WO2016092795A1 - Cooling device and cooling module - Google Patents

Abstract

This cooling device is applied to an automobile equipped with a front opening part (2) for opening a front engine room (1) from the front side in a vehicle traveling direction, a first blower (40) disposed inside the front engine room to the front of a drive engine (3) in the vehicle traveling direction, and an introduction flow passage (50a) for introducing, toward the first blower, an air flow flowing in through the front opening part from the front side of the front opening part in the vehicle traveling direction, and the cooling device cools the drive engine with an air flow flowing toward the drive engine after having passed through the first blower from the introduction flow passage. The cooling device is provided with a duct (60) having a first opening part (61) which opens into the introduction flow passage and a second opening part (62) which opens toward the rear of the drive engine in the vehicle traveling direction in the front engine room, thereby forming an air flow passage (60a) for circulating the flow of air between the first and second opening parts.

Description

Cooling device and cooling module Cross-reference of related applications

This application is based on Japanese Patent Application Nos. 2014-249101 filed on Dec. 9, 2014 and Japanese Patent Application No. 2015-76860 filed on Apr. 3, 2015. Is used.

The present disclosure relates to a cooling device and a cooling module.

2. Description of the Related Art Conventionally, there has been proposed a cooling device that is applied to an automobile in which an exhaust manifold is disposed on the front side in the vehicle traveling direction with respect to a traveling engine in a front engine room, and cools the exhaust manifold by an air flow (for example, Patent Document 1). reference).

In the cooling device, a duct is formed for guiding the air flow introduced from the opening portion of the front grille and passing through the radiator to the lower side of the rear portion of the traveling engine after passing through the periphery of the exhaust manifold. According to this, the exhaust manifold can be cooled by the air flow passing through the radiator passing around the exhaust manifold.

JP-A-5-169986

In the cooling device disclosed in Patent Document 1, as described above, in an automobile in which the exhaust manifold is disposed on the front side with respect to the traveling engine, the exhaust manifold can be cooled by an air flow. However, in an automobile in which the exhaust manifold is arranged on the rear side with respect to the traveling engine, the exhaust manifold cannot be cooled by the air flow.

Also, in recent years, even in an automobile in which the exhaust manifold is disposed on the front side with respect to the traveling engine, the front engine room is reduced and the air passage in the front engine room is narrowed. For this reason, the air permeability in the front engine room may be reduced, and heat may be accumulated on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room.

The present disclosure aims to provide a cooling device and a cooling module for cooling the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room of the automobile.

In one aspect of the present disclosure, the cooling device includes a front opening that opens the front engine room to the front side in the vehicle traveling direction, and a first blower that is disposed on the front side in the vehicle traveling direction with respect to the traveling engine in the front engine room. The present invention is applied to an automobile including an introduction flow path for guiding an air flow flowing in from the front opening direction of the front opening through the front opening to the first blower side, and travels through the first blower from the introduction flow path. The traveling engine is cooled by the airflow flowing to the engine side. The cooling device includes a first opening that opens into the introduction flow path and a second opening that opens to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room. A duct is provided that forms an air flow path for allowing an air flow to flow between the openings.

According to this, it is possible to blow out the air flow that has flowed into the introduction flow path through the front opening as the vehicle travels to the rear side in the vehicle traveling direction with respect to the traveling engine through the duct. For this reason, the vehicle traveling direction rear side can be cooled by the air flow with respect to the traveling engine.

The exhaust manifold is a manifold that collects a plurality of exhaust passages connected to the traveling engine into one exhaust pipe that exhausts exhaust gas from the traveling engine. The front engine room is a space that is disposed on the front side in the vehicle traveling direction with respect to the passenger compartment of the automobile and in which the traveling engine is mounted. The heat medium is a substance for transferring heat.

Specifically, when the travel engine is stopped, the duct causes the air flow sucked through the second opening from the rear side in the vehicle traveling direction to the travel engine in the front engine room in accordance with the operation of the first blower. From the first opening into the introduction channel.

According to this, when the traveling engine is stopped, an air flow that flows from the rear side in the vehicle traveling direction to the introduction flow path side with respect to the traveling engine through the duct is generated. As a result, heat on the rear side in the vehicle traveling direction with respect to the traveling engine can be moved to the introduction flow path side, so heat is sucked from the rear side in the vehicle traveling direction on the traveling engine to the introduction flow path side. Can be cooled.

In one aspect of the present disclosure, the cooling module is applied to an automobile in which an exhaust manifold is disposed on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room, and is introduced to the cooling device and the first blower. An in-vehicle heat exchanger disposed on the upstream side in the air flow direction in the flow path to dissipate heat from the heat medium that cools the traveling engine to the air flow in the introduction flow path. A 1st opening part opens to the downstream of an air flow direction with respect to a vehicle-mounted heat exchanger among introduction flow paths.

According to this, the duct can blow out the air flow taken from the downstream side in the air flow direction with respect to the in-vehicle heat exchanger in the introduction flow path to the exhaust manifold. For this reason, the exhaust manifold can be cooled by the air flow.

In one aspect of the present disclosure, the cooling device includes a first air outlet that blows out an air flow between the first and second openings of the duct. An air flow flowing from the first opening toward the second opening is generated by lowering the air pressure between the first and second openings in the duct by the air flow blown from the first air outlet. The generated air flow and the air flow blown out from the first air outlet flow toward the second opening.

According to this, it is possible to increase the air volume of the airflow that blows out from the first opening of the duct to the traveling engine on the rear side in the vehicle traveling direction without increasing the size of the duct. Thereby, the vehicle traveling direction rear side can be reliably cooled with respect to the traveling engine.

However, the air flow direction in the introduction flow path is the direction of the main flow air flow having the largest air volume among the plurality of air flows flowing in the introduction flow path.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings.
It is the schematic diagram which looked at the whole structure of the cooling module in 1st Embodiment from the heaven district improvement side. It is a perspective view which shows the duct of FIG. 1, a shroud, a valve | bulb, an electric fan, and the engine for driving | running | working. FIG. 2 is a side view showing a duct, a shroud, a valve, an electric fan, a traveling engine, an introduction flow path, and an exhaust manifold in FIG. 1, and shows a flow of air flow from the introduction flow path side to the exhaust manifold side. It is a figure which shows the electrical structure of the cooling module of FIG. It is a flowchart which shows the cooling control process by the electronic controller of FIG. It is a flowchart which shows the fan control processing by the electronic controller of FIG. FIG. 2 is a side view showing a duct, a valve, an electric fan, an introduction flow path, a traveling engine, and an exhaust manifold in FIG. 1, and shows a flow of air flow from the exhaust manifold side to the introduction flow path. It is a flowchart which shows the cooling control process by an electronic controller in 2nd Embodiment. FIG. 9 is a characteristic diagram showing a relationship between the opening degree of a valve used in the cooling control process of FIG. 8 and the temperature of the exhaust manifold. It is a side view which shows the structure of a duct in 3rd Embodiment. It is the perspective view seen from the radiator side in the cooling module of 4th Embodiment. It is the perspective view seen from the heaven district improvement side in the cooling module of the said 4th Embodiment. It is sectional drawing which shows the internal structure of the air blowing structure of the said 4th Embodiment. It is a figure which shows the electrical constitution of the cooling module of the said 4th Embodiment. It is a flowchart which shows the cooling control process by the electronic controller of FIG. It is sectional drawing which shows the internal structure of the air blowing structure of the modification of the said 4th Embodiment. It is a flowchart which shows the switching control process of the electronic controller of the said modification. It is a figure which shows the inside of the duct of 6th Embodiment. It is a figure which shows the inside of the cooling module of 6th Embodiment. It is a figure which shows the cooling module of a 1st modification. It is a figure which shows the cooling module of a 2nd modification. It is a figure which shows the cooling module of a 3rd modification. It is a figure which shows the cooling module of a 4th modification. It is a figure which shows the cooling module of a 5th modification.

Embodiments will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are given the same reference numerals in the drawings in order to simplify the description.

(First embodiment)
FIG. 1 shows a first embodiment of an automotive cooling module 10 to which a cooling device of the present disclosure is applied.

The cooling module 10 of the present embodiment is disposed between the front grille opening 2 and the traveling engine 3 in the front engine room 1 of the automobile. The front grill opening 2 is an opening that opens from the front engine room 1 forward of the front grill 4 in the vehicle traveling direction in the front grill 4 of the automobile. The front engine room 1 is a space that is disposed on the front side in the vehicle traveling direction with respect to the passenger compartment of the automobile and in which the traveling engine 3 is mounted.

Specifically, the cooling module 10 includes a capacitor 20, a radiator 30, an electric fan 40, a shroud 50, a duct 60, and a valve 70 as shown in FIG.

The capacitor 20 is arranged on the rear side in the vehicle traveling direction with respect to the front grill opening 2. The condenser 20 constitutes a refrigeration cycle device for an air conditioner that circulates refrigerant together with a compressor, a pressure reducing valve, and an evaporator, and heats the high-pressure refrigerant discharged from the compressor with outside air (hereinafter referred to as outside air). It is an exchanger.

The radiator 30 is disposed behind the capacitor 20 in the vehicle traveling direction. The radiator 30 is a heat exchanger that cools the cooling water of the traveling engine 3 with outside air. The radiator 30 is disposed upstream of the electric fan 40 in the air flow direction in the introduction flow path 50a. The introduction flow path 50a is an air passage for guiding the air flow sucked from the front grill opening 2 through the condenser 20 and the radiator 30 to the electric fan 40 as shown by an arrow K in FIG. The air flow direction in the introduction flow path 50a is the flow direction of the main flow having the largest air volume among the plurality of air flows flowing through the introduction flow path 50a.

The electric fan 40 is arranged on the rear side in the vehicle traveling direction with respect to the radiator 30 in the front engine room 1. The electric fan 40 generates an air flow that allows the condenser 12 and the radiator 11 to pass through the front grille opening 2 from the front in the vehicle traveling direction of the automobile.

The shroud 50 is a casing that forms an introduction flow path 50 a for guiding the air flow sucked from the front grill opening 2 through the condenser 20 and the radiator 30 to the electric fan 40. The shroud 50 is formed so as to block between the capacitor 20 and the radiator 30 and between the radiator 30 and the electric fan 40 from the vehicle width direction and the vertical direction.

