WO2012017521A1 - 車両用冷却構造 - Google Patents
車両用冷却構造 Download PDFInfo
- Publication number
- WO2012017521A1 WO2012017521A1 PCT/JP2010/063123 JP2010063123W WO2012017521A1 WO 2012017521 A1 WO2012017521 A1 WO 2012017521A1 JP 2010063123 W JP2010063123 W JP 2010063123W WO 2012017521 A1 WO2012017521 A1 WO 2012017521A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- power unit
- air
- vehicle
- cooled
- fan
- Prior art date
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Classifications
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- 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
-
- 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
- B60K11/08—Air inlets for cooling; Shutters or blinds therefor
-
- 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
- B60K11/08—Air inlets for cooling; Shutters or blinds therefor
- B60K11/085—Air inlets for cooling; Shutters or blinds therefor with adjustable shutters or 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/04—Arrangement of batteries
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- 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
- F01P1/00—Air cooling
- F01P2001/005—Cooling engine rooms
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
Definitions
- the present invention relates to a vehicle cooling structure for cooling a power unit space.
- a structure in which a radiator is arranged in front of the engine is known. (For example, refer to JP 2007-069651 A).
- An object of the present invention is to obtain a vehicle cooling structure that can keep the temperature in the power unit room where the power unit is arranged low.
- the cooling structure for a vehicle is disposed in the front of the vehicle in the front-rear direction of the vehicle and is disposed in a power unit room in which an air intake is formed on the front end side in the front-rear direction of the vehicle.
- a power unit that generates a driving force to perform, a cooled object that is disposed on the rear side in the vehicle front-rear direction with respect to the power unit and that is cooled by heat exchange with air, and passes through the cooled object with respect to the cooled object
- a communication structure that communicates the downstream side of the air flow with the rear side in the vehicle front-rear direction with respect to the power unit in the power unit chamber.
- the object to be cooled since the object to be cooled is disposed behind the power unit, air that is not heat exchanged with the object to be cooled is taken into the power unit room (around the power unit) through the air intake. This air exchanges heat with various components in the power unit chamber and is discharged as hot air from the power unit chamber through the communication structure. That is, an air flow (hereinafter referred to as a first air flow) that passes through the power unit chamber from the front to the rear of the power unit is generated. Since the outside air is introduced while the hot air is exhausted by the first air flow, the temperature in the power unit room can be kept low.
- a first air flow that passes through the power unit chamber from the front to the rear of the power unit is generated. Since the outside air is introduced while the hot air is exhausted by the first air flow, the temperature in the power unit room can be kept low.
- the first air flow is guided to the downstream side with respect to the cooled object in the air flow (hereinafter referred to as the second air flow) used for cooling the cooled object through the communication structure, and the second air It is discharged out of the car along with the flow. That is, the first air flow is prevented or effectively suppressed from affecting the cooling of the object to be cooled by the second air flow.
- the temperature in the power unit room where the power unit is arranged can be kept low.
- an undercover that covers the power unit chamber from the road surface side and has an opening that opens to the road surface side in front of the vehicle front-rear direction with respect to the object to be cooled, and air that is led from the opening to the object to be cooled
- a duct that covers the flow path from the power unit chamber side and a rear side in the vehicle front-rear direction with respect to the body to be cooled, and passes through the body to be cooled from the front side to the rear side in the vehicle front-rear direction by operating.
- a fan that generates an air flow, and the communication structure communicates a rear portion of the power unit in the vehicle front-rear direction with respect to the power unit and a space between the fan and the cooled object. It is good also as a structure.
- both the first air flow and the second air flow described above are generated.
- the first air flow is taken from the air intake port and passes through the fan via the power unit chamber and the communication structure covered from below by the under cover.
- the second air flow is introduced into the duct from the opening of the under cover, cools the object to be cooled, and passes through the fan.
- the first air flow in contact with the power unit is joined to the second air flow between the cooled object and the fan through the communication structure communicating with the power unit chamber on the rear side of the power unit.
- the first and second air flows can be generated with a single fan, and the functions of discharging hot air from the power unit chamber and cooling the object to be cooled can be achieved.
- a configuration may be provided that further includes a closing member that closes the communication structure when the fan is not operated.
