性连 接使两被连接部件之间不能相对运动， 造成连接件易损或影响到 传动部件或工作部件的正常运行的问题。
传动箱内设用于实现风扇动力源运动中心与风扇运动中心 的角度变化的锥齿轮传动， 锥齿轮传动的输出连接风扇输入轴。
锥齿轮传动采用弧齿锥齿轮传动。
传动箱包括壳体, 壳体内设至少一级齿轮传动， 齿轮传动的 输出轴上连接用于实现风扇动力源运动中心与风扇运动中心的角 度变化的孤齿锥齿轮传动。
即传动箱内可直接设传动箱内设用于实现风扇动力源运动 中心与风扇运动中心的角度变化的弧齿锥齿轮传动， 也可以通过 至少一级齿轮传动后再连接弧齿锥齿轮传动。
如图 3所示， 传动箱 2的壳体由左壳体 6和右壳体 14连接 组成， 油箱 9设在传动箱 2下部， 与壳体是分体结构， 通过螺栓 30连接。
一级齿轮传动中输入轴 11由轴承 8和轴承 12支 ， 输入轴 11上连接主动斜齿轮 10, 主动斜齿轮 10与过渡斜齿轮 13啮合， 过渡斜齿轮 13设在中间轴 28上， 中间轴 28两端连接支承轴承 15。过渡斜齿轮 13与从动斜齿轮 16啮合，从动斜齿轮 16设在末 端轴 29, 末端轴 29两边连接支承轴承 18和轴承 5。
末端轴 29设主动弧齿锥齿轮 4,主动弧齿锥齿轮 4可以与末 端轴 29是整体结构， 也可以是分体结构，。
油泵 17与末端轴 29连接， 也可以连接在其他的传动轴上。 油泵 17和油箱 9之间连接联通油管 31 , 油泵 17的输出油管 32 连接联通到传动箱 2的壳体内， 图 2、 3、 4所示。 如图 4所示， 主动弧齿锥齿轮 4与从动弧齿雉齿轮 22啮合； 主动弧齿锥齿轮 4与从动弧齿锥齿轮 22采用圆弧弧齿锥齿轮。孤 齿锥齿轮传动的两弧齿锥齿轮的夹角角度为风扇动力源运动中心 线与风扇运动中心线的夹角角度。从动弧齿雉齿轮 22连接在输出 轴 20上。 输出轴 20两端连接支承轴承 21、 23。
输出轴 20与壳体之间设密封油封 19,输入轴 11与壳体之间 设密封油封 33。
由于汽车越野时发动机与传动箱 2有相对运动， 传动箱 2的 输入端与传动装置之间采用柔性连接即采用伸缩式球笼联轴器， 其伸缩范围大于发动机振动时产生的相对位移， 有效避免部件的 磨损。油箱及油泵能有效地解决高速运转时，部件的润滑和散热。 采用圆弧弧齿锥齿轮有效的減少传动的噪音。

Claims

权 利 要 求 书
1、 一种车用风扇冷却装置， 它包括用于给车辆部件散热的 风扇， 其特征是： 它还包括与'风扇输入端连接的， 用于实现风扇 动力源运动中心线与风扇运动中心线的角度变化的传动箱。
2、 如权利要求 1 所述车用风扇冷却装置， 其特征是传动箱 的输入端可直接连接到风扇动力源或连接传动装置后再与风扇动 力源连接。
3、 如权利要求 2 所述车用风扇冷却装置， 其特征是所述传 动箱的输入端与传动装置之间或传动箱的输入端与风扇动力源之 间柔性连接。
4、 如权利要求 3 所述车用风扇冷却装置， 其特征是传动箱 的输入端与传动装置之间或传动箱的输入端与风扇动力源之间采 用万向节式联轴器。
5、 如权利要求 3 所述牟用风扇冷却装置， 其特征是所述万 向节式联轴器采用球笼联轴器联接。
6、 如权利要求 1 所述车用风扇冷却装置， 其特征是传动箱 内设用于实现风扇动力源运动中心与风扇运动中心的角度变化的 锥齿轮传动， 锥齿轮传动的输出连接风扇输入轴。
7、 如权利要求 7所述车用风扇冷却装置， 其特征是锥齿轮 传动采用弧齿锥齿轮传动。
8、 如权利要求 6或 7所述车用风扇冷却装置， 其特征是所 述锥齿轮传动的齿锥齿轮的夹角角度为风扇动力源运动中心线与 风扇运动中心线的夹角角度。
9、 如权利要求 1或 6或 7所述车用风扇冷却装置， 其特征 是所述传动箱包括壳体， 壳体内设至少一级齿轮传动， 齿轮传动 的输出轴上连接用于实现风扇动力源运动中心与风肩运动中心的 角度变化的锥齿轮传动。
10、 如权利要求 9所述车用风扇冷却装置， 其特征是一级齿 轮传动的两齿轮之间连接过渡齿轮。
11、 如权利要求 1或 4所述车用风扇冷却装置， 其特征是传 动箱上还设油箱， 传动箱的一 传动轴上连接油泵， 油泵和油箱 之间连接联通油管，油泵的输出油管连接联通到传动箱的壳体内。
12、 如权利要求 1或 2或 3所述车用风扇冷却装置， 其特征 是所述传动箱的输入端连接的传动装置采用皮带传动装置。
PCT/CN2007/002673 2006-12-30 2007-09-10 Dispositif de refroidissement avec ventilateur pour véhicule WO2008080285A1 (fr)

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CN1994775A (zh) 2007-07-11
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US8256550B2 (en) 2012-09-04
MY164014A (en) 2017-11-15
CN100402331C (zh) 2008-07-16

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