The duct 60 forms an air flow path 60a that allows an air flow to flow between the front opening 61 (first opening) and the rear opening 62 (second opening). The duct 60 is arranged with the traveling engine 3 on the heaven region improvement side. As shown in FIGS. 1 to 3, the front opening 61 is directed toward the radiator 30 after the vehicle traveling direction with respect to the radiator 30 in the shroud 50 (that is, the vehicle traveling direction front side in the air flow path 60a). It is open toward. In other words, the front opening 61 opens to the downstream side in the air flow direction in the introduction flow path 50a with respect to the radiator 30 in the introduction flow path 50a. The front opening 61 is disposed on the one side in the vehicle width direction with respect to the electric fan 40. The rear opening 62 is open to the exhaust manifold 5 side of the front engine room 1 with respect to the traveling engine 3 (that is, the vehicle traveling direction rear side with respect to the traveling engine 3).

The exhaust manifold 5 is a manifold that collects a plurality of exhaust passages connected to the traveling engine 3 into one exhaust pipe that exhausts exhaust gas from the traveling engine 3. The exhaust manifold 5 is arranged behind the traveling engine 3 in the front engine room 1 in the vehicle traveling direction.

In the front engine room 1 of the present embodiment, a turbocharger turbine and a catalyst device are arranged in addition to the exhaust manifold 5 behind the traveling engine 3 in the vehicle traveling direction. The catalyst device is a device that purifies harmful components in exhaust gas blown out from the traveling engine 3 by reduction and oxidation. The turbocharger extracts rotational energy from the internal energy of the exhaust gas blown out from the traveling engine 3 by the turbine, operates the compressor by this rotational energy, generates compressed air, and supplies the compressed air to the intake port of the traveling engine 3. Device. A turbocharger turbine is a device that extracts rotational energy from the internal energy of exhaust gas.

The valve 70 is supported on the opening 61 side of the duct 60 so that the opening 61 can be opened and closed. As a result, the valve 70 opens and closes the air flow path 60 a formed by the duct 60. The valve 70 is driven by an electric motor 80 (see FIG. 4) as will be described later.

Next, the electrical configuration of the cooling module 10 of this embodiment will be described with reference to FIG.

The cooling module 10 includes an electronic control device 90. The electronic control unit 90 includes a microcomputer, a memory, and the like. The electronic control device 90 is a well-known electronic control device that operates with power supplied from the in-vehicle battery 91.

The electronic control unit 90 performs cooling control processing and fan control processing according to a computer program stored in the memory.

When the electronic control unit 90 executes the cooling control process, the switch signal of the ignition switch 92, the detection value of the temperature sensor 100, the detection value of the vehicle speed sensor 101, the detection value of the water temperature sensor 102, and the detection of the oil temperature sensor 103 are detected. Based on the value, the valve 70 is controlled via the electric motor 80. When executing the fan control process, the electronic control unit 90 controls the electric fan 40 based on the switch signal of the ignition switch 92 and the detection value of the refrigerant pressure sensor 104. The temperature sensor 100 corresponds to a first temperature sensor. The water temperature sensor 102 and the oil temperature sensor 103 correspond to a second temperature sensor.

The temperature sensor 100 detects, for example, the surface temperature of the exhaust manifold 5 as the temperature of the exhaust manifold 5. The vehicle speed sensor 101 detects the speed of the automobile as the rotational speed of the driving wheels of the automobile. The water temperature sensor 102 detects the temperature of engine cooling water that cools the traveling engine 3. The oil temperature sensor 103 detects the temperature of the engine oil. The engine oil is used to lubricate each component constituting the traveling engine 3 and to cool the traveling engine 3.

The ignition switch 92 is a power switch that turns the traveling engine 3 on and off (that is, starts and stops). The refrigerant pressure sensor 104 is a sensor that detects the refrigerant pressure between the refrigerant inlet side of the capacitor 20 and the refrigerant outlet side of the compressor. That is, the refrigerant pressure sensor 104 is a sensor that detects the refrigerant pressure on the refrigerant inlet side of the capacitor 20. The electric fan 40 includes, for example, an axial fan, an electric motor that drives the axial fan, and a shroud 50.

Next, control processing of the electronic control unit 90 will be described with reference to FIGS.

FIG. 5 is a flowchart showing the cooling control process. FIG. 6 is a flowchart showing the fan control process. The electronic control unit 90 executes the cooling control process and the fan control process in parallel. Hereinafter, the cooling control process will be described prior to the fan control process. The electronic control unit 90 executes a computer program corresponding to the cooling control process according to the flowchart of FIG.

First, in S100, based on the output signal of the ignition switch 92, it is determined whether or not the traveling engine 3 (denoted as ENG in FIG. 5) is operating. Specifically, it is determined whether or not the ignition switch 92 is on. At this time, if the ignition switch 92 is on, it is determined that the traveling engine 3 is operating (ON), and YES is determined in S100.

In the next S110, based on the detection value of the vehicle speed sensor 101, it is determined whether or not the vehicle speed is less than a predetermined speed. At this time, if the speed of the automobile is equal to or higher than a predetermined speed (threshold), it is determined that the speed of the automobile is high and NO is determined in S110.

In this embodiment, for example, 40 km / h is used as the predetermined speed. For this reason, when the speed of the automobile is 40 km / h or higher, YES is determined in S110. In this case, in S120, the electric motor 80 is controlled to open the valve 70. For this reason, the valve 70 is driven by the electric motor 80 to open the air flow path 60a. Thereafter, the process returns to S100.

On the other hand, when the speed of the automobile is 0 km / h or more and less than 40 km / h, based on the detection value of the vehicle speed sensor 101, the speed of the automobile is determined to be less than a predetermined speed (ie, low speed). It determines with YES.

In this case, the electric motor 80 is controlled to close the valve 70 in S130. For this reason, the valve 70 is driven by the electric motor 80 to close the air flow path 60a. Thereafter, the process returns to S100.

Furthermore, in S100, when the ignition switch 92 is turned off, it is determined that the traveling engine 3 is stopped (OFF) and NO. At this time, in S140, it is determined whether or not the traveling engine 3 should be cooled. Specifically, the following determinations (1) and (2) are performed based on the detection value of the water temperature sensor 102 and the detection value of the oil temperature sensor 103. (1) Based on the detection value of the water temperature sensor 102, it is determined whether or not the engine coolant is at a predetermined temperature or higher. (2) Based on the detection value of the oil temperature sensor 103, it is determined whether or not the engine oil is above a predetermined temperature.

For example, when the engine coolant is at a predetermined temperature or higher and when the engine oil is at a predetermined temperature or higher, the traveling engine 3 is hot and cools the traveling engine 3 in S140. It is determined as YES because it should be.

In the next S150, it is determined whether or not the temperature of the exhaust manifold 5 is equal to or higher than the predetermined temperature P1 according to the detection value of the temperature sensor 100. At this time, when the temperature of the exhaust manifold 5 is equal to or higher than the predetermined temperature P1, it is determined that the exhaust manifold 5 is at a high temperature, and YES is determined in S150.

Accordingly, in step S160, the electric motor 80 is controlled to place the valve 70 in a half-open state. Specifically, the electric motor 80 is controlled so that the opening degree of the valve 70 is 50%. Thereafter, the process returns to S100.

Here, the opening degree of the valve 70 is a ratio indicating the degree of opening of the air flow path 60 a of the duct 60, and is set to 0% when the valve 70 closes the air flow path 60 a of the duct 60. 100% when the channel 60a is fully opened. In the present embodiment, the state in which the valve 70 opens the air flow path 60a in S162, which will be described later, is a fully opened state (that is, an opening degree of 100%).

In S150, when the temperature of the exhaust manifold 5 is lower than the predetermined temperature P1 according to the detection value of the temperature sensor 100, NO is determined in S150. That is, when the exhaust manifold 5 is at a low temperature, NO is determined in S150. Accordingly, in S161, the electric motor 80 is controlled to close the valve 70. Thereby, the valve 70 closes the air flow path 60 a of the duct 60. That is, the opening degree of the valve 70 is set to 0%. Thereafter, the process returns to S100.

Furthermore, in S140, when the engine cooling water is lower than the predetermined temperature and / or when the engine oil is lower than the predetermined temperature, it is determined as NO because the traveling engine 3 does not need to be cooled. To do.

If it is determined that the traveling engine 3 does not need to be cooled as described above in S140, the electric motor 80 is controlled and the valve 70 is opened in S162. Thereby, the valve 70 opens the air flow path 60 a of the duct 60. That is, the opening degree of the valve 70 is set to 100%. Thereafter, the process returns to S100.

The valve 70 is opened and closed by repeating the processes of S100 to 162.

The electronic control unit 90 executes a computer program corresponding to the fan control process according to the flowchart of FIG.

First, in S200, based on the output signal of the ignition switch 92, it is determined whether or not the traveling engine 3 (denoted as ENG in FIG. 6) is operating. When the ignition switch 92 is on, it is determined that the traveling engine 3 is operating (ON), and YES is determined in S200.

Next, in S205, the following determination (1) and determination (2) are performed. In determination (1), it is determined whether or not the temperature of the engine coolant flowing through the radiator 30 is equal to or higher than a predetermined temperature based on the detection value of the water temperature sensor 102. In determination (2), based on the detection value of the refrigerant pressure sensor 104, it is determined whether or not the refrigerant pressure on the refrigerant inlet side of the capacitor 20 is equal to or higher than a predetermined value.

Here, when the temperature of the engine cooling water is equal to or higher than the predetermined temperature and when the refrigerant pressure on the refrigerant inlet side of the capacitor 20 is equal to or higher than the predetermined value, YES is determined in S205. Accordingly, the electric fan 40 is operated in S210. For this reason, the electric fan 40 sucks the airflow introduced through the front grille opening 2, the condenser 20, and the radiator 30 from the front side in the vehicle longitudinal direction of the automobile and blows it out to the traveling engine 3 side. As a result, the airflow introduced from the front side in the vehicle longitudinal direction of the automobile through the front grill opening 2 is guided by the shroud 50 and passes through the condenser 20, the radiator 30, and the electric fan 40. For this reason, the traveling engine 3 is cooled by the airflow that passes through the electric fan 40 from the introduction flow path 50a and flows to the traveling engine 3 side.