- the communication structure is closed by the closing member, for example, when the fan is not operated for warm-up operation or the like.
- the heat of the power unit chamber is suppressed from being discharged together with the air through the communication structure.
- the closing member is held at the closed position of the communication structure by the closing structure when the fan is not operated, and is released from the closed position of the communication structure with the operation of the fan. It is good also as a structure comprised so that it may be moved by aerodynamic force.
- aerodynamic force when the fan is operated, aerodynamic force (wind pressure, negative pressure) is generated.
- the aerodynamic force causes the closing member to move from the closing position of the communication structure against the closing force of the closing structure. Moved to the open position.
- the communication structure may be configured to be integrally provided in a shroud that covers the space between the cooled object and the fan by assembling the cooled object and the fan.
- the object to be cooled, the fan, the shroud, and the communication structure can be handled integrally.
- the number of parts can be reduced by integrating the shroud and the communication structure.
- the object to be cooled may be configured to include a radiator that cools the refrigerant circulating between the power unit and the air by heat exchange with air.
- the power unit is directly cooled (air-cooled) with the outside air introduced into the power unit chamber, and is indirectly cooled (water-cooled) via the refrigerant circulating between the power unit and the radiator. .
- the cooling efficiency of the power unit is high.
- the vehicle cooling structure according to the present invention has an excellent effect that the temperature in the power unit room in which the power unit is arranged can be kept low.
- a vehicle cooling structure 10 according to an embodiment of the present invention will be described with reference to FIGS. First, a front configuration of the automobile A to which the vehicle cooling structure 10 is applied will be described, and then a specific configuration of the vehicle cooling structure 10 will be described. Note that an arrow FR appropriately shown in the drawing indicates a forward direction in the vehicle longitudinal direction, an arrow UP indicates an upward direction in the vehicle vertical direction, and an arrow W indicates a vehicle width direction. In the following description, when using the front-rear direction and the up-down direction unless otherwise specified, the front-rear direction of the vehicle and the up-down direction of the vehicle are indicated.
- FIG. 1 is a schematic side sectional view showing a front portion of an automobile A to which a vehicle cooling structure 10 is applied.
- a power unit chamber 14 in which a power unit 12 is disposed is disposed on the front end side of the automobile A.
- the power unit 12 in this embodiment includes an engine that is an internal combustion engine and an electric motor as drive sources for driving the front wheel Wf. Therefore, the automobile A is a hybrid automobile having two drive sources.
- the power unit includes a horizontal engine having a crankshaft along the vehicle width direction and a transaxle connected to the engine so as to be able to transmit power.
- the transaxle includes an electric motor, a generator (not shown), a power split mechanism, a transmission such as a continuously variable transmission, and the like.
- the transaxle includes, for example, an electric motor, a generator, and an inverter electrically connected to a battery. Therefore, the power unit according to this embodiment can also be regarded as a power plant.
- the power unit chamber 14 in which the power unit 12 including the engine that is an internal combustion engine is disposed can be regarded as a so-called engine room.
- the exhaust pipe 15 connected to the engine of the power unit 12 via an exhaust manifold 15A (which may include a catalytic converter) is passed through the outside in the vehicle width direction of a duct 30 to be described later, and the rear side of the cooling unit 35. To the rear of the vehicle through the floor tunnel 20.
- the rear end of the power unit room 14 is defined by a dash panel 16 that separates from the passenger compartment C.
- the dash panel 16 is joined to the front end portion of the floor panel 18.
- a floor tunnel 20 having a “U” shape opening downward in a front sectional view is formed.
- the front end of the power unit chamber 14 is defined by a grill 22 and a front bumper (bumper cover) 24.
- Air intake ports 22 ⁇ / b> A and 24 ⁇ / b> A for taking air into the power unit chamber 14 are formed in the grill 22 and the front bumper 24, respectively.
- the air intake ports 22A and 24A are opened forward of the vehicle.
- an air-cooled heat exchanger 25 is provided as a body to be cooled so as to block the opening end 20A on the front side of the floor tunnel 20. Therefore, in this embodiment, the air-cooled heat exchanger 25 is disposed on the rear side with respect to the power unit 12.
