WO2015129348A1

WO2015129348A1 - Cooling module

Info

Publication number: WO2015129348A1
Application number: PCT/JP2015/051657
Authority: WO
Inventors: 下野園　均; 翔古野; 秀希吉田; 則行大川; 光平柳; 隆司藤田
Original assignee: カルソニックカンセイ株式会社
Priority date: 2014-02-27
Filing date: 2015-01-22
Publication date: 2015-09-03

Abstract

This cooling module (1) mounted in a vehicle (3) is provided with a duct (5) arranged in the vehicle (3), a radiator (7) provided in the duct (5), a condenser (11) disposed in front of the radiator (7) in the duct (5), an air amount adjustment unit (12) which adjusts the amount of air flowing to the radiator (7) depending on the travel state of the vehicle (3), and a fan unit (14) which creates a flow of forced air in the duct (5).

Description

Cooling module

The present invention relates to a cooling module, for example, a cooling module installed in an automobile for cooling a radiator and a condenser.

Conventionally, a cooling module including a shroud (duct), a radiator, a refrigerant radiator (condenser), and a blower fan is known (for example, see Patent Document 1).

In this cooling module, the radiator is arranged in the duct so as to block all the air passages formed in the duct.

The condenser is provided in front of the radiator in the duct and blocks a part of the air passage formed in the duct. Thus, an air bypass passage is formed in front of the radiator. Further, the blower fan is provided behind the radiator.

By driving the blower fan, a part of the air that has entered the duct through the opening at the front end of the duct passes through the condenser and the radiator in series, thereby cooling the condenser and the radiator.

Also, by driving the blower fan, the remaining air entering the duct from the opening at the front end of the duct passes through only the radiator and is cooled.

When the vehicle equipped with the cooling module is traveling, the radiator and the condenser are cooled by the traveling air without driving the blower fan.

JP-A-2005-219531

In the conventional cooling module, the ratio of the flow rate of air passing through the condenser and the radiator in series and the flow rate of air passing through the bypass passage only through the radiator is the strength of the air flow generated by driving the blower fan. Regardless of the strength of the traveling wind generated by the traveling of the vehicle, it is almost constant.

Therefore, there is a problem that the condenser and the radiator may not be cooled according to the necessity of cooling them.

For example, when the vehicle is idling under the hot sun in summer, the amount of heat that must be dissipated from the condenser increases in order to use the air conditioner, and when the engine is heavily loaded, such as when the vehicle is climbing a hill, the radiator The amount of heat that needs to be released from the heat increases.

However, as described above, if the ratio between the flow rate of air passing through the condenser and the radiator in series and the flow rate of air passing only through the radiator is constant, the condenser and the radiator may be insufficiently cooled. There is a risk of cooling the condenser and the radiator more than necessary.

The present invention has been made in view of the above problems, and provides a cooling module that can cool a condenser and a radiator according to the necessity of cooling in a cooling module mounted on a vehicle. With the goal.

The cooling module according to the present invention includes a duct installed in a vehicle, a radiator provided in the duct, a condenser provided in front of the radiator in the duct, and a traveling state of the vehicle. An air amount adjusting unit that adjusts the amount of air flowing to the radiator; and a blower unit that forcibly creates an air flow in the duct. In the duct, a first passage through which a part of the air flowing in the duct flows and a portion of the air flowing in the duct provided in parallel to the first passage in the duct And a second passage through which the remaining air flows. The radiator is provided behind the first passage and the second passage in the duct. The capacitor is provided in the first passage. The air amount adjusting unit is configured to adjust the amount of air flowing through the second passage in accordance with a traveling state of the vehicle.

A bypass passage through which air directly hitting the radiator flows is formed in the second passage, and the air amount adjustment unit is configured to adjust the amount of air flowing through the second passage including the bypass passage. Preferably it is.

The duct is provided with an opening for allowing the air that has entered the bypass passage to flow to the engine of the vehicle without passing through the condenser and the radiator. It is preferable that the cooling module is configured to adjust the amount of air flowing through the opening according to the traveling state.

It is preferable that the cooling module is a cooling module in which the capacitor and the radiator are arranged so that the lower end side of the capacitor is wider than the upper end side of the capacitor with respect to the distance between the capacitor and the radiator in the longitudinal direction of the vehicle.

It is preferable that the second passage is a cooling module provided with a heat exchanger.

It is preferable that the air amount adjustment unit is a cooling module configured to operate under the wind pressure of the traveling wind of the vehicle.

It is preferable that the air amount adjustment unit is a cooling module configured to be driven by an actuator in accordance with a detection result of a vehicle speed sensor that detects a traveling speed of the vehicle.

The cooling is configured such that the air amount adjustment unit is operated according to at least one of a load of an engine of the vehicle, an operating condition of an air conditioner of the vehicle, an outside air temperature, a temperature inside the vehicle, and a temperature of a refrigerant in the radiator. Preferably it is a module.

The heat exchanger is a turbocharger intercooler, and is a cooling module configured to close the second passage by the air amount adjusting unit when the vehicle is in an idling state where the vehicle is stopped. It is preferable.

The heat exchanger is a sub-radiator used for cooling high-power equipment, and when the vehicle is in an idling state where the vehicle is stopped, the second passage is closed or slightly opened by the air amount adjustment unit. It is preferable that the cooling module is configured as described above.

It is preferable that a part of the sub-radiator is a cooling module located in the first passage.