Next, in S220, based on the output signal of the ignition switch 92, it is determined whether or not the traveling engine 3 has transitioned from the operating state to the stopped state. Specifically, it is determined whether or not the ignition switch 92 has changed from an on state to an off state.

Here, when the ignition switch 92 changes from the on state to the off state, it is determined YES in S220. At this time, in S230, the electric fan 40 is stopped after a certain period. That is, when the traveling engine 3 stops, the operation of the electric fan 40 is continued for a certain period thereafter, and then the electric fan 40 is stopped. Thereafter, the process returns to S200.

In S200, when the ignition switch 92 is off, it is determined as NO because the traveling engine 3 is stopped. Thereafter, the process returns to S200.

Further, in S220, when the ignition switch 92 is kept on and the running engine 3 is still operating, it is determined as NO. In this case, the operation of the electric fan 40 is continued and the process returns to S200.

By repeating the processes of S200 to S230, the electric fan 40 starts to operate according to a combination of the operating state of the traveling engine 3 and other conditions. Thereafter, when the traveling engine 3 stops, the electric fan 40 continues to operate for a certain period of time, but then the electric fan 40 is stopped.

When the engine coolant temperature is lower than the predetermined temperature and the refrigerant pressure on the refrigerant inlet side of the condenser 20 is lower than the predetermined value, NO is determined in S205.

Next, a specific operation of the cooling module 10 of this embodiment will be described.

First, when it is determined YES in S110 that the vehicle speed is low, the electric motor 80 is controlled to close the valve 70 (S130).

Here, when the speed of the automobile is low and the valve 70 opens the air flow path 60a, an air flow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side is caused by the operation of the electric fan 40. appear. For this reason, the air volume which passes the capacitor | condenser 20 and the radiator 30 from the front grill opening part 2 falls.

In contrast, in S130, the electric motor 80 is controlled to close the valve 70. For this reason, the valve 70 is driven by the electric motor 80 to close the air flow path 60a. Therefore, even if the electric fan 40 is operated, an air flow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side is not generated. For this reason, the air flow rate of the airflow that flows from the front grill opening 2 through the condenser 20, the radiator 30, and the electric fan 40 to the traveling engine 3 side is increased. Therefore, the condenser 20, the radiator 30, and the traveling engine 3 are cooled by the air flow.

If it is determined NO in S110 because the vehicle speed is high, the electric motor 80 is controlled to open the valve 70 (S120).

When the automobile is traveling at a high speed, an air flow as a vehicle traveling wind passing through the front grill opening 2, the capacitor 20, the radiator 30, and the electric fan 40 from the front side in the vehicle longitudinal direction of the automobile as the automobile travels. Will occur.

For this reason, a part of the air flow as the vehicle running wind that has passed through the front grille opening 2, the condenser 20, and the radiator 30 from the front side in the vehicle longitudinal direction of the automobile passes through the front opening 61 as indicated by an arrow 200 in FIG. It is introduced into the duct 60 and blown out from the rear opening 62 to the exhaust manifold 5 side. For this reason, the exhaust manifold 5, the catalyst device, and the turbocharger turbine can be cooled by the airflow by the airflow blown out from the rear opening 62 of the duct 60.

Thus, the air flow that has cooled the exhaust manifold 5, the catalyst device, and the turbocharger turbine flows below the floor of the exhaust manifold 5. As a result, an air flow is generated that passes through the periphery of the front grill opening 2, the condenser 20, the radiator 30, the duct 60, and the exhaust manifold 5 and flows to the under floor of the automobile.

Of the air flow introduced into the introduction flow path 50 a through the front grille opening 2 from the front side in the vehicle front-rear direction, the remaining air flow other than the air flow flowing into the duct 60 is sucked into the electric fan 40. It is. The remaining air sucked in by the electric fan 40 passes around the traveling engine 3 and flows below the floor. For this reason, the traveling engine 3 is cooled by the airflow that passes through the electric fan 40 from the introduction flow path 50a and flows to the traveling engine 3 side.

Furthermore, when the traveling engine 3 is stopped, YES is determined in S140 because the traveling engine 3 is to be cooled, and YES is determined in S150 because the exhaust manifold 5 is hot. In this case, the electric motor 80 is controlled to bring the valve 70 into a half-open state (S160). For this reason, with the operation of the electric fan 40, the air flow sucked from the exhaust manifold 5 side is blown out through the duct 60 to the introduction flow path 50a as indicated by an arrow 210 in FIG. The blown air flow is sucked into the electric fan 40 side. Thereby, the air flow heated by the exhaust manifold 5, the catalyst device, and the turbocharger turbine can be moved to the electric fan 40 side through the duct 60.

Thus, the exhaust manifold 5, the catalyst device, and the turbocharger turbine can be cooled by the air flow. In addition, an air flow that passes through the front grille opening 2, the condenser 20, the radiator 30, and the electric fan 40 from the front side in the vehicle traveling direction of the automobile is generated. For this reason, the radiator 30 can be cooled by the air flow. In this way, the exhaust manifold 5 and the like can be cooled while securing the amount of air flowing through the radiator 30.

When the traveling engine 3 is stopped, YES is determined in S140 because the traveling engine 3 is to be cooled, and NO is determined in S150 because the exhaust manifold 5 is at a low temperature. In this case, the electric motor 80 is controlled to close the valve 70 (S161). Therefore, regardless of the operation of the electric fan 40, an air flow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side is not generated. For this reason, it is possible to ensure the amount of air flowing from the front grill opening 2 through the radiator 30.

Furthermore, when the traveling engine 3 is stopped, if the traveling engine 3 should be cooled and it is determined NO in S140, the electric motor 80 is controlled to open the valve 70 (S162). In this case, although the amount of air passing through the radiator 30 from the front grill opening 2 is reduced, the air flow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side increases with the operation of the electric fan 40. Thereby, the exhaust manifold 5 etc. can be cooled.

According to the present embodiment described above, the exhaust manifold 5 is arranged behind the traveling engine 3 in the front engine room 1 of the automobile in the vehicle traveling direction. The duct 60 has a front opening 61 that opens to the front side in the vehicle traveling direction with respect to the traveling engine 3 and a rear opening 62 that opens to the exhaust manifold 5 side with respect to the traveling engine 3. An air flow is circulated through 60a. The valve 70 opens and closes the air flow path 60 a in the duct 60. If the electronic control unit 90 determines in S130 that the speed is high based on the detection value of the vehicle speed sensor 101 that detects the speed of the automobile, the electronic control unit 90 controls the valve 70 to open the air flow path 60a. When the automobile travels at high speed, the duct 60 takes in the air flow that flows into the front engine room 1 through the front grille opening 2 as the automobile travels from the front opening 61 and exhausts from the rear opening 62. Blow out to the manifold 5 side. Therefore, it is possible to provide the cooling module 10 that cools the traveling engine 3, the exhaust manifold 5, the catalyst device, and the turbocharger turbine. For this reason, it is possible to avoid the occurrence of heat damage to the exhaust manifold 5, the catalyst device, the turbocharger turbine, and its peripheral components.

In this embodiment, the electronic control unit 90 opens the air flow path 60a by the valve 70 when the temperature of the exhaust manifold is high when the traveling engine 3 is stopped. For this reason, an air flow that flows from the exhaust manifold 5 side to the electric fan 40 side through the duct 60 is generated along with the operation of the electric fan 40 during so-called dead soak. Thereby, the high temperature air heated by the exhaust manifold 5 etc. can be moved from the exhaust manifold 5 side to the introduction flow path 50a side. Therefore, the exhaust manifold 5, the catalyst device, and the turbocharger turbine can be cooled by the air flow.

In particular, when it is determined that the traveling engine 3 should be cooled and the temperature of the exhaust manifold 5 is equal to or higher than a predetermined temperature, the valve 70 is opened halfway (S160). For this reason, the opening degree of the valve 70 is made smaller than when it is determined that the traveling engine 3 does not need to be cooled. Therefore, it is possible to increase the air volume of the airflow passing through the radiator 30 and the electric fan 40 from the front grill opening 2 side as compared with the case where it is determined that the traveling engine 3 does not need to be cooled. For this reason, the radiator 30 and by extension, the engine 3 for driving | running | working can also be cooled appropriately.

In the present embodiment, the air flow that has cooled the exhaust manifold 5, the catalyst device, and the turbocharger turbine flows to the bottom side of the exhaust manifold 5. Therefore, the resistance of the airflow that has flowed into the front engine room 1 can be reduced.

In the present embodiment, the front opening 61 of the duct 60 is provided in the shroud 50. For this reason, it is possible to reduce the resistance of the air flow passing through the radiator 30 via the front grill opening 2 when the automobile is traveling at high speed. For this reason, as the amount of air passing through the radiator 30, the amount of air blowing equivalent to that when using the conventional electric fan 40 in which the ram pressure hole is provided in the shroud 50 can be obtained. For this reason, the cooling capacity which cools the radiator 30 can be improved.

When the electronic control unit 90 determines that the speed of the automobile is low, the electronic control unit 90 controls the valve 70 via the electric motor 80 so as to close the air flow path 60a of the duct 60. Therefore, an air flow that flows from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side is not generated. For this reason, in the present embodiment, the amount of air passing through the radiator 30 is the same as that in the case of using the conventional electric fan 40 provided with a ram pressure hole in the shroud 50 and a flap for closing the ram pressure hole. Can be obtained. Further, in the present embodiment, a larger air flow rate can be obtained as compared with the case where the conventional electric fan 40 in which the ram pressure hole is provided in the shroud 50 is used.

(Second Embodiment)
In the first embodiment, the example in which the valve 70 is closed when the speed of the automobile is low has been described. Instead, in the second embodiment, when the speed of the automobile is low, the exhaust is exhausted. An example of controlling the opening degree of the valve 70 in accordance with the temperature of the manifold 5 will be described.