- the air-cooled heat exchanger 25 circulates cooling water as a refrigerant between the water-cooled power unit 12 (engine and electric motor thereof) and cools the power unit 12, and an air conditioner (not shown). ) And at least one of condensers (condensers) that are air-cooled heat exchangers.
- the air-cooled heat exchanger 25 includes both a radiator 25R and a condenser 25C.
- a fan 26 is provided on the rear side of the air-cooled heat exchanger 25.
- the fan 26 generates an air flow (cooling air) that passes through the air-cooled heat exchanger 25 (the air-side flow path) by its operation.
- the cooling air for exchanging heat with the cooling water passes through the air-cooled heat exchanger 25 by the operation of the fan 26 from the vehicle side toward the rear.
- the cooling air after heat exchange with the cooling water is discharged to the bottom of the floor through the downward opening end 20B of the floor tunnel 20.
- the vehicle cooling structure 10 for guiding the cooling air that performs heat exchange with the refrigerant (cooling water circulating through the radiator 25R and air-conditioning refrigerant circulating through the condenser 25C) to the air-cooled heat exchanger 25 will be described in detail. I will do it.
- the vehicle cooling structure 10 includes an under cover 28 that covers the power unit chamber 14 from below.
- the under cover 28 is formed with a duct 30 for guiding the traveling wind flowing between the road surface R to the air-cooled heat exchanger 25 (in the floor tunnel 20).
- the entire under cover 28 including the duct 30 is integrally formed of a resin material.
- the under cover 28 is formed with an opening opening downward (on the road surface R side) in front of the floor tunnel 20 as an air inlet 30 ⁇ / b> I to the duct 30.
- the rear end of the duct 30 is a lead-out port 30D that opens rearward.
- a space between the inlet 30I and the outlet 30D in the duct 30 is surrounded by a pair of left and right side walls 30S facing each other in the vehicle width direction and a top wall 30T that connects the upper edges of the pair of side walls 30S in the vehicle vertical direction.
- the flow path 30P is defined.
- the introduction port 30I is opened between the left and right front wheels Wf.
- the floor cover 20 is substantially equal in width or slightly wider than the floor tunnel 20 at the center of the under cover 28 in the vehicle width direction. It is formed to become. Therefore, the duct 30 is configured to guide (substantially linearly) the air introduced from the inlet 30I toward the outlet 30D along the front-rear direction.
- a venturi wall 32 as an inclined wall is formed on the front side of the duct 30 in the under cover 28.
- the venturi wall 32 is such that the front side portion in the vehicle front-rear direction with respect to the front edge portion 30F of the duct 30 (introduction port 30I) in the under cover 28 is closer to the road surface R on the rear end side than the front end side in the vehicle front-rear direction. It is formed by inclining.
- the venturi wall 32 may be formed at least on the front side in the vehicle front-rear direction of the installation range of the duct 30 in the vehicle width direction.
- the front portion of the under cover 28 has a substantially full width in the vehicle width direction.
- the venturi wall 32 is an inclined wall.
- the venturi wall 32 has a configuration in which a space formed between the road surface R and the road surface R has a venturi shape with a narrower vertical width (a channel cross-section is narrowed) toward the vehicle rear end side.
- a portion directly below the vehicle vertical direction with respect to the front edge portion 30F of the duct 30 in the space formed between the venturi wall 32 and the road surface R is the throat portion where the flow path cross section is most narrowed.
- the air-cooled heat exchanger 25 described above is interposed between the front opening end 20A of the floor tunnel 20 and the outlet 30D of the duct 30.
- the air-cooled heat exchanger 25 and the fan 26 are integrated by a shroud 34 to constitute a cooling unit 35.
- the air-cooled heat exchanger 25 and the fan 26 are spaced apart from each other, and the shroud 34 is a space formed between the air-cooled heat exchanger 25 and the fan 26.
- the flow path 36 is covered.
- the air-cooled heat exchanger 25 is disposed so as to be inclined (forwardly inclined) in a side view so that the upper end side of the vehicle is located on the front side of the vehicle with respect to the lower end side, and the fan 26 is air-cooled in the side view.