It is a side view showing a schematic structure of a cooling module concerning a 1st embodiment of the present invention. It is a side view which shows operation | movement of the cooling module shown in FIG. It is a side view which shows the modification of the cooling module shown in FIG. It is a side view which shows operation | movement of the cooling module shown in FIG. It is a side view which shows schematic structure of the cooling module which concerns on the 2nd Embodiment of this invention. It is a side view which shows operation | movement of the cooling module shown in FIG. It is a side view which shows the modification of the cooling module shown in FIG. It is a side view which shows operation | movement of the cooling module shown in FIG. It is a side view which shows another modification of the cooling module shown in FIG. FIG. 10 is a side view showing the operation of the cooling module shown in FIG. 9. It is a schematic diagram which shows schematic structure of the cooling module which concerns on the further modification. It is a schematic diagram which shows schematic structure of the cooling module which concerns on the further modification. It is a side view which shows schematic structure of the cooling module which concerns on the 3rd Embodiment of this invention. It is a side view which shows schematic structure of the cooling module which concerns on the 4th Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described. In the drawings, FR represents the front of the vehicle, and RR represents the rear of the vehicle.

[First Embodiment]
As shown in FIG. 1 and the like, the cooling module 1 according to the first embodiment of the present invention is mounted on a vehicle 3, and includes a duct 5, a radiator 7, a condenser 11, an air amount adjusting unit 12, and a blower unit. 14.

The duct 5 is formed in a cylindrical shape in the present embodiment, and is installed in the vehicle 3 with an opening through which air enters and exits at the front end and the rear end. That is, air flows into the duct 5 from the opening at the front end, and the air in the duct 5 is discharged from the opening at the rear end. An air passage through which air flows from the front side to the rear side of the vehicle is formed in the duct 5.

The radiator 7 is a heat exchanger that cools the cooling water of the engine 15 of the vehicle 3, and is provided in the duct 5. The condenser 11 is a heat exchanger that cools the refrigerant of the air conditioner of the vehicle 3, and is provided in front of the radiator 7 in the duct 5.

The air amount adjusting unit 12 adjusts the amount of air flowing to the radiator 7 according to the traveling wind received when the vehicle 3 is traveling. In the present embodiment, the blower unit 14 is configured by a blower fan, and forcibly creates an air flow in the duct 5.

The air blowing unit 14 generates an air flow in the duct 5 when the vehicle 3 is stopped and in an idling state. However, not only when the vehicle 3 is in an idling state, but also when the vehicle 3 is traveling (for example, traveling at a low speed), the air flow may be generated in the duct 5 by the air blowing unit 14. .

Here, in the duct 5 of the cooling module 1 according to the first embodiment, the first passage 21 in which a part of the air flowing in the duct 5 flows and the air flowing in the duct 5 are included. And a second passage 23 through which the remaining air flows. Specifically, among the air passages formed in the duct 5, the lower side is constituted by the first passage 21 and the upper side is constituted by the second passage 23. Further, the second passage 23 is provided in parallel with the first passage 21 in the duct 5. Furthermore, the upper part of the second passage 23 is configured as a bypass passage 9. That is, the bypass passage 9 is configured as a part of the second passage 23.

The radiator 7 is provided behind the first passage 21 and the second passage 23 in the duct 5. The air that has passed through both the first passage 21 and the second passage 23 passes through the radiator 7, and the radiator 7 is cooled.

The capacitor 11 is provided in the first passage 21, and the air flowing through the first passage 21 passes through the capacitor 11, thereby cooling the capacitor 11. The air that has passed through the condenser 11 also passes through the radiator 7 and cools the radiator 7.

In the bypass passage 9, air that directly hits the radiator 7 flows. That is, a part of the air that has entered the duct 5 through the opening at the front end of the duct 5 flows through the bypass passage 9 toward the radiator 7 without passing through the condenser 11 and directly hits the radiator 7.

The air amount adjusting unit 12 is configured to adjust the amount of air flowing through the second passage 23 including the bypass passage 9.

More specifically, in the present embodiment, the air amount adjusting unit 12 is the first air amount adjusting unit 13, and specifically, the first shutter (first door) 33. A first shutter (first door) 33, which is the first air amount adjusting unit 13, adjusts the amount of air flowing through the second passage 23 including the bypass passage 9. Thus, the amount of air that flows directly through the second passage 23 including the bypass passage 9 to the radiator 7 is adjusted.

When viewed from the front side of the vehicle toward the rear side, the capacitor 11 is overlapped with a part of the radiator 7 (the lower part in the present embodiment), and a part of the radiator 7 is covered with the capacitor 11 and the capacitor 11 Hiding after.

Further, the other part of the radiator 7 (the upper part in the present embodiment) appears without being covered with the capacitor 11. A second passage 23 including a bypass passage 9 is formed where the radiator 7 appears.

The first air amount adjusting unit 13 adjusts the amount of air flowing to the radiator 7 according to the traveling wind received by the vehicle 3. Since the wind speed of the traveling wind and the traveling speed (vehicle speed) of the vehicle 3 are substantially proportional, the first air amount adjusting unit 13 adjusts the amount of air flowing to the radiator 7 according to the vehicle speed. Yes.

For example, the first air amount adjustment unit 13 bypasses when the vehicle 3 is traveling at a speed slower than the first speed, or when the vehicle 3 is in an idling state where the traveling speed is “0”. The second passage 23 including the passage 9 is closed (see FIG. 1). Further, the second passage 23 including the bypass passage 9 is opened (for example, fully opened) when the vehicle 3 is traveling at a speed equal to or higher than the first speed (see FIG. 2). .