In this embodiment and the first embodiment, the cooling control processing of the electronic control device 90 is different. For this reason, the cooling control process of the present embodiment will be described below with reference to FIGS.

FIG. 8 is a flowchart of the cooling control process of the present embodiment. The flowchart of FIG. 8 is obtained by adding S190 and 191 to the flowchart of FIG. 8, the same reference numerals as those in FIG. 5 denote the same S, and the description thereof is simplified. The electronic control unit 90 executes the cooling control process according to the flowchart of FIG. 8 instead of FIG.

In S100, based on the detection value of the vehicle speed sensor 101, when the speed of the automobile is less than the predetermined speed, it is determined that the speed of the automobile is low and YES is determined.

In this case, in S190, it is determined according to the detection value of the temperature sensor 100 whether or not the temperature of the exhaust manifold 5 is equal to or higher than the predetermined temperature P1.

Here, when the temperature of the exhaust manifold 5 is lower than the predetermined temperature P1, NO is determined in S190. In this case, in S130, the electric motor 80 is controlled to close the valve 70. For this reason, the valve 70 is driven by the electric motor 80 to close the air flow path 60a. Therefore, even if the electric fan 40 is operated, an air flow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side is not generated.

On the other hand, when the temperature of the exhaust manifold 5 is equal to or higher than the predetermined temperature P1, YES is determined in S190. In this case, in S191, based on the temperature detected by the temperature sensor 100, the electric motor 80 is controlled to control the opening degree of the valve 70.

Specifically, the opening degree of the valve 70 is gradually increased as the temperature of the exhaust manifold 5 becomes higher (see FIG. 9).

The graph G in FIG. 9 shows an example in which the opening gradually increases from 0% to 100% as the temperature of the exhaust manifold 5 increases when the temperature of the exhaust manifold 5 is equal to or higher than the predetermined temperature P1. . The opening degree is a degree of opening of the air flow path 60a. For this reason, as the temperature of the exhaust manifold 5 becomes higher, the airflow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side increases. As a result, the amount of air passing through the radiator 30 and the electric fan 40 from the front grill opening 2 decreases.

According to the present embodiment described above, when the electronic control unit 90 determines that the speed of the automobile is low and the temperature of the exhaust manifold 5 is equal to or higher than the predetermined temperature P1, the temperature of the exhaust manifold 5 increases. The valve 70 is controlled so that the opening degree of the valve 70 is gradually increased. For this reason, as the temperature of the exhaust manifold 5 becomes higher, the airflow flowing from the exhaust manifold 5 side through the duct 60 to the electric fan 40 side increases. Therefore, it is possible to optimize the amount of air passing through the radiator 30 while cooling the exhaust manifold 5.

(Third embodiment)
In the third embodiment, an example in which holes 60c and 60d are provided in the duct 60 of the cooling module 10 of the first embodiment to cool a component to be cooled other than the exhaust manifold 5 will be described.

FIG. 10 is a side view of the cooling module 10 of the present embodiment. The cooling module 10 of the present embodiment is obtained by providing holes 60c and 60d in the duct 60 in the cooling module 10 of the first embodiment. For this reason, hereinafter, the holes 60c and 60d of the duct 60 will be described, and description of other configurations will be omitted. In FIG. 10, the same reference numerals as those in FIG. 3 denote the same components.

The holes 60 c and 60 d are opened from the inside of the air flow path 60 a to the outside of the duct 60 between the openings 61 and 62 of the duct 60. The holes 60c and 60d are located on the Tenchi region improvement side with respect to each component to be cooled (not shown). Examples of each component to be cooled include an alternator, a waste gate valve, and other components. The hole 60d is disposed on the rear opening 62 side with respect to the hole 60c.

In the present embodiment configured as described above, when the automobile is traveling at a high speed, the air flow as the vehicle traveling wind that has passed through the front grill opening 2, the condenser 20, and the radiator 30 from the front side in the vehicle longitudinal direction of the automobile. 10 is introduced into the air flow path 60a of the duct 60 through the front opening 61 and blown out from the rear opening 62 toward the exhaust manifold 5 as indicated by an arrow 200 in FIG.

At this time, an air flow is blown out from the air flow path 60a through the holes 60c and 60d to the outside of the duct 60 as indicated by arrows 201 and 202. For this reason, an air flow can be blown out from the holes 60c and 60d with respect to each component to be cooled. For this reason, each component to be cooled can be spot-cooled.

According to the present embodiment described above, between the openings 61 and 62 of the duct 60, the holes 60c and 60d that are opened from the air flow path 60a to the outside of the duct 60 are provided. Therefore, by blowing an air flow from the holes 60c and 60d to each cooled component, various cooled components other than the exhaust manifold 5 can be spot-cooled.

(Fourth embodiment)
In the fourth embodiment, in the cooling module 10 of the first embodiment, in order to increase the air flow flowing from the front opening 61 toward the rear opening 62 in the duct 60, the opening in the duct 60 is opened. An example in which an air blowing structure 110 for blowing an air flow between the portions 61 and 62 will be described with reference to FIGS.

FIG. 11 is a perspective view of the internal configuration of the cooling module 10 of the present embodiment as viewed from the front side of the vehicle. FIG. 12 is a perspective view of the cooling module 10 as viewed from the heaven region improvement side. FIG. 13 is a cross-sectional view showing the inside of the air blowing structure 110 of the cooling module 10.

The cooling module 10 of the present embodiment is obtained by adding the air blowing structure 110 to the cooling module 10 of the first embodiment and eliminating the valve 70. Therefore, hereinafter, the air blowing structure 110 will be described, and description of other components other than the air blowing structure 110 will be omitted.

The air blowing structure 110 is provided in the duct 60 on the front opening 61 side. The air blowing structure 110 includes a suction port 111 (suction port), a blower port 112, and air passages 113 and 114.

The suction port 111 is disposed on the lower side of the shroud 50 with respect to the front opening 61 in the vertical direction. The suction port 111 is opened toward the radiator 30 (that is, the front side in the vehicle traveling direction) on the rear side of the shroud 50 with respect to the radiator 30 in the vehicle traveling direction.

The air outlet 112 is formed in an annular shape surrounding the front opening 61 of the duct 60 and opens toward the rear opening 62 in the duct 60. The air outlet 112 blows out the air flow sucked from the air inlet 111 toward the rear opening 62 in the duct 60.

The air passage 113 is formed so as to guide the air flow sucked from the suction port 111 to the air outlet 112 side. The air passage 113 is formed below the duct 60 in the vertical direction.

The air passage 114 is formed in an annular shape so as to surround the air flow path 60a. The air passage 114 guides the airflow flowing through the air passage 113 to the air outlet 112. An electric fan 40 </ b> A is disposed in the air passage 113. The electric fan 40A includes an axial fan and an electric motor that drives the axial fan.

Next, the electrical configuration of the cooling module 10 of this embodiment will be described with reference to FIG.

The electronic control device 90 according to the present embodiment performs fan control processing according to a computer program stored in the memory. When executing the fan control process, the electronic control unit 90 controls the electric fans 40 and 40A based on the switch signal of the ignition switch 92, the detection value of the temperature sensor 105, and the like. The temperature sensor 105 detects the air temperature in the front engine room 1 as the temperature in the front engine room 1. More specifically, the temperature sensor 105 may detect the air temperature on the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1. Alternatively, the air temperature in the duct 60 (specifically, the air temperature on the rear opening 62 side) is detected by the temperature sensor 105, and the detected temperature is detected on the rear side in the vehicle traveling direction with respect to the traveling engine 3. You may detect as air temperature. That is, the air temperature in the duct 60 may be detected instead of the air temperature on the rear side in the vehicle traveling direction with respect to the traveling engine 3. The temperature sensor 105 corresponds to a third temperature sensor.

Next, control processing of the electronic control unit 90 will be described with reference to FIG.

FIG. 15 is a flowchart showing the fan control process. The electronic control unit 90 executes fan control processing according to the flowchart of FIG.

First, in S300, based on the output signal of the ignition switch 92, it is determined whether or not the traveling engine 3 (denoted as ENG in FIG. 15) is operating.

If the ignition switch 92 is on, it is determined that the traveling engine 3 is operating (ON), and YES is determined in S300.

Next, in S300, based on the detection value of the water temperature sensor 102, it is determined whether or not the temperature of the engine cooling water flowing through the radiator 30 is equal to or higher than the water temperature T1.

At this time, when the temperature of the engine cooling water is equal to or higher than the water temperature T1, it is determined YES in S320, and the electric fan (denoted as a main fan in the figure) 40 is operated (S320). The water temperature T1 corresponds to the first temperature.

Next, in S330, based on the detected value of the water temperature sensor 102, it is determined whether or not the temperature of the engine cooling water flowing through the radiator 30 is equal to or higher than the water temperature T2 (> T1). The water temperature T2 corresponds to the second temperature.

At this time, when the temperature of the engine cooling water is equal to or higher than the water temperature T2, it is determined YES in S330, and the electric fan 40A (referred to as a sub fan) is operated (S340).

On the other hand, when the temperature of the engine cooling water is lower than the water temperature T1, NO is determined in S320, and the process returns to S300. For this reason, the electric fans 40 and 40A are stopped.

Thus, when it is determined that the temperature of the engine cooling water is lower than the water temperature T1, the electric fans 40 and 40A are stopped. When it is determined that the temperature of the engine cooling water is equal to or higher than the water temperature T1 and lower than the water temperature T2, the electric fan 40 of the electric fans 40 and 40A is operated. When it is determined that the temperature of the engine cooling water is equal to or higher than the water temperature T2, the electric fans 40 and 40A are operated.

If it is determined in S300 that the traveling engine 3 is stopped based on the output signal of the ignition switch 92 as NO, the following determination is performed in the following S350, 370, and 390.

In S350, based on the detection value of the temperature sensor 105, it is determined whether or not the air temperature in the front engine room 1 is equal to or higher than the temperature T3 and lower than the temperature T4. The temperature T3 corresponds to the third temperature, and the temperature T4 corresponds to the fourth temperature.

In S370, based on the detection value of the temperature sensor 105, it is determined whether or not the air temperature in the front engine room 1 is equal to or higher than the temperature T4 and lower than the temperature T5. The temperature T5 corresponds to the fifth temperature.