- the inclination angle is smaller than that of the heat exchanger 25 or substantially upright.
- the cooling unit 35 includes an air cooling heat exchanger 25 held by the shroud 34 so as to close the front opening end of the shroud 34 as shown in FIG. 2, and a rear opening of the shroud 34 as shown in FIG.
- a fan 26 is supported in the unit.
- a cooling unit 35 in which the air-cooled heat exchanger 25, the fan 26, and the shroud 34 are integrated (sub-assembly) is provided between the outlet 30D of the duct 30 and the front opening end 20A of the floor tunnel 20. , Arranged in a sealed state. As described above, in the vehicle cooling structure 10, the duct 30 (between the automobile A and the road surface R) and the floor tunnel 20 pass through the cooling unit 35 (the air-side flow path of the air-cooled heat exchanger 25 including the flow path 36). It is communicated through.
- the position of the lower end of the air-cooled heat exchanger 25 that is inclined as described above substantially matches the position of the lower end of the inlet 30I and the lower end of the outlet 30D.
- an air flow is guided to the air-cooled heat exchanger 25 (the air-side flow path) via the duct 30 as the automobile A travels.
- the cooling air Fr based on the traveling air passes along a direction substantially perpendicular to the front surface of the air-cooled heat exchanger 25 (see arrow FA shown in FIG. 1).
- the cooling air Fr is an air flow (second air flow) that passes through the inlet 30I, the duct 30, the air-cooling heat exchanger 25, the flow path 36, and the floor tunnel 20 (downward opening end 20B).
- the cooling air Fr is also generated by the operation of the fan 26. That is, when the fan 26 is operated, the cooling air Fr is generated even when the automobile A is traveling at a low speed or when it is stopped.
- the vehicle cooling structure 10 includes a communication duct 38 as a communication structure that connects the rear portion of the power unit chamber 14 and the flow path 36 in the cooling unit 35.
- the communication duct 38 includes a first opening 38 ⁇ / b> A that opens in the shroud 34 at the rear of the power unit 12 in the power unit chamber 14, and a second opening 38 ⁇ / b> B that opens at the upper end of the flow path 36. That is, the communication duct 38 protrudes into the power unit chamber 14 from the upper end portion (between the outlet 30D and the front opening end 20A) of the cooling unit 35, and the first opening 38A is formed at the protruding end.
- the communication duct 38 is formed integrally with the shroud 34.
- the shroud 34 including the communication duct 38 is integrally formed as a whole by resin molding or the like.
- the communication duct 38 generates an air flow Fh as a first air flow that passes through the air intake ports 22A and 24A, the power unit chamber 14, the communication duct 38, the flow path 36, and the floor tunnel 20. It is set as the structure to obtain.
- the communication duct 38 communicates with the flow path 36 located on the upstream side of the fan 26, so that the air flow Fh is generated by the operation of the fan 26.
- the cooling air Fr is also generated by the operation of the fan 26 as described above.
- the communication duct 38 described above is provided over substantially the entire width of the cooling unit 35 in the vehicle width direction.
- 38 A of 1st opening is divided
- Each first opening 38A has a substantially rectangular shape that is long in the vehicle width direction in plan view.
- the vehicle cooling structure 10 includes a flap 40 as a closing member that can open and close the first opening 38A of the communication duct 38.
- the flap 40 in this embodiment is configured to be able to take a closed posture for closing the first opening 38A and an open posture for opening the first opening 38A by rotating around an axis 40A along the vehicle width direction. Yes.
- the flap 40 is normally configured to take a closed posture.
- the flap 40 can be held in a closed posture by pressing the flap 40 against a stopper (not shown) by a biasing force of a spring or magnet (not shown).
- a stopper not shown
- the locking piece 41A provided on the shaft 40A, the stopper 41B that hits the locking piece 41A and positions the flap 40 in the closed position, and the locking piece 41A of the shaft 40A are the stopper 41B.
- a closing structure 41 that holds the flap 40 in the closing position is constituted by a torsion spring 41C that rotates and refines in the direction hitting.
