WO2016117377A1 - Dispositif de commande de soufflante pour véhicule - Google Patents

Dispositif de commande de soufflante pour véhicule Download PDF

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Publication number
WO2016117377A1
WO2016117377A1 PCT/JP2016/050388 JP2016050388W WO2016117377A1 WO 2016117377 A1 WO2016117377 A1 WO 2016117377A1 JP 2016050388 W JP2016050388 W JP 2016050388W WO 2016117377 A1 WO2016117377 A1 WO 2016117377A1
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WO
WIPO (PCT)
Prior art keywords
engine
blower
vehicle
air
control device
Prior art date
Application number
PCT/JP2016/050388
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English (en)
Japanese (ja)
Inventor
英樹 大矢
位司 安田
喜行 若原
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2016117377A1 publication Critical patent/WO2016117377A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/10—Guiding or ducting cooling-air, to, or from, liquid-to-air heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/04—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids

Definitions

  • the present disclosure relates to a control device that controls the operation of a vehicle blower.
  • Patent Document 1 discloses a ventilation fan installed on the ceiling of an automobile road tunnel.
  • the ventilation fan of this patent document 1 is an axial-flow type blower, and can be operated by either forward rotation or reverse rotation. That is, the ventilation fan of Patent Document 1 is controlled so as to appropriately reverse the blowing direction.
  • the engine is a heat generation source in the vehicle, it is necessary to prevent thermal damage to each component in the engine room in which the engine is accommodated. Therefore, for example, when the engine is stopped, it is desirable to exhaust the heat accumulated in the engine room at an early stage.
  • this conventional blower operates exclusively to send outside air into the engine room.
  • the conventional blower is basically stopped when the engine is stopped, and may be operated in some cases. However, even when the engine is operated when the engine is stopped, the blower is mainly moved into the engine room. It acted to send outside air.
  • the present disclosure is configured such that when a driving engine is stopped, heat is applied to components provided in the engine room by operating a blower in a direction opposite to the direction in which the engine is driven. It aims at providing the control device of the blower for vehicles which can prevent harm.
  • a control device for a blower for a vehicle causes a first blow direction in which air outside the engine room flows into an engine room in which the engine for the vehicle is accommodated.
  • a control device for a blower that blows air while driving the engine A determination unit for determining whether or not the driving engine is stopped;
  • a ventilation control unit In addition to being able to blow in the first blowing direction, the blower can also blow in the second blowing direction for discharging the air in the engine room to the outside of the engine room,
  • the blower control unit causes the blower to blow air in the second blowing direction when it is determined by the determination unit that the driving engine has been stopped.
  • the air blowing control unit blows air to the blower in the second air blowing direction for discharging the air in the engine room to the outside of the engine room. Let Therefore, when the engine is stopped, the heat accumulated in the engine room can be discharged out of the engine room at an early stage. Therefore, it is possible to prevent heat damage to the components provided in the engine room.
  • FIG. 4 is a view of the single fan shown in FIG. 1 as viewed from the front of the vehicle; In 1st Embodiment, it is the flowchart which showed the control processing which performs air blower control when an engine is stopped.
  • FIG. 1 is a schematic diagram schematically showing a cross section of a vehicle front portion including an engine room 12 of a vehicle 10 to which the electronic control device 50 and the electronic control device 50 are applied in the present embodiment.
  • an arrow DR1 indicates the front-rear direction DR1 of the vehicle 10
  • an arrow DR2 indicates the up-down direction DR2 of the vehicle 10.
  • the vehicle 10 is an engine vehicle in which an engine 14 is mounted on the front side of the vehicle.
  • the vehicle 10 includes a vehicle body 16, a vehicle hood 18, an engine 14, a cooling module 20, an electronic control device 50, an ignition switch