In S390, based on the detection value of the temperature sensor 105, it is determined whether or not the air temperature in the front engine room 1 is equal to or higher than the temperature T5.

For example, when the air temperature in the front engine room 1 is equal to or higher than the temperature T3 and lower than the temperature T4, it is determined YES in S350 and the electric fan 40A is operated (S360).

When the air temperature in the front engine room 1 is equal to or higher than the temperature T4 and lower than the temperature T5, it is determined YES in S370, and the electric fan 40 is operated in S380.

When the air temperature in the front engine room 1 is equal to or higher than the temperature T5, it is determined YES in S390, and the electric fans 40 and 40A are operated in S400, respectively.

Thus, when the traveling engine 3 is stopped, when the air temperature in the front engine room 1 becomes high, one of the electric fans 40 and 40A is operated.

Next, a specific operation of the cooling module 10 of this embodiment will be described.

First, when the automobile is traveling, an air flow as a vehicle traveling wind passing through the front grill opening 2, the capacitor 20, the radiator 30, and the electric fan 40 from the front side in the vehicle front-rear direction of the automobile as the automobile travels. Will occur.

Further, when the electric fan 40 is operated, the front fan opening 2, the capacitor 20, the radiator 30, the introduction flow path 50a, and the electric fan 40 are passed from the front side in the vehicle front-rear direction of the automobile as the electric fan 40 is operated. Air flow is generated.

As described above, a part of the air flow that has passed through the front grille opening 2, the condenser 20, the radiator 30, and the introduction flow path 50a from the front side in the vehicle longitudinal direction of the automobile is introduced into the duct 60 through the front opening 61 and the rear. The air is blown out from the side opening 62 to the exhaust manifold 5 side.

Therefore, the exhaust manifold 5, the catalyst device, and the turbocharger turbine can be cooled by the airflow by the airflow blown from the rear opening 62 of the duct 60.

Further, when the electric fan 40A is operated, an air flow is sucked into the air blowing structure 110 from the introduction flow path 50a through the suction port 111 as the electric fan 40A is operated. The sucked air flow is blown out from the air outlet 112 to the air flow path 60a (see arrow Kb) of the duct 60 through the air passages 113 and 114. For this reason, the air pressure in the air flow path 60a falls.

Along with this, the flow velocity of the air flow flowing from the introduction channel 50a through the front opening 61 to the air channel 60a of the duct 60 increases. Therefore, as indicated by the arrow Ka, an air flow (hereinafter referred to as an entrained air flow) is generated that is wound around the front opening 61 and flows into the air flow path 60a of the duct 60. For this reason, this entrained air flow and the air flow blown out from the blower outlet 112 flow to the rear opening 62 side. Therefore, the air volume of the air flow blown out from the rear opening 62 of the duct 60 toward the exhaust manifold 5 increases.

According to the present embodiment described above, in the cooling module 10, the air blowing structure 110 includes the air outlet 112 that blows an air flow toward the air flow path 60 a of the duct 60. By reducing the air pressure of the air flow path 60a by the air flow blown between the openings 61 and 62 of the duct 60 from the air outlet 112 (that is, the air flow path 60a), The entrainment air flow which flows in the air flow path 60a is generated. For this reason, this entrained air flow and the air flow blown out from the blower outlet 112 flow to the rear opening 62 side. Therefore, the air volume of the airflow blown out from the rear opening 62 of the duct 60 toward the rear side of the traveling engine 3 can be increased. For this reason, the ventilation property in the front engine room 1 can be improved by increasing the airflow which flows from the front engine room 1 to the floor lower side. Therefore, heat can be reliably discharged to the outside of the front engine room 1 from the rear side of the traveling engine 3 in the vehicle traveling direction. That is, the exhaust manifold 5, the catalyst device, the turbocharger turbine, and the like can be reliably cooled by the air flow.

For this reason, the exhaust manifold 5, the catalyst device, the turbocharger turbine, etc. are reliably cooled by the airflow even when the vehicle traveling wind flowing in the front engine room 1 cannot be secured sufficiently, such as when the vehicle is traveling uphill. can do.

Generally, an insulator is used as a heat insulating material that suppresses an adverse effect due to heat applied from the traveling engine 3 to peripheral components arranged around the engine. For this reason, when a lot of heat is generated around the traveling engine 3, a large amount of insulators are used.

In contrast, in the present embodiment, as described above, the rear side of the traveling engine 3 can be reliably cooled by the air flow. For this reason, the amount of heat given to the peripheral parts from the traveling engine 3 can be suppressed. Therefore, the number of insulators used can be reduced. Thereby, the weight reduction and cost reduction of a motor vehicle can be achieved. Furthermore, in the front engine room 1, the degree of freedom of mounting electronic components that are vulnerable to heat can be improved.

In the present embodiment, as described above, by increasing the air volume of the air flow blown toward the rear side of the traveling engine 3 from the rear opening 62 of the duct 60, the floor underside from the front engine room 1 is obtained. Increase the airflow flowing through For this reason, the air temperature in the front engine room 1 can be lowered. Therefore, since the intake air temperature taken in by the traveling engine 3 can be lowered, the occurrence of a knock phenomenon in the traveling engine 3 can be suppressed.

In the present embodiment, when the traveling engine 3 is stopped, an air flow is blown from the rear opening 62 of the duct 60 toward the exhaust manifold 5 by the operation of the electric fan 40A. For this reason, the air temperature in the front engine room 1 can be lowered by generating an air flow that flows from the inside of the front engine room 1 to the floor side.

Generally, idling stop is not performed when the air temperature in the front engine room 1 exceeds a predetermined temperature when the automobile is stopped. For this reason, when the air temperature in the front engine room 1 becomes equal to or higher than a predetermined temperature, the traveling engine 3 is started, and the fuel efficiency is deteriorated.

On the other hand, in the present embodiment, when the automobile is stopped, the air temperature in the front engine room 1 can be lowered by the operation of the electric fan 40A as described above, so that the idling stop execution time is lengthened. Can improve fuel efficiency.

In recent years, the front engine room 1 has been reduced, there is no room for mounting the duct 60, and the size of the duct 60 cannot be increased. In contrast, in the present embodiment, as described above, the air blowing structure 110 increases the air volume of the air flow blown from the rear opening 62 of the duct 60 toward the rear side of the traveling engine 3. Can do. Therefore, the cooling efficiency in the rear side of the traveling engine 3 and thus in the front engine room 1 can be improved without increasing the size of the duct 60.

In the fourth embodiment, the example in which the air outlet 112 is provided in order to increase the airflow flowing from the front opening 61 to the rear opening 62 has been described. In addition to this, the front opening is provided from the rear opening 62. The modification which provides the blower outlet 112a in order to increase the airflow which flows into the part 61 is demonstrated with reference to FIG. 16, FIG.

The air blowing structure 110 according to the present modification includes a suction port 111, air outlets 112 and 112a, air passages 113, 114a and 114b, a switching valve 115, and a partition wall 116.

Similarly to the fourth embodiment, the suction port 111 is opened toward the radiator 30 (that is, the front side in the vehicle traveling direction) on the rear side in the vehicle traveling direction with respect to the radiator 30 in the shroud 50.

The air outlet 112 is formed in an annular shape surrounding the front opening 61 of the duct 60 and is opened toward the rear opening 62 in the duct 60 as in the fourth embodiment.

The air outlet 112 a is formed in an annular shape surrounding the front opening 61 of the duct 60 and opens toward the front opening 61 in the duct 60.

The air passage 113 is formed so as to guide the air flow sucked from the suction port 111 to the outlets 112 and 112a.

The air passage 114 a is formed in an annular shape so as to surround the air passage 60 a, and guides the air flow flowing through the air passage 113 to the air outlet 112. The air passage 114b is formed in an annular shape so as to surround the air flow path 60a, and guides an air flow flowing through the air passage 113 to the air outlet 112a.

The switching valve 115 is rotatably supported between the air passages 114a and 114b. The switching valve 115 communicates between one of the outlets 112 and 112a and the suction port 111 and closes between the other outlet and the suction port 111.

The switching valve 115 communicates between one of the outlets 112 and 112a and the inlet 111 and closes the other outlet and the inlet 111, and drives the valve body. And an electric actuator. The partition wall 116 separates the air passages 114a and 114b between the air passages 114a and 114b.

The electronic control device 90 of the present modification executes the switching control process according to the computer program stored in the memory. When executing the switching control process, the electronic control unit 90 detects the switch signal of the ignition switch 92, the detected value of the temperature sensor 100, the detected value of the vehicle speed sensor 101, the detected value of the water temperature sensor 102, and the detected value of the oil temperature sensor 103. Based on the value, the switching valve 115 and the electric blower (sub fan) 40A are controlled.

Next, the switching control process of the electronic control unit 90 in this modification will be described.

FIG. 17 is a flowchart showing the switching control process. The electronic control unit 90 executes the switching control process according to the flowchart of FIG. 17, the same reference numerals as those in FIG. 5 indicate the same contents, and the description thereof is omitted.

First, in S100, based on the output signal of the ignition switch 92, it is determined whether or not the traveling engine 3 (denoted as ENG in FIG. 5) is operating.

At this time, if the ignition switch 92 is on, it is determined that the traveling engine 3 is operating (ON), and YES is determined in S100.

In the next S110, based on the detection value of the vehicle speed sensor 101, it is determined whether or not the vehicle speed is less than a predetermined speed. At this time, when the speed of the automobile is equal to or higher than the predetermined speed, it is determined that the speed of the automobile is high and NO is determined in S110.

In this case, the normal blowing control process of the switching valve 115 is executed in S120A. Specifically, the switching valve 115 is controlled to open between the inlet 111 and the outlet 112 and close between the inlet 111 and the outlet 112a. In addition, the electric fan 40A is operated.

Then, with the operation of the electric fan 40A, an air flow is sucked into the air blowing structure 110 from the introduction flow path 50a through the suction port 111. The sucked air flow is blown out from the outlet 112 to the rear opening 62 side (see arrow Kb) of the air flow path 60a of the duct 60 through the air passages 113 and 114a. For this reason, the air pressure in the air flow path 60a falls.