- the flap 40 is switched to the open posture against the urging force of the torsion spring 41C by the aerodynamic force generated by the operation of the fan 26. Supplementing this point, the flap 40 is opened by the pressure difference between the power unit chamber 14 and the flow path 36 (floor tunnel 20) generated by the operation of the fan 26, in other words, by the air flow Fh generated by the pressure difference. And is maintained in the open posture.
- the fan 26 is electrically connected to a cooling ECU 42 as a control means.
- the cooling ECU 42 is configured to operate the fan 26 when the power unit 12 is heavily loaded and to stop the fan 26 when the power unit 12 is low-loaded.
- the cooling ECU 42 operates the fan 26 when the cooling water temperature exceeds the first threshold based on the information from the water temperature gauge 44 that detects the cooling water temperature, and the cooling water temperature is equal to or lower than the first threshold.
- the fan 26 is stopped when it falls below the second threshold value.
- this control can be regarded as a control for operating the fan 26 when the load (heat generation) on the cooling capacity in a state where the fan 26 is not operated is high.
- the cooling ECU 42 maintains the fan 26 stopped when the cooling water temperature detected by the water temperature gauge 44 does not exceed the first threshold value.
- the power unit 12 is operated in a low load state, as shown in FIG. 1, a part of the traveling wind accompanying traveling of the automobile A is used as the cooling air Fr. That is, a part of the traveling wind is introduced into the duct 30 from the inlet 30I, and the cooling wind Fr passing through the duct 30, the air-cooled heat exchanger 25, the flow path 36, the fan 26, and the floor tunnel 20 is generated. At this time, the introduction of traveling air to the duct 30 is promoted by the venturi effect of the venturi wall 32 (the flow rate of the cooling air Fr is increased compared to the case where the venturi wall 32 is not provided).
- the cooling water circulating between the power unit 12 and the radiator 25R of the air-cooled heat exchanger 25 is cooled by heat exchange with air in the air-cooled heat exchanger 25.
- the refrigerant circulates in the order of the condenser 25C of the air-cooled heat exchanger 25, the expansion valve, the evaporator, and the compressor to form a refrigeration cycle.
- the air-cooled heat exchanger The condenser part 25 functions to cool and condense the refrigerant by heat exchange with air.
- the cooling ECU 42 operates the fan 26 when the cooling water temperature detected by the water temperature gauge 44 exceeds the first threshold value. Then, the air flow introduced from the inlet 30I due to the pressure difference before and after the fan 26 is used as the cooling air Fr. For this reason, even when the traveling speed of the automobile A is low, a sufficient air volume of the cooling air Fr is ensured.
- the flap 40 is changed in posture from the closed posture to the open posture due to a pressure difference caused by the operation of the fan 26. Then, the air in the power unit chamber 14 heated by the high load power unit 12 (hereinafter referred to as hot air) is sucked out from the power unit chamber 14. In addition, air outside the vehicle (hereinafter referred to as fresh air) is introduced into the power unit chamber 14 through the air intake ports 22A and 24A.
- hot air air in the power unit chamber 14 heated by the high load power unit 12
- fresh air air outside the vehicle
- a heat exchanger such as a radiator is not disposed in front of the power unit 12 in the power unit chamber 14. For this reason, fresh air is introduced into the power unit chamber 14 without being heated by a radiator or the like. Further, the hot air heated by the power unit 12 or the exhaust pipe 15 (exhaust manifold 15A) is forcibly discharged from the rear part in the power unit chamber 14 by the operation of the fan 26. As a result, the atmospheric temperature in the power unit chamber 14 can be kept low during the high load operation of the power unit 12.
- the ambient temperature in the power unit chamber 14 can be kept low as described above, measures against heat damage to the components (other than the power unit 12) arranged in the power unit chamber 14. Can be unnecessary or simplified. That is, it is possible to eliminate the setting of a heat insulator or the like covering various parts, or to select a material having a low heat-resistant temperature. These contribute to the cost reduction of the automobile A to which the vehicle cooling structure 10 is applied.
- the cooling efficiency of the power unit 12 is improved. That is, in the above comparative example, since the air heated by the radiator flows to the power unit 12 side, the cooling effect of the power unit 12 by the air is low.
- the air introduced from the air intake ports 22 ⁇ / b> A and 24 ⁇ / b> A flows to the power unit 12 side while being cold, so that the cooling effect of the power unit 12 by the air is greater than that in the comparative example. high.