The first air amount adjustment unit 13 closes the second passage 23 when the vehicle 3 is in an idling state, and gradually increases the opening area of the second passage 23 as the traveling speed of the vehicle 3 increases. You may be comprised so that it may enlarge.

When the second passage 23 is closed by the first air amount adjusting unit 13 (see FIG. 1), the air enters the duct 5 through the front grille 29 of the vehicle 3 through the opening at the front end of the duct 5. All of the air passes through the condenser 11 and the radiator 7 in this order, and cools the condenser 11 and the radiator 7 in series.

On the other hand, as shown in FIG. 2, when the first shutter (first door) 33 which is the first air amount adjusting unit 13 is opened, the second passage 23 is opened. At this time, the air that has entered the second passage 23 from the opening at the front end of the duct 5 through the front grille 29 of the vehicle 3 flows through the bypass passage 9 and passes only through the radiator 7 without passing through the condenser 11. Cool the radiator 7 directly.

In the above description, the first air amount adjusting unit 13 is operated according to the traveling wind and the vehicle speed. However, the first air amount adjusting unit 13 is operated according to the load applied to the engine 15, the operating condition of the air conditioner mounted on the vehicle 3, the outside temperature, the temperature inside the vehicle, the temperature of the refrigerant of the radiator 7, etc. You may make it do.

Next, a modification of the first embodiment will be described with reference to FIGS.

In the modification of the first embodiment, as shown in FIGS. 3 and 4, an opening 17 is formed in the upper part of the duct 5. That is, as shown in FIG. 4, the air flowing through the bypass passage 9 flows to the engine 15 of the vehicle 3 without passing through the condenser 11 and the radiator 7 in a state where the opening 17 is opened. The engine 15 is provided behind the cooling module 1, and the air that has passed through the opening 17 flows backward from the opening 17 to cool the engine 15 and the like.

The air amount adjustment unit 12 is configured to adjust the amount of air flowing through the opening 17 according to the traveling wind received when the vehicle 3 is traveling.

More specifically, the air amount adjusting unit 12 according to the modified example of the first embodiment includes a first air amount adjusting unit 13 and a second air amount adjusting unit 19, and the second air amount adjusting unit 19 is It consists of a second shutter 35. Similarly to the first air amount adjusting unit 13, the second air amount adjusting unit 19 adjusts the amount of air flowing through the opening 17 according to the traveling wind received when the vehicle 3 is traveling. It is supposed to be.

For example, when the vehicle 3 is traveling forward at a speed higher than the first speed and slower than the second speed, as shown in FIG. The first shutter 33 is opened to open the second passage 23, and the second shutter 35 that is the second air amount adjusting unit 19 is used to close the opening 17 of the duct 5. At this time, the air that has entered the duct 5 from the opening at the front end of the duct 5 flows through the second passage 23 including the bypass passage 9. Note that the second speed is higher than the first speed.

When the vehicle 3 is traveling forward at a speed equal to or higher than the second speed, as shown in FIG. 4, the first shutter 33 that is the first air amount adjusting unit 13 is opened to open the second passage. The opening 17 of the duct 5 is opened by opening the second shutter 35 which is the second air amount adjusting unit 19 while keeping 23 open. At this time, the air that has entered the duct 5 from the opening at the front end of the duct 5 flows through the second passage 23 and the opening 17 of the duct 5. The air discharged from the opening 17 enters the engine room 43 of the vehicle 3 located behind the cooling module 1 and cools the engine 15 and the like without passing through the condenser 11 and the radiator 7. .

The air amount adjustment unit 12 (13, 19) is configured to operate autonomously by receiving the wind pressure of the traveling wind of the vehicle 3 (direct operation by the force of the wind pressure). The air amount adjustment unit 12 (13, 19) may be configured to be driven by an actuator according to the detection result of the vehicle speed sensor that detects the traveling speed of the vehicle 3.

The first air amount adjustment unit 13 is configured to adjust the amount of air by rotationally driving the first shutter (first door) 33, and the second air amount adjustment unit 19. Is configured to adjust the amount of air by rotationally driving the second shutter 35.

As shown in FIG. 3, when the first shutter 33 is opened and the second passage 23 is opened, and the opening 17 of the duct 5 is closed by the second shutter 35, the

shutters

33 and 35 are opened. Are configured to overlap.

Further, as shown in FIG. 4, when the first shutter 33 is opened and the second passage 23 is opened, and the second shutter 35 is fully opened, the

shutters

33 and 35 are overlapped, and the bypass is performed. The air in the passage 9 is configured to flow into the engine room 43 through the opening 17.

The front end portions of the

shutters

33 and 35 are rotatably engaged with the duct 5. Thereby, the air resistance generated by the

shutters

33 and 35 is reduced.

Incidentally, the reference numeral 37 in FIGS. 1 to 4 is a bumper, the reference numeral 39 is a hood (bonnet), and the reference numeral 41 is an undercover.

The duct 5 is formed in, for example, a rectangular cylinder shape, and is disposed in the engine room 43 behind the bumper 37 and on the front side of the engine 15.

As shown in FIG. 1, the duct 5 includes, for example, a first part 45, a second part 47, a third part 49, a fourth part 51, and a fifth part 53. . The first part 45 to the fifth part 53 are connected from the front to the back in this order.