Along with this, as in the fourth embodiment, an entrained air flow that entrains from the periphery of the front opening 61 and flows into the air flow path 60a of the duct 60 is generated. For this reason, the entrained air flow and the air flow blown out from the air outlet 112 flow to the air flow path 60a as indicated by the arrow Kc. Therefore, the air volume of the air flow blown out from the rear opening 62 of the duct 60 toward the exhaust manifold 5 increases.

In S110, when it is determined that the speed of the automobile is less than the predetermined speed based on the detection value of the vehicle speed sensor 101, it is determined that the speed of the automobile is low and YES is determined in S110. In this case, the operation of the electric fan 40A is stopped in S130A. For this reason, blowing off the airflow from the outlet 112a is stopped.

Furthermore, in S100, when the ignition switch 92 is turned off, it is determined that the traveling engine 3 is stopped (OFF) and NO. At this time, in S140, it is determined whether or not the traveling engine 3 should be cooled.

Here, YES is determined in S140 because the traveling engine 3 is to be cooled, and YES is determined in S150 because the exhaust manifold 5 is hot.

In this case, the reverse blowing control process of the switching valve 115 is executed in S160A. Specifically, the switching valve 115 is controlled to open between the inlet 111 and the outlet 112a and close between the inlet 111 and the outlet 112. In addition, the electric fan 40A is operated.

Then, with the operation of the electric fan 40A, an air flow is sucked into the air blowing structure 110 from the introduction flow path 50a through the suction port 111. The sucked air flow is blown out through the air passages 113 and 114b from the outlet 112a to the front opening 61 side in the air flow path 60a of the duct 60. For this reason, the air pressure in the air flow path 60a falls.

Along with this, an entrained air flow that entrains from around the rear opening 62 and flows into the air flow path 60a of the duct 60 is generated. For this reason, the entrained air flow and the air flow blown out from the outlet 112a flow into the air flow path 60a as indicated by an arrow Ke. Therefore, the air volume of the airflow flowing from the rear opening 62 side of the duct 60 to the front opening 61 is increased.

In S150, when the temperature of the exhaust manifold 5 is lower than the predetermined temperature P1 according to the detection value of the temperature sensor 100, NO is determined in S150. In this case, the operation of the electric fan 40A is stopped in S161A. For this reason, blowing off the airflow from the outlet 112a is stopped.

Furthermore, when it is determined in S140 that the traveling engine 3 does not need to be cooled, the operation of the electric fan 40A is stopped in S162A. For this reason, blowing off the airflow from the outlet 112a is stopped.

Next, a specific operation of the cooling module 10 of this modification will be described.

First, when the automobile is running, as in the fourth embodiment, one of the airflows passing through the front grill opening 2, the condenser 20, the radiator 30, and the introduction flow path 50a from the front side in the vehicle longitudinal direction of the automobile. The part is introduced into the duct 60 through the front opening 61 and blown out from the rear opening 62 to the exhaust manifold 5 side.

Further, the switching valve 115 is controlled to open the space between the suction port 111 and the air outlet 112 and close the space between the air inlet 111 and the air outlet 112a. In addition to this, the electric fan 40A is operated (S120A).

In this case, as described above, the air flow sucked from the inlet channel 50a through the suction port 111 is blown out from the outlet 112 to the air channel 60a of the duct 60 through the air passages 113 and 114a. For this reason, the air pressure in the air flow path 60a decreases, and the air volume of the air flow blown from the rear opening 62 of the duct 60 toward the exhaust manifold 5 increases.

On the other hand, when the traveling engine 3 is stopped, the air flow sucked from the exhaust manifold 5 side is blown out through the duct 60 to the introduction flow path 50a as the electric fan 40 is operated. The blown air flow is sucked into the electric fan 40 side. Thereby, the air flow heated by the exhaust manifold 5, the catalyst device, and the turbocharger turbine can be moved to the electric fan 40 side through the duct 60.

Further, the switching valve 115 is controlled to close the space between the suction port 111 and the air outlet 112 and open the space between the air inlet 111 and the air outlet 112a. In addition to this, the electric fan 40A is operated (S120A).

In this case, as described above, the air flow sucked from the inlet passage 50a through the suction port 111 is blown out from the outlet 112a to the air passage 60a of the duct 60 through the air passages 113 and 114a. Thereby, the air volume of the airflow which flows into the front side opening part 61 from the rear side opening part 62 side of the duct 60 increases.

According to the present modification described above, when the traveling engine 3 is stopped, the electronic control unit 90 controls the switching valve 115 to close the space between the suction port 111 and the air outlet 112, and the suction port 111 and the air outlet Open between the outlets 112a. For this reason, the air volume of the air flow sucked into the duct 60 from the exhaust manifold 5 side through the rear opening 62 side and blown out from the front opening 61 increases. Thereby, the high temperature air heated by the exhaust manifold 5 etc. can be reliably moved from the exhaust manifold 5 side to the introduction flow path 50a side. Therefore, the exhaust manifold 5 and the like can be cooled while the radiator 30 is cooled by the air flow passing through the radiator 30.

On the other hand, when the automobile is running, the electronic control unit 90 controls the switching valve 115 to open the space between the suction port 111 and the air outlet 112 and close the space between the air inlet 111 and the air outlet 112a. For this reason, the air volume of the air flow blown out from the rear opening 62 of the duct 60 toward the exhaust manifold 5 increases. Thereby, the exhaust manifold 5 and the like can be cooled by blowing an air flow.

(Fifth embodiment)
In the fourth embodiment, the example in which the air blowing structure 110 is provided in order to increase the air volume of the airflow flowing through the duct 60 has been described. However, instead of this, as shown in FIG. The fifth embodiment arranged in the duct 60 will be described.

FIG. 18 shows a cross-sectional view of the duct 60 of the cooling module 10 of the present embodiment.

In the cooling module 10 of the present embodiment, the air blowing structure 110 is abolished, and the electric fan 40A is arranged not on the air blowing structure 110 but on the front opening 61 side of the duct 60. The electric fan 40 </ b> A generates an air flow that flows into the air flow path 60 a of the duct 60 by sucking an air flow from the introduction flow path 50 a into the duct 60 through the front opening 61.

For this reason, by the operation of the electric fan 40A, it is possible to increase the air volume of the air flow flowing from the introduction flow path 50a through the front opening 61 to the air flow path 60a of the duct 60. Therefore, the air volume of the air flow blown out from the rear opening 62 of the duct 60 toward the exhaust manifold 5 can be increased. In addition to this, the electronic control device 90 of the present embodiment controls the electric fans 40 and 40A as in the fourth embodiment. Therefore, similarly to the fourth embodiment, the rear side of the traveling engine 3 (for example, the exhaust manifold 5, the catalyst device, the turbocharger turbine, etc.) can be reliably cooled by the airflow.

(Sixth embodiment)
In the fourth embodiment, the example in which the electric fan 40A is disposed on the front opening 61 side of the duct 60 has been described. Instead, the electric fan 40A is disposed on the rear opening 62 side of the duct 60. A sixth embodiment will be described.

FIG. 19 shows a cross-sectional view of the duct 60 of the cooling module 10 of the present embodiment.

In the cooling module 10 of the present embodiment, the air blowing structure 110 is abolished, and the electric fan 40A is arranged not on the air blowing structure 110 but on the rear opening 62 side of the duct 60. The electric fan 40A blows an air flow from the rear opening 62 to the rear side of the traveling engine 3 in the vehicle traveling direction, whereby an air flow flowing from the introduction passage 50a to the air passage 60a of the duct 60 through the front opening 61. Is generated. For this reason, the operation | movement of 40 A of electric fans can increase the air volume of the airflow which flows into the air flow path 60a of the duct 60 through the front side opening part 61 from the introduction flow path 50a.

In addition to this, the electronic control unit 90 of the present embodiment controls the electric fans 40 and 40A as in the fourth embodiment. Therefore, similarly to the fourth embodiment, the rear side of the traveling engine 3 (for example, the exhaust manifold 5, the catalyst device, the turbocharger turbine, etc.) can be reliably cooled by the airflow.

(Other embodiments)
In the first to third embodiments, the example in which the valve 70 for opening and closing the air flow path 60a of the duct 60 is provided has been described, but the valve 70 may be omitted instead.

In the first to third embodiments, the example in which the valve 70 is provided on the front opening 61 side of the duct 60 has been described. Instead, the valve 70 is provided between the openings 61 and 62 of the duct 60. Alternatively, the valve 70 may be provided on the rear opening 62 side of the duct 60.

In the first to third embodiments, the example in which the electric fan 40 is operated when the traveling engine 3 is operating has been described, but in addition to this, during high speed traveling in which the speed of the automobile is equal to or higher than a predetermined speed. The electric fan 40 may be stopped.

In the first to third embodiments, as a sensor for detecting the temperature of the heat medium for cooling the traveling engine 3, the water temperature sensor 102 for detecting the temperature of the engine coolant as the heat medium, and the engine as the heat medium. Although the example using the oil temperature sensor 103 for detecting the temperature of the oil has been described, the following may be used instead. That is, one of the water temperature sensor 102 and the oil temperature sensor 103 may be used.

For example, when the determination of S140 is performed using the water temperature sensor 102, when the engine coolant is equal to or higher than a predetermined temperature, it is determined YES in S140 that the traveling engine 3 should be cooled. When the engine coolant is lower than the predetermined temperature, NO is determined in S140 because it is not necessary to cool the traveling engine 3.

On the other hand, when the determination in S140 is performed using the detection value of the oil temperature sensor 103, it is determined YES in S140 that the traveling engine 3 should be cooled when the engine oil is at a predetermined temperature or higher. . When the engine oil is lower than the predetermined temperature, NO is determined in S140 because it is not necessary to cool the traveling engine 3.

In the first to sixth embodiments, the example in which the radiator 30 that cools the engine coolant as the heat medium is used as the in-vehicle heat exchanger has been described. Instead, the engine oil as the heat medium is cooled. An oil cooler may be used.