- the power unit is cooled in a high-temperature power unit room, whereas in the vehicle cooling structure 10, air-cooled heat disposed outside the power unit 14 while the power unit 12 is air-cooled with fresh air. Since the water is cooled using the exchanger 25, the cooling efficiency of the power unit 12 is high. Thereby, in the vehicle cooling structure 10, for example, a small air-cooled heat exchanger 25 can obtain sufficient cooling performance compared to the comparative example, or the operating time of the fan 26 can be shortened compared to the comparative example, for example. This makes it possible to reduce energy consumption.
- the air flow Fh from the power unit chamber 14 is joined to the flow path 36 between the air-cooling heat exchanger 25 by the communication duct 38. For this reason, it is prevented or effectively suppressed that the hot air from the power unit chamber 14 affects the cooling performance of the air-cooled heat exchanger 25.
- the first opening 38A of the communication duct 38 is closed when there is no request for generating the airflow Fh. For this reason, for example, during the warm-up of the power unit 12, the heat to be warmed up in the power unit chamber 14 is suppressed or prevented from being discharged together with the air. Thereby, warm-up of the power unit 12 is promoted by effectively using the heat in the power unit chamber 14. Further, the flap 40 that closes the first opening 38A provides a rectifying effect (suppression effect of vortex generation) of the cooling air Fr, and prevents or effectively prevents the traveling air from entering (backflow) into the power unit chamber 14. It is suppressed.
- the present invention is not limited to this, and various modifications can be made.
- it is good also as a structure which does not provide the member which closes 38 A of 1st opening.
- a check valve that allows only an air flow from the power unit chamber 14 side to the flow path 36 may be provided.
- a valve member that is made of a rubber material or the like and that switches the posture of opening and closing the first opening 38A by its own elastic deformation may be provided.
- a flap that switches between a closed posture and an open posture by an actuator may be provided.
- the communication duct 38 may be configured separately from the shroud 34.
- the air-cooled heat exchanger 25 and the fan 26 may be separately assembled to the vehicle body.
- an air intake port facing the road surface may be provided in front of the power unit 12 in the under cover 28.
- an air intake port that is normally closed by a shutter or the like and opened when the fan 26 is operated may be provided.
- the venturi wall 32 is formed in front of the duct 30
- the present invention is not limited to this, and various modifications can be made.
- the under cover 28 in front of the duct 30 may be formed flat (substantially parallel to the road surface R).
- an aerodynamic structure that allows a part of the traveling wind to flow into the duct 30 as the cooling wind Fr may be provided.
- an air guide member such as spats protruding from the lower end of the air-cooled heat exchanger 25 to the bottom of the floor can be provided. Further, the air guide member may be changed in shape or posture according to the vehicle speed, for example.
- the power unit 12 including the internal combustion engine and the motor is disposed in the power unit chamber 14 positioned in front of the vehicle interior C
- the present invention is not limited to this, and various modifications are possible.
- the power unit 12 may be configured not to include a motor (general FF vehicles, FR vehicles, engine vehicles such as 4WD vehicles).
- the transaxle constituting the power unit 12 may be a normal transaxle such as a manual transmission (MT), a torque converter type automatic transmission (AT), a continuously variable transmission (CVT), or the like.
- MT manual transmission
- AT torque converter type automatic transmission
- CVT continuously variable transmission
- these transaxles can be regarded as not included in the power unit 12 (the power unit is regarded as a main part including a driving source such as an engine).