The width dimension of the first part 45 to the third part 49 is constant. The height dimension of the first portion 45 is constant. The height dimension of the second part 47 is equal to that of the first part 45 at the front end, but gradually decreases toward the rear. In addition, since the position of the lower end of the 2nd site | part 47 corresponds with the position of the lower end of the 1st site | part 45, the upper end of the 2nd site | part 47 gradually goes down as it goes to the rear end from the front end. It has migrated. Thereby, an inclined surface portion 55 is formed above the second portion 47.

The height dimension of the third part 49 is constant and is equal to the height dimension of the rear end of the second part 47.

The radiator 7 is configured to include a heat exchange core portion that is configured by a flat tube and a corrugated fin. The heat exchange core part of the radiator 7 is formed in a rectangular flat plate shape. The heat exchange core portion of the radiator 7 is provided in the third portion 49 of the duct 5 such that the thickness direction is the front-rear direction.

The upper end of the heat exchange core portion of the radiator 7 is in contact with or slightly away from the upper wall of the third portion 49 of the duct 5, and the lower end of the heat exchange core portion of the radiator 7 is the third portion of the duct 5. The left and right ends of the heat exchange core portion of the radiator 7 are located at the left and right walls of the third portion 49 of the duct 5. . Further, in the front-rear direction, the position of the front end of the third portion 49 of the duct 5 and the position of the front end of the radiator 7 are substantially coincident with each other.

The capacitor 11 is also configured to include a heat exchange core portion composed of a flat tube and a corrugated fin. The heat exchange core portion of the capacitor 11 is also formed in a rectangular flat plate shape. However, the height of the capacitor 11 is lower than the height of the radiator 7.

The heat exchange core portion of the condenser 11 is provided in the second portion 47 of the duct 5 such that the thickness direction is the front-rear direction.

The upper end of the heat exchange core portion of the condenser 11 is separated from the upper wall of the second portion 47 of the duct 5 by a predetermined distance. The lower end of the heat exchange core portion of the condenser 11 is in contact with or slightly away from the lower wall of the second portion 47 of the duct 5. The left and right ends of the heat exchange core portion of the condenser 11 are located at the left and right walls of the second portion 47 of the duct 5.

Thus, a bypass passage 9 is formed in front of the upper portion of the radiator 7 in the duct 5.

The air blowing unit 14 is provided in the fifth portion 53 of the duct 5.

The first shutter 33 constituting the first air amount adjustment unit 13 is formed in a rectangular shape that is substantially the same shape as the part constituting the slope portion 55 of the duct 5. The first shutter 33 is provided in the duct 5, and the front end of the first shutter 33 is the front end of the slope portion 55 of the duct 5 (the upper part of the boundary between the first part 45 and the second part 47. ) And is rotatably engaged with the duct 5. The first shutter 33 extends obliquely downward from the front end toward the lower side.

When the vehicle 3 is in the idle state, the rear end of the first shutter 33 is in contact with the upper end of the capacitor 11, and the second passage 23 including the bypass passage 9 is closed (FIG. 1).

When the vehicle 3 is traveling at a speed equal to or higher than the first speed, the first shutter 33 is rotated upward by the wind pressure of the traveling wind, and the first shutter 33 is disposed on all the slope portions 55 of the duct 5. The second passage 23 including the bypass passage 9 is opened substantially (see FIG. 2).

The first shutter 33 is rotated downward by the urging force of the elastic member such as a torsion coil spring and the gravity and is in the state shown in FIG. 1, but is brought into the state shown in FIG. 1 only by gravity. May be.

In the configuration in which the opening 17 is formed, the opening 17 of the duct 5 is formed over the entire slope portion 55, for example.

The second shutter 35 constituting the second air amount adjusting unit 19 is formed in a rectangular shape that is substantially the same shape as the first shutter 33. The second shutter 35 is provided above the first shutter 33, and the front end of the second shutter 35 is the front end of the slope portion 55 of the duct 5 (the first part 45 and the second part 47. At the upper part of the boundary). The second shutter 35 extends obliquely downward from the front end to the lower side.

When the vehicle 3 is traveling at a speed higher than the first speed and slower than the second speed, the first shutter 33 is rotated upward by the wind pressure, and the first shutter 33 is moved to the second speed. The bypass passage 9 is formed so as to substantially overlap the shutter 35 (the inclined surface 55 of the duct 5) (see FIG. 3). At this time, the opening 17 of the duct 5 is closed.

When the vehicle 3 is traveling at a speed equal to or higher than the second speed, the first shutter 33 and the second shutter 35 are rotated upward by the wind pressure, and the

shutters

33 and 35 are inclined surfaces of the duct 5. The opening 17 of the duct 5 is formed so as to rotate upward from the portion 55 (see FIG. 4).

Next, the operation of the cooling module 1 according to a modification of the first embodiment will be described with reference to FIGS.

When the vehicle 3 is traveling at a speed slower than the first speed described above or in an idling state, the second passage 23 is closed by the first shutter 33 as shown by a two-dot chain line in FIG. The opening 17 is closed by the second shutter 35. Moreover, the air flow as shown by the arrow in FIG.

That is, the air that has entered the duct 5 from the opening at the front end of the duct 5 flows through the first passage 21, passes through the condenser 11 and the radiator 7, cools the condenser 11 and the radiator 7, and From the opening, the air is discharged out of the duct 5 through the blower 14.