In the first to sixth embodiments, the example in which the duct 60 is disposed in the vehicle width direction of the traveling engine 3 has been described, but instead, the duct 60 is disposed on the heaven region improvement side with respect to the traveling engine 3. You may arrange.

In the first to third embodiments, the example in which the opening degree of the valve 70 is made constant in S160 of FIGS. 5 and 8 has been described, but instead, based on the detected temperature of the temperature sensor 100, The opening degree of the valve 70 may be controlled by controlling the electric motor 80. In this case, the opening degree of the valve 70 is gradually increased as the temperature of the exhaust manifold 5 becomes higher.

In the first to sixth embodiments, the example in which the electric fan 40 and the valve 70 are controlled by the common electronic control unit 90 has been described. Instead, the electric fan 40 and the valve 70 are controlled differently. You may control by an apparatus.

In the first to third embodiments, the example in which the electronic control unit 90 opens and closes the valve 70 by automatic control has been described, but instead, the valve 70 may be manually opened and closed.

In the first to sixth embodiments, the example in which the front grille opening 2 is provided on the front side in the vehicle traveling direction with respect to the radiator 30 has been described, but the following may be used instead. That is, if the front grille opening 2 is an opening communicating from the front engine room 1 to the front of the front grille 4 in the vehicle traveling direction, the front grille opening 2 is offset in the vehicle width direction with respect to the radiator 30. May be arranged.

In the first to sixth embodiments described above, the example in which the front opening is the front grill opening 2 formed in the front grill 4 has been described, but instead the front opening is used as the front grill 4 of the automobile. You may form in site | parts other than. That is, the front opening may be disposed at a portion other than the front side in the vehicle traveling direction with respect to the front engine room 1. For example, the front opening may be formed in a trunk lit that closes the front engine room 1 from the Tenchi region improvement side.

In the first to third embodiments, the example in which the surface temperature of the exhaust manifold 5 is detected as the temperature of the exhaust manifold 5 by the temperature sensor 100 has been described, but the following may be used instead.

That is, the temperature sensor 100 may detect the internal temperature of the exhaust manifold 5 as the temperature of the exhaust manifold 5. Alternatively, the ambient temperature of the exhaust manifold 5 may be detected by the temperature sensor 100 as the temperature of the exhaust manifold 5.

Alternatively, the temperature sensor 100 is arranged in the duct 60 and the temperature inside the duct 60 is detected by the temperature sensor 100. The detected temperature may be the temperature of the exhaust manifold 5. In this case, it is preferable that the temperature sensor 100 detects the temperature of the duct 60 on the rear opening 62 side. That is, the air temperature in the duct 60 is detected instead of the temperature of the exhaust manifold 5.

In the third embodiment, the example in which the holes 60c and 60d are arranged on the heaven region improvement side with respect to each cooled component has been described. Instead, the holes 60c and 60d are mounted on the vehicle with respect to each cooled component. You may arrange | position in the width direction.

In the third embodiment, the example in which the two holes (60c, 60d) are used as the holes to be opened from the inside of the air flow path to the outside in the duct 60 has been described. The number of holes opened from the inside of the flow path to the outside thereof may be one or two. Further, the number of the holes may be three or more.

In the first to sixth embodiments and the modified examples, the vehicle speed sensor 101 has been described as a sensor that detects the speed of the automobile as the rotational speed of the driving wheels of the automobile. May be.

A flow velocity sensor that detects the flow velocity of the airflow flowing in the duct 60 is adopted, and the speed of the automobile is detected based on the flow velocity detected by the flow velocity sensor. In other words, the flow velocity sensor as the vehicle speed sensor 101 detects the flow velocity of the air flow in the duct 60 instead of the vehicle speed.

In the first to sixth embodiments, the duct 60 may be configured as follows (1) (2) (3) (4) (5).

(1) As shown in FIG. 20, the duct 60 also serves as an engine cover 120 that covers the traveling engine 3 from the Tenchi region improvement side.

(2) As shown in FIG. 21, the duct 60 includes a trunk lit (that is, a hood) 130 that closes the front engine room 1 and an engine cover 120 that covers the traveling engine 3 from the Tenchi region improvement side.

In this case, the trunk lit 130 constitutes the heaven region improvement side of the duct 60. The engine cover 120 constitutes the top side of the duct 60 in the vertical direction. Portions of the duct 60 other than the heaven region improvement side and the heaven-down direction lower side are configured by members other than the trunk lit 130 and the engine cover 120.

(3) As shown in FIG. 22, the two ducts 60 are arranged with the electric fan 40 sandwiched from the vehicle width direction. Specifically, one of the two ducts 60 is disposed on the right side in the vehicle width direction with respect to the electric fan 40, and the remaining duct 60 is disposed on the left side in the vehicle width direction with respect to the electric fan 40. Has been. The front openings 61 of the two ducts 60 each open toward the radiator 30.

(4) The duct 60 includes two front openings 61 and one rear opening 62 as shown in FIG.

Specifically, the duct 60 includes branch ducts 64a and 64b. Each of the branch ducts 64 a and 64 b has a front opening 61. The air outlet sides of the branch ducts 64a and 64b are combined to be connected to the rear opening 62. That is, the branch ducts 64 a and 64 b merge and are connected to the rear opening 62. For this reason, the branch ducts 64a and 64b join the air flows sucked from the respective front openings 61 as indicated by arrows Kc and guide them to the rear openings 62. In this case, the duct 60 may be provided with three or more front side openings 61 (that is, the branch ducts (64a, 64b)).

(5) The duct 60 includes one front opening 61 and two rear openings 62 as shown in FIG.

Specifically, the duct 60 includes branch ducts 64d and 64c. Each of the branch ducts 64d and 64c has a rear opening 62. The air inlet sides of the branch ducts 64d and 64c are combined and connected to the front opening 61. That is, the branch ducts 64d and 64c merge and are connected to the front opening 61.

In this case, the branch ducts 64c and 64d divert the air flow sucked from one front opening 61 as indicated by the arrow Kd and guide it to the respective rear openings 62. Further, three or more rear side openings 62 (that is, branch ducts (64d, 64c)) may be provided in the duct 60.

In the said 3rd Embodiment, although the holes 60c and 60d (refer FIG. 10) were provided as the blowing part in the duct 60 of the said 1st Embodiment, the example which cools components to be cooled other than the exhaust manifold 5 was demonstrated. Instead, holes 60c and 60d (see FIG. 10) are provided in the duct 60 of the fourth, fifth, and sixth embodiments, and the parts to be cooled other than the rear side (exhaust manifold 5) of the traveling engine 3 are provided. The parts may be cooled by blowing air.

The holes 60 c and 60 d are opened from the inside of the air flow path 60 a to the outside of the duct 60 between the openings 61 and 62 of the duct 60. The holes 60 c and 60 d are open to parts other than the rear side of the traveling engine 3. For this reason, an airflow can be blown out and cooled in parts other than the rear side of the traveling engine 3 in the engine room. In this case, the number of holes (60c, 60d) provided in the duct 60 may be any number.

In the third, fourth, fifth, and sixth embodiments, the example in which the holes (60c, 60d) as the blowing portions are provided in the duct 60 has been described, but instead, the blowing portions in the duct 60 are provided. A branch duct may be provided. In this case, the air flow from the air flow path 60a of the duct 60 can be blown out to a desired part in the front engine room 1 through the branch duct. For this reason, not only the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 but also the entire front engine room 1 can be cooled. In this case, the number of branch ducts may be any number.

In the fourth embodiment and the modification thereof, the example in which the air blowing structure 110 is provided on the front opening 61 side of the duct 60 has been described, but between the front opening 61 and the rear opening 62 of the duct 60. If the air is blown out, the air blowing structure 110 may be provided in a portion other than the front opening 61 side of the duct 60. For example, the air blowing structure 110 may be provided between the openings 61 and 62 of the duct 60, and the air blowing structure 110 may be provided on the rear opening 62 side of the duct 60.

In the first to sixth embodiments, the example in which the cooling device is applied to the automobile in which the exhaust manifold 5 is disposed on the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 has been described. The cooling device may be applied to an automobile in which the exhaust manifold 5 is disposed in a portion other than the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1. That is, in implementing the cooling device, the position of the exhaust manifold 5 in the front engine room 1 may be anywhere.

In the fourth to sixth embodiments, the example in which the axial fan is used as the electric fan 40A has been described, but various fans other than the axial fan (for example, a centrifugal fan) may be used instead. Good.

In the fourth to sixth embodiments, the example in which the valve 70 of the first to third embodiments is eliminated has been described. Instead, the valve 70 of the first to third embodiments is replaced with the valve 70 of the first to third embodiments. It may be used.

In the fourth to sixth embodiments, the example in which the determination of S310 and S330 in FIG. 15 is performed using the temperature of the cooling water flowing through the radiator 30 has been described. Instead, engine oil flowing through the oil cooler is described. The determinations of S310 and S330 in FIG.

In the fourth to sixth embodiments, the example in which the temperature sensor 105 detects the air temperature in the front engine room 1 as the temperature in the front engine room 1 has been described, but instead, the exhaust manifold 5 and the like are detected. May be detected by the temperature sensor 105, and the determination of S350, S370, and S390 may be performed based on the detected temperature.

Note that the present disclosure is not limited to the above-described embodiment, and can be appropriately changed within the scope described in the claims. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily essential unless explicitly stated as essential and clearly considered essential in principle. Yes.

The vehicle speed determination unit corresponds to S110, the first control unit corresponds to S120, and the second control unit corresponds to S130. The first temperature determination unit corresponds to S190, the third control unit corresponds to S191, and the stop determination unit corresponds to S100. The engine determination unit corresponds to S140, the second temperature determination unit corresponds to S150, and the fourth control unit corresponds to S161. The fifth control unit corresponds to S162, and the sixth control unit corresponds to S160. A 1st ventilation control part respond | corresponds to S320, a 2nd ventilation control part respond | corresponds to S340, and a 3rd ventilation control part respond | corresponds to SS360. The 4th ventilation control part respond | corresponds to S380, and the 5th ventilation control part respond | corresponds to S400. The third temperature sensor corresponds to the temperature sensor 105, the first switching control unit corresponds to S120A, and the second switching control unit corresponds to S160A.