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
図1には、車両用冷却構造10が適用された自動車Aの前部が模式的な側断面図にて示されている。この図に示される如く、自動車Aの前端側には、パワーユニット12が配設されたパワーユニット室14が配置されている。この実施形態におけるパワーユニット12は、それぞれフロントホイールWfを駆動するための駆動源として内燃機関であるエンジンと電動モータとを含んで構成されている。したがって、自動車Aは、2つの駆動源を有するハイブリッド自動車とされている。
図1に示される如く、車両用冷却構造10は、パワーユニット室14を下側から覆うアンダカバー28を備えている。アンダカバー28には、路面Rとの間を流れる走行風を空冷式熱交換器25(フロアトンネル20内)に導くためのダクト30が形成されている。この実施形態では、アンダカバー28は、ダクト30を含む全体が樹脂材にて一体に形成されている。
Claims (6)
- 車両における車両前後方向の前側に配置されると共に車両前後方向の前端側に空気取入口が形成されたパワーユニット室内に配置され、車両が走行するための駆動力を発生するパワーユニットと、
前記パワーユニットに対する車両前後方向の後側に配置され、空気との熱交換によって冷却される被冷却体と、
前記被冷却体に対する該被冷却体を通過する空気流の下流側と、前記パワーユニット室における前記パワーユニットに対する車両前後方向の後側とを連通する連通構造と、
を備えた車両用冷却構造。 - 前記パワーユニット室を路面側から覆い、前記被冷却体に対する車両前後方向の前方で路面側に開口する開口部を有するアンダカバーと、
前記開口部から前記被冷却体に導かれる空気の流路を前記パワーユニット室側から覆うダクトと、
前記被冷却体に対する車両前後方向の後側に配置され、作動することで前記被冷却体を車両前後方向の前側から後側に向けて通過する空気の流れを生成するファンと、
をさらに備え、
前記連通構造は、パワーユニット室における前記パワーユニットに対する車両前後方向の後側部分と、前記ファンと前記被冷却体との間の空間とを連通する請求項1記載の車両用冷却構造。 - 前記ファンが作動されていない場合に、前記連通構造を閉止する閉止部材をさらに備えた請求項2記載の車両用冷却構造。
- 前記閉止部材は、前記ファンの非作動時に閉止構造によって前記連通構造の閉止位置に保持され、前記ファンの作動に伴って前記連通構造の閉止位置から開放位置に空気力にて移動されるように構成されている請求項3記載の車両用冷却構造。
- 前記連通構造は、前記被冷却体及び前記ファンが組み付けられて該被冷却体とファンとの間の空間を覆うシュラウドに一体的に設けられている請求項2~請求項4の何れか1項記載の車両用冷却構造。
- 前記被冷却体は、前記パワーユニットとの間で循環する冷媒を空気との熱交換によって冷却するラジエータを含んで構成されている請求項1~請求項5の何れか1項記載の車両用冷却構造。
Priority Applications (5)
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PCT/JP2010/063123 WO2012017521A1 (ja) | 2010-08-03 | 2010-08-03 | 車両用冷却構造 |
CN201080068303.7A CN103038081B (zh) | 2010-08-03 | 2010-08-03 | 车辆用冷却结构 |
US13/813,579 US8752660B2 (en) | 2010-08-03 | 2010-08-03 | Cooling structure for vehicles |
EP10855611.9A EP2602143B1 (en) | 2010-08-03 | 2010-08-03 | Cooling structure for vehicles |
JP2012527494A JP5131410B2 (ja) | 2010-08-03 | 2010-08-03 | 車両用冷却構造 |
Applications Claiming Priority (1)
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PCT/JP2010/063123 WO2012017521A1 (ja) | 2010-08-03 | 2010-08-03 | 車両用冷却構造 |
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WO2012017521A1 true WO2012017521A1 (ja) | 2012-02-09 |
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PCT/JP2010/063123 WO2012017521A1 (ja) | 2010-08-03 | 2010-08-03 | 車両用冷却構造 |
Country Status (5)
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US (1) | US8752660B2 (ja) |
EP (1) | EP2602143B1 (ja) |
JP (1) | JP5131410B2 (ja) |
CN (1) | CN103038081B (ja) |
WO (1) | WO2012017521A1 (ja) |
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Also Published As
Publication number | Publication date |
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CN103038081B (zh) | 2015-12-16 |
EP2602143A1 (en) | 2013-06-12 |
CN103038081A (zh) | 2013-04-10 |
EP2602143B1 (en) | 2014-05-14 |
JPWO2012017521A1 (ja) | 2013-09-19 |
US20130133963A1 (en) | 2013-05-30 |
EP2602143A4 (en) | 2013-09-04 |
US8752660B2 (en) | 2014-06-17 |
JP5131410B2 (ja) | 2013-01-30 |
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