When the vehicle 3 is traveling at a speed higher than the first speed and slower than the second speed, as shown in FIG. 3, the first shutter 33 is opened and the second passage 23 is opened. The opening 17 is closed by the second shutter 35. And the airflow as shown by the arrow in FIG. 3 is generated.

That is, air that has entered the duct 5 from the opening at the tip of the duct 5 flows through the first passage 21 and the second passage 23, passes through the condenser 11 and the radiator 7, and cools the condenser 11 and the radiator 7. The air is discharged from the opening at the rear end of the duct 5 to the outside of the duct 5 through the blower 14.

Further, when the vehicle 3 is traveling at a speed equal to or higher than the second speed, as shown in FIG. 4, the first shutter 33 and the second shutter 35 are opened and the second passage 23 is opened. At the same time, the opening 17 is open. And the airflow as shown by the arrow in FIG. 4 is generated.

That is, air that has entered the bypass passage 9 in the duct 5 from the opening at the front end of the duct 5 is discharged from the opening 17 to the outside of the duct 5 and flows toward the rear engine 15 and the like. The remaining air that has entered the duct 5 through the opening at the front end of the duct 5 flows through the first passage 21 and the second passage 23, passes through the condenser 11 and the radiator 7, and passes through the condenser 11 and the radiator 7. And is discharged from the opening at the rear end of the duct 5 to the outside of the duct 5 through the blower 14.

The cooling module 1 is configured to adjust the amount of air flowing to the radiator 7 by the air amount adjusting unit 12 according to the traveling wind received when the vehicle 3 is traveling. Therefore, the ratio between the flow rate of air that cools the radiator 7 and the flow rate of air that cools the condenser 11 can be appropriately changed. Thereby, the capacitor | condenser 11 and the radiator 7 can be cooled appropriately according to the necessity of these cooling, and it can suppress that the cooling efficiency of the capacitor | condenser 11 and the radiator 7 falls.

For example, when a high load is applied to the engine 15 such as when the vehicle 3 is traveling at a high speed or climbing a hill, as shown in FIG. By increasing the amount by adjusting the amount of heat, the amount of heat released by the radiator 7 can be increased. Thereby, the radiator 7 can be reduced in size and the traveling of the vehicle 3 can be improved.

In addition, when the vehicle 3 is in an idling state under the summer sun when it is necessary to lower the temperature in the vehicle, the amount of air flowing to the radiator 7 is adjusted by the air amount adjusting unit 12 as shown in FIG. Therefore, the flow rate of air flowing through the capacitor 11 can be increased, and the amount of heat released by the capacitor 11 can be increased.

Further, according to the cooling module 1, the bypass passage 9 is formed in the duct 5, and the amount of air that the first air amount adjustment unit 13 flows through the bypass passage 9 (the flow rate of air that directly hits the radiator 7). Since it is configured to adjust, when the amount of heat to be radiated by the radiator 7 is large, the radiator 7 can be cooled more reliably by flowing air through the bypass passage 9.

Further, according to the cooling module 1, an opening 17 is provided for allowing a part of the air that has entered the duct 5 to flow to the engine 15 of the vehicle 3 without passing through the condenser 11 and the radiator 7. The second air amount adjusting unit 19 is configured to adjust the amount of air flowing through the opening 17 in accordance with the traveling wind received when the vehicle 3 is traveling. Therefore, when the amount of heat to be directly radiated from the engine 15 is large under conditions such as when the engine 15 is operating at a high load, the air is directly supplied to the engine room 43 by opening the opening 17 as shown in FIG. By flowing, in addition to the radiator 7 and the condenser 11, the equipment in the engine 15 and the engine room 43 can be cooled.

Moreover, according to the cooling module 1, since the air quantity adjustment part 12 (13, 19) is comprised so that it may receive the wind pressure of the driving | running | working wind of the vehicle 3, and it is comprised, it is a structure with simple structure. It can suppress that the cooling efficiency of 11 and the radiator 7 falls.

[Second Embodiment]
Next, the second embodiment will be described. The same components as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted. The cooling module 1 according to the second embodiment is configured in substantially the same manner as the cooling module according to the first embodiment, and has substantially the same effect.

The first passage 21 and the second passage 23 are formed by being partitioned by a plate-shaped partition member 57. The partition member 57 is provided in the duct 5 on the front side of the duct 5.

The radiator 7 is provided behind the first passage 21 and the second passage 23 in the duct 5, and the air that has passed through both the first passage 21 and the second passage 23 is disposed in the radiator 7. And the radiator 7 is cooled.

The capacitor 11 is provided in the first passage 21, and the capacitor 11 is cooled by the air flowing through the first passage 21 passing through the capacitor 11. The air that has passed through the condenser 11 also passes through the radiator 7 and cools the radiator 7.

As shown in FIG. 5 and FIG. 6, the air amount adjustment unit 12 includes a third air amount adjustment unit 27. Specifically, the third air amount adjustment unit 27 includes a third shutter 59. The third air amount adjusting unit 27 is similar to the first air amount adjusting unit 13 of the cooling module 1 according to the first embodiment, according to the traveling wind received when the vehicle 3 is traveling, The amount of air flowing through the second passage 23 is adjusted.