Claims (31)

1. A front opening (2) that opens the front engine room (1) to the front side in the vehicle traveling direction, and a first blower (40) disposed on the front side in the vehicle traveling direction with respect to the traveling engine (3) in the front engine room ) And an introduction flow path (50a) for guiding an air flow flowing from the front opening front side of the front opening through the front opening to the first blower side, and the introduction flow path A cooling device that cools the traveling engine by an air flow that flows to the traveling engine side through the first blower,
   A first opening (61) that opens into the introduction flow path, and a second opening (62) that opens to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room, A cooling device comprising a duct (60) that forms an air flow path (60a) for allowing an air flow to flow between the first and second openings.
2. The cooling device according to claim 1, wherein the first opening is opened toward the front side in the vehicle traveling direction in the air flow path (60a).
3. The blowout part (60c, 60d) which blows off an airflow from the said air flow path to the outer side of the said duct is provided between the said 1st, 2nd opening part in the said duct. The cooling device described.
4. When the traveling engine is stopped, the duct sucks air through the second opening from the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room in accordance with the operation of the first blower. The cooling device according to any one of claims 1 to 3, wherein a flow is blown from the first opening into the introduction flow path.
5. The cooling device according to any one of claims 1 to 4, further comprising a valve (70) for opening and closing the air flow path.
6. Applied to an automobile in which an exhaust manifold (5) is disposed on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room,
   A cooling device (60, 70) according to claim 5,
   An in-vehicle heat exchanger (30) that is disposed upstream of the first blower in the direction of air flow in the introduction passage and radiates heat from the heat medium that cools the traveling engine to the air flow in the introduction passage. ) And
   The first opening is a cooling module that opens to the downstream side in the air flow direction with respect to the in-vehicle heat exchanger in the introduction flow path.
7. A vehicle speed determination unit (S110) that determines whether the speed is equal to or higher than a threshold value based on a detection value of a vehicle speed sensor (101) that detects the speed of the automobile;
   7. The first control unit (S <b> 120) that controls the valve to open the air flow path when the vehicle speed determination unit determines that the speed of the automobile is equal to or higher than the threshold. Cooling module.
8. The cooling module according to claim 7, further comprising a second control unit (S130) configured to control the valve so as to close the air flow path when the vehicle speed determination unit determines that the speed of the automobile is less than the threshold. .
9. A first temperature determination unit (S190) that determines whether or not the temperature of the exhaust manifold is equal to or higher than a predetermined value (P1) based on a detection value of a first temperature sensor (100) that detects the temperature of the exhaust manifold. When,
   When the vehicle speed determination unit determines that the speed of the vehicle is less than the threshold value and the first temperature determination unit determines that the temperature of the exhaust manifold is equal to or higher than the predetermined value, the exhaust manifold The cooling module according to claim 8, further comprising: a third control unit (S <b> 191) that controls the valve so that the opening degree of the valve increases as the temperature increases.
10. A stop determination unit (S100) for determining whether or not the traveling engine is stopped;
    An engine determination unit (S140) for determining whether or not the travel engine should be cooled based on detection values of the second temperature sensors (102, 103) for detecting the temperature of the heat medium;
    A second temperature determination unit (S150) that determines whether or not the temperature of the exhaust manifold is equal to or higher than a predetermined value (P1) based on a detection value of a first temperature sensor (100) that detects the temperature of the exhaust manifold. When,
    The stop determination unit determines that the traveling engine is stopped, the engine determination unit determines that the traveling engine should be cooled, and the temperature of the exhaust manifold is less than the predetermined value. The cooling module according to any one of claims 6 to 9, further comprising a fourth control unit (S161) that controls the valve so as to close the air flow path when the second temperature determination unit determines that there is one. .
11. When the stop determination unit determines that the travel engine is stopped, and the engine determination unit determines that the travel engine does not need to be cooled, the valve is configured to open the air flow path. The cooling module according to claim 10, further comprising a fifth control unit (S162) for controlling.
12. The stop determination unit determines that the traveling engine is stopped, the engine determination unit determines that the traveling engine should be cooled, and the temperature of the exhaust manifold is equal to or higher than the predetermined value. The cooling module according to claim 11, further comprising a sixth control unit (S160) configured to control the valve so as to open the air flow path when the second temperature determination unit determines that there is one.
13. The cooling module according to claim 12, wherein the sixth control unit controls the valve so that the opening degree of the valve is smaller than that of the fifth control unit.
14. A blower outlet (112) for blowing out an air flow between the first and second openings of the duct,
    An air flow flowing from the first opening toward the second opening is generated by lowering an air pressure between the first and second openings in the duct by an air flow blown from the blower outlet. The cooling device according to any one of claims 1 to 4, wherein the generated air flow and the air flow blown out from the air outlet flow toward the second opening.
15. The cooling device according to claim 14, further comprising a second blower (40A) that generates an air flow that is blown out between the first and second openings of the duct from the outlet.
16. A first air outlet (112) and a second air outlet (112a) for blowing out the air flow sucked from the inlet (111) toward the space between the first and second openings in the duct;
    An air flow that flows from the first opening toward the second opening by lowering the air pressure between the first and second openings in the duct by the air flow blown from the first air outlet. And the generated air flow and the air flow blown out from the first air outlet flow toward the second opening,
    An air flow that flows from the second opening toward the first opening by lowering an air pressure between the first and second openings in the duct by an air flow blown out from the second outlet. The generated air flow and the air flow blown out from the second air outlet flow toward the first opening,
    The switching valve according to any one of claims 1 to 4, further comprising a switching valve (130) that opens between one of the first and second outlets and the inlet and closes the other outlet and the inlet. The cooling device according to any one of the above.
17. The cooling device according to claim 16, further comprising a second blower (40A) that generates an air flow that is blown out from the first and second outlets toward the first and second openings of the duct. .
18. On the first opening portion side of the duct, an air flow is sucked into the duct from the introduction flow path through the first opening portion, and the sucked air flow is blown out toward the second opening portion. A cooling device given in any 1 paragraph of Claims 1 thru / or 4 provided with 2 fans (40A).
19. A second blower (40A) that blows out from the second opening the air flow sucked into the duct from the introduction channel through the first opening on the second opening side of the duct. Item 5. The cooling device according to any one of Items 1 to 4.
20. A cooling device (60, 70) according to any one of claims 14 to 19, and
    An in-vehicle heat exchanger (30) that is disposed upstream of the first blower in the direction of air flow in the introduction passage and radiates heat from the heat medium that cools the traveling engine to the air flow in the introduction passage. The first opening is a cooling module that opens to the downstream side in the air flow direction with respect to the in-vehicle heat exchanger in the introduction flow path.
21. When the traveling engine is operating, the temperature of the heat medium is equal to or higher than the first temperature (T1) based on the detection value of the second temperature sensor (102) that detects the temperature of the heat medium, and the second temperature sensor (102). When it is determined that the temperature is lower than (T2), a first air blow control unit (S320) that operates the first blower among the first and second blowers, and
    When it is determined that the temperature of the heat medium is equal to or higher than the second temperature (T2) based on the detection value of the second temperature sensor when the traveling engine is operating, the first and second A second air blowing control unit (S340) for operating each of the blowers;
    The cooling module according to claim 20.
22. Based on the detected value of the third temperature sensor (105) for detecting the temperature in the front engine room when the traveling engine is stopped, the temperature in the front engine room is set to the third temperature (T3). When it is determined that the temperature is lower than the fourth temperature (T4), the third air blow control unit (S360) that operates the second blower among the first and second blowers,
    When the traveling engine is stopped, it is determined that the temperature in the front engine room is equal to or higher than the fourth temperature and lower than the fifth temperature (T5) based on the detection value of the third temperature sensor. A fourth blower control unit (S380) that operates the first blower out of the first and second blowers,
    When it is determined that the temperature in the front engine room is equal to or higher than the fifth temperature based on the detection value of the third temperature sensor when the traveling engine is stopped, the first and second A fifth blower control unit (S400) for operating two blowers;
    The cooling module according to claim 20 or 21, further comprising:
23. A cooling device according to claim 16 or 17,
    A first switching control unit (S120A) for controlling the switching valve so as to open a space between the second outlet and the inlet when the traveling engine is stopped;
    A vehicle speed determination unit (S110) that determines whether the speed is equal to or higher than a threshold value based on a detection value of a vehicle speed sensor (101) that detects the speed of the automobile;
    A second switching control unit (S160A) for controlling the switching valve so as to open a space between the first outlet and the inlet when the vehicle speed determining unit determines that the speed of the automobile is equal to or higher than the threshold; ,
    A cooling module comprising.
24. The duct is constituted by a trunk lit (130) that closes the front engine room and an engine cover (120) that covers the traveling engine from the Tenchi region improvement side. The cooling device according to one.
25. The cooling device according to any one of claims 1 to 5, and 14 to 19, wherein the duct also serves as an engine cover (120) that covers the traveling engine from the Tenchi region improvement side.
26. Comprising first and second ducts (60) as the ducts;
    The cooling device according to any one of claims 1 to 5, and 14 to 19, wherein the first and second ducts are disposed so as to sandwich the first blower.
27. The duct includes a plurality of branch ducts (64a, 64b) having the first opening (61),
    The cooling device according to any one of claims 1 to 5, and 14 to 19, wherein air outlet sides of the plurality of branch ducts merge and are connected to the second opening (62).
28. The duct includes a plurality of branch ducts (64d, 64c) having the second opening (62),
    The cooling device according to any one of claims 1 to 5, and 14 to 19, wherein air inlet sides of the plurality of branch ducts merge to be connected to the first opening (61).
29. The cooling device according to any one of claims 1 to 5, 14 to 19, further comprising a sensor (101) for detecting a flow velocity of an air flow flowing in the duct instead of the speed of the automobile.
30. The sensor (100) which detects the temperature in the said duct instead of the temperature of the vehicle traveling direction back side with respect to the said driving | running | working engine among the said front engine rooms is provided. The cooling device according to one.
31. The on-vehicle heat exchanger is a radiator that radiates heat from cooling water as the heat medium for cooling the traveling engine to an air flow in the introduction flow path. The cooling module as described in.

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