In addition, the capacitor | condenser 11 is inclined and arrange | positioned and the space | interval of the capacitor | condenser 11 and the radiator 7 is made wide on the lower end side of the capacitor | condenser 11 (refer FIG. 5, FIG. 6). Specifically, the radiator 7 is arranged substantially vertically along the vertical direction, and the capacitor 11 is gradually inclined toward the vehicle rear side as it goes upward. As a result, the air that has passed through the second passage 23 rises even when directed upward, so that it can flow into the space between the radiator 7 and the condenser 11 and enhance the cooling effect of the radiator 7.

Next, a modified example of the second embodiment will be described with reference to FIGS.

As shown in FIGS. 7 and 8, in the modification of the second embodiment, a heat exchanger 25 is provided in the second passage 23. In this case, the air flowing through the second passage 23 passes through the heat exchanger 25 to cool the heat exchanger 25.

Further, the heat exchanger 25 is constituted by, for example, a turbocharger intercooler. When the vehicle 3 is in an idling state in which it is stopped, the second passage 23 is configured to be completely closed by the third air amount adjustment unit 27, for example, as shown in FIG. .

On the other hand, when a high load is applied to the engine 15, the second passage 23 is configured to be fully opened by the third air amount adjustment unit 27 as shown in FIG.

The duct 5 of the cooling module 1 according to the second embodiment is formed in the same shape as the duct of the cooling module according to the first embodiment.

The partition member 57 is formed in a plate shape, and is disposed inside the duct 5 so that the thickness direction is the vertical direction. That is, the partition member 57 extends along the front-rear direction from the front side of the duct 5 toward the rear of the vehicle. The air passage in the duct 5 is divided by the partition member 57 into a first passage 21 located on the upper side and a second passage 23 located on the lower side.

The condenser 11 is provided in the first passage 21, and almost all of the air flowing in the first passage 21 flows through the heat exchange core portion of the condenser 11.

The heat exchanger (intercooler) 25 is provided in the second passage 23, and almost all of the air flowing in the second passage 23 flows through the heat exchange core portion of the heat exchanger 25. It is like that. The radiator 7 is provided behind the partition member 57.

The third air amount adjustment unit 27 is configured to adjust the amount of air by rotationally driving a plurality of third shutters 59 provided on the front side of the heat exchanger 25.

The third shutter 59 constituting the third air amount adjustment unit 27 is formed in a rectangular shape that is the same shape as the first shutter 33. The third shutters 59 are arranged in the second passage 23 along the vertical direction.

The second passage 23 is closed when the thickness direction of each shutter 59 is the front-rear direction, and the second passage 23 is opened when the thickness direction of each shutter 59 is the vertical direction. Yes.

The third shutter 59 is driven in the same manner as the first shutter 33.

Next, the operation of the cooling module 1 according to a modification of the second embodiment in which the heat exchanger 25 is provided will be described.

When the vehicle 3 is traveling at a speed slower than the first speed or in an idling state, the second passage 23 is closed by the third shutter 59 as shown in FIG. Moreover, the air flow as shown by the arrow in FIG.

That is, air that has entered the duct 5 from the opening at the front end of the duct 5 passes only through the first passage 21, passes through the condenser 11 and the radiator 7, cools the condenser 11 and the radiator 7, and then enters the duct 5. It is discharged out of the duct 5 through the opening at the rear end.

When the vehicle 3 is traveling at a speed equal to or higher than the first speed, the third shutter 59 is opened and the second passage 23 is opened as shown in FIG. And the airflow as shown by the arrow in FIG. 8 is generated.

That is, the air that has entered the duct 5 from the opening at the front end of the duct 5 passes through the first passage 21 and the second passage 23, passes through the condenser 11 and the radiator 7, and also passes through the intercooler 25 and the radiator. 7, the condenser 11, the intercooler 25, and the radiator 7 are cooled, and discharged from the opening of the rear end of the duct 5 to the outside of the duct 5.

According to the cooling module 1 according to the second embodiment, when the heat exchanger 25 is configured by an intercooler of a turbocharger and the vehicle 3 is in an idling state in which the vehicle 3 is stopped, the third air amount adjustment unit 27, the second passage (air passage through which air for cooling the intercooler flows) 23 is configured to be almost completely closed, so that the intercooler is not unnecessarily cooled.

Next, a cooling module 1 according to another modification of the second embodiment will be described with reference to FIGS.

The cooling module 1 according to another modification employs a sub-radiator as the heat exchanger 25 (see FIG. 9). The sub-radiator is used for cooling high-power equipment such as HV (Hybrid Vehicle) and EV (Electric Vehicle).

In the cooling module 1 employing the sub-radiator, when the vehicle 3 is in an idling state in which the vehicle 3 is stopped, the second air passage 23 is closed (see FIG. 9) or slightly opened by the third air amount adjustment unit 27. It is configured.

Further, in the cooling module 1 employing the sub-radiator, a part of the sub-radiator (for example, the upper end portion) is located in the first passage 21 as shown in FIG. 9 and FIG.

The operation of the cooling module 1 according to another modification of the second embodiment provided with a sub-radiator will be described.

When the vehicle 3 is traveling at a speed slower than the first speed described above or is in an idling state, the second passage 23 is closed by the third shutter 59 as shown in FIG. Moreover, the air flow as shown by the arrow in FIG.

That is, the air that has entered the duct 5 from the opening at the tip of the duct 5 passes only through the first passage 21, passes through the condenser 11 and the radiator 7, cools the condenser 11 and the radiator 7, and It is discharged out of the duct 5 through the opening at the end. As described above, the third shutter 59 may be opened to some extent.

When the vehicle 3 is traveling at a speed equal to or higher than the first speed, the third shutter 59 is opened and the second passage 23 is opened as shown in FIG. And the airflow as shown by the arrow in FIG. 10 is generated.

That is, air that has entered the duct 5 from the opening at the front end of the duct 5 flows through the first passage 21 and passes through the condenser 11 and the radiator 7. Further, it flows through the second passage 23 and passes through the sub-radiator 25 and the radiator 7. In this way, the condenser 11, the intercooler 25, and the radiator 7 are cooled by the air and discharged from the duct 5 through the opening at the rear end of the duct 5.

According to the cooling module 1 according to another modification, the heat exchanger 25 is configured by a sub-radiator used for cooling high-power equipment such as HV and EV. Accordingly, when the vehicle 3 is in an idling state where the vehicle 3 is stopped, the second air passage 23 is configured to be closed or slightly opened by the third air amount adjusting unit 27, so that the HV, EV, etc. High power equipment can be cooled accurately.

Further, according to the cooling module 1 according to another modification, a part of the sub-radiator 25 is located in the second passage 23. Therefore, even when the second air passage 23 is closed by the third air amount adjusting unit 27 in an idling state where the vehicle 3 is stopped, the sub-radiator that requires a slight heat dissipation is cooled. Can do.

Incidentally, the form of the cooling module 1 may be appropriately changed as shown in FIGS. 11 and 12, for example.

11, the radiator 7 and the condenser 11 are formed in the same size, and the air amount adjusting unit 12 is formed by one shutter 61. The first passage 21 is disposed on the upper side, and the second passage 23 is disposed on the lower side.

FIG. 11A shows a state in which the vehicle 3 is traveling at a speed slower than the first speed or in an idling state, and all of the air that has entered the duct 5 is connected to the condenser 11 and the radiator. 7 in this order.

FIG. 11B shows a state where the vehicle 3 is traveling at a speed higher than the first speed and slower than the second moving speed. The portion passes only through the radiator 7, and the remaining air that has entered the duct 5 passes through the condenser 11 and the radiator 7 in this order.

FIG. 11 (c) shows a state when the vehicle 3 is traveling at a speed equal to or higher than the second speed, and a part of the air that has entered the duct 5 passes through the radiator 7 and the condenser 11. Without being discharged from the opening 17 of the duct 5, the engine 15 or the like is directly cooled, and the remaining air entering the duct 5 cools the condenser 11 and the radiator 7.

11 is provided with an air amount adjusting unit 12 (shutter 61) only on the upper side of the duct 5. In FIG. 12 is different from that shown in FIG. 11 in that the air amount adjusting unit 12 (shutter 61) is provided on the upper side and the lower side of the duct 5, and the other points are shown in FIG. Are configured in the same manner and operate in the same manner. Note that the air amount adjustment unit 12 may be provided on both the left and right sides instead of or in addition to the upper and lower sides.

FIG. 12A shows a state in which the vehicle 3 is traveling at a speed slower than the first speed or in an idling state, and all of the air that has entered the duct 5 is connected to the condenser 11 and the radiator. 7 in this order.

FIG. 12B shows a state where the vehicle 3 is traveling at a speed higher than the first speed and slower than the second moving speed. The portion passes only through the radiator 7, and the remaining air that has entered the duct 5 passes through the condenser 11 and the radiator 7 in this order.

In the description of the second embodiment, the third air amount adjustment unit 27 is operated according to the traveling wind and the vehicle speed, but the load applied to the engine 15 as in the first embodiment, The third air amount adjustment unit 27 may be operated according to at least one of the operating condition of the air conditioner mounted on the vehicle 3, the outside air temperature, the temperature inside the vehicle, the temperature of the refrigerant of the radiator 7, and the like. .

[Third Embodiment]
Next, a third embodiment will be described. The same components as those in the first and second embodiments described above are denoted by the same reference numerals, and description thereof is omitted.

As shown in FIG. 13, in the cooling module 1 according to the third embodiment, the partition member 157 is pivotal compared to the cooling module 1 according to the second embodiment shown in FIGS. This is different from the third shutter 59 that is moved to the rear side of the vehicle.

The partition member 157 has an action of partitioning the first passage 21 and the second passage 23 and adjusting the air volume of the air flowing into the first passage 21 and the second passage 23. This will be specifically described below.

The rear end portion of the partition member 157 is pivotally supported by the front end of the lower end portion of the capacitor 11 so as to be rotatable. Therefore, at the time of partitioning, the front end portion of the partition member 157 is in contact with the lower surface of the rear end portion of the bumper 37. Further, at the time of air volume control, the partition member 157 rotates clockwise in a side view.

With the shape of the front grille, the first passage 21 is less likely to allow air to flow in than the second passage 23. Therefore, the blower fan, which is the blower unit 14, is operated to compensate for the inflow shortage into the first passage 21.

Here, as shown in FIG. 13 (b), the partition member 157 is rotated, and an air inflow portion is defined between the front end portion of the partition member 157 and the bumper 37. Then, the partition material 157 acts as an air guide, and air flows from the air inflow portion and passes through the condenser 11 and the radiator 7, whereby the condenser 11 and the radiator 7 can be effectively cooled. Therefore, the operating amount of the blower fan can be reduced to reduce power consumption.

Note that the amount of air supplied from the second passage 23 to the first passage 21 by the partition member 157 is the minimum amount of air necessary for cooling the condenser 11 and the radiator 7, so that the aerodynamics when the vehicle travels The impact is small. Further, when the second passage 23 is less likely to flow in air than the first passage 21 due to the shape of the front grille, it is preferable to provide the partition member 157 on the first passage 21 side. Moreover, the upper surface of the duct 5 is comprised by the baffle plate 105, and has an air guide function.

[Fourth Embodiment]
Next, a fourth embodiment will be described. The same components as those in the first to third embodiments described above are denoted by the same reference numerals, and description thereof is omitted.

In the fourth embodiment, the third shutter 59 is eliminated from the third embodiment, and the length of the partition member 257 is set longer than that in the third embodiment.

The rear end portion of the partition member 257 is pivotally supported by the front end of the lower end portion of the capacitor 11 so as to be rotatable. Therefore, at the time of partitioning, the front end portion of the partition member 257 is in contact with the lower surface of the bumper 37. Further, at the time of air volume control, the partition member 257 rotates clockwise in a side view, and the lower end of the partition member 257 is in contact with the lower surface of the duct 5.

Therefore, since the front end portion of the partition member 257 is in contact with the lower surface of the bumper 37 at the time of partitioning, the first passage 21 and the second passage 23 are reliably separated by the partition member 257. Therefore, the air that has entered the upper side of the duct 5 flows in the first passage 21 to efficiently cool the condenser 11 and the radiator 7.

At the time of air volume control, since the lower end of the partition member 257 is in contact with the lower surface of the duct 5, the second passage 23 is blocked. Therefore, the air that has entered the lower side of the duct 5 is sent obliquely upward along the partition member 257 and joins the first passage 21. Since air passes through the condenser 11 and the radiator 7, the condenser 11 and the radiator 7 are efficiently cooled. In this embodiment, since there is no third shutter 59 as compared with the third embodiment, the air volume control in the second passage 23 is performed only by the partition member 257, so that the structure is simplified. There is.

The entire content of Japanese Patent Application No. 2014-036664 (application date: February 27, 2014) is incorporated herein by reference.

Industrial application fields

The present invention is applied to a cooling module mounted on a vehicle. Further, according to the present invention, there is an effect that the condenser and the radiator can be cooled according to the necessity of cooling them.

DESCRIPTION OF SYMBOLS 1 Cooling module 3 Vehicle 5 Duct 7 Radiator 9 Bypass passage 11 Condenser 12 Air quantity adjustment part 14 Air blower part 15 Engine 17 Opening part 21 1st passage 23 2nd passage 25 Heat exchanger

Claims

A duct installed in the vehicle;
A radiator provided in the duct;
A capacitor provided in front of the radiator in the duct;
An air amount adjusting unit that adjusts the amount of air flowing to the radiator according to the running state of the vehicle;
An air blowing section for forcibly creating an air flow in the duct,
In the duct, a first passage through which a part of the air flowing in the duct flows and a portion of the air flowing in the duct provided in parallel to the first passage in the duct And a second passage through which the remaining air flows.
The radiator is provided behind the first passage and the second passage in the duct;
The capacitor is provided in the first passage;
The cooling module according to claim 1, wherein the air amount adjusting unit is configured to adjust an amount of air flowing through the second passage according to a traveling state of the vehicle.
The cooling module according to claim 1,
A bypass passage through which air directly hitting the radiator flows is formed in the second passage;
The cooling module according to claim 1, wherein the air amount adjusting unit is configured to adjust an amount of air flowing through the second passage including the bypass passage.
The cooling module according to claim 2,
The duct is provided with an opening for allowing the air that has entered the bypass passage to flow to the engine of the vehicle without passing through the condenser and the radiator,
The cooling module according to claim 1, wherein the air amount adjusting unit is configured to adjust an amount of air flowing through the opening in accordance with a traveling state of the vehicle.
The cooling module according to any one of claims 1 to 3,
A cooling module, wherein a capacitor and a radiator are arranged so that a lower end side of the capacitor is wider than an upper end side of the capacitor with respect to an interval along the vehicle front-rear direction between the capacitor and the radiator.
The cooling module according to any one of claims 1 to 4,
The cooling module according to claim 1, wherein a heat exchanger is provided in the second passage.
The cooling module according to any one of claims 1 to 4,
The cooling module according to claim 1, wherein the air amount adjusting unit is configured to operate by receiving a wind pressure of a traveling wind of the vehicle.
The cooling module according to any one of claims 1 to 4,
The cooling module, wherein the air amount adjustment unit is configured to be driven by an actuator according to a detection result of a vehicle speed sensor that detects a traveling speed of the vehicle.
The cooling module according to any one of claims 1 to 4,
The air amount adjustment unit is configured to operate in accordance with at least one of a load of an engine of the vehicle, an operating condition of an air conditioner of the vehicle, an outside air temperature, an in-vehicle temperature, and a radiator refrigerant temperature. Cooling module characterized by
The cooling module according to any one of claims 5 to 8,
The heat exchanger is a turbocharger intercooler,
The cooling module, wherein the second passage is closed by the air amount adjusting unit when the vehicle is in an idling state where the vehicle is stopped.
The cooling module according to any one of claims 5 to 8,
The heat exchanger is a sub-radiator used for cooling high-power equipment,
The cooling module, wherein the second passage is closed or slightly opened by the air amount adjustment unit when the vehicle is in an idling state in which the vehicle is stopped.
The cooling module according to claim 10,
The cooling module according to claim 1, wherein a part of the sub-radiator is located in the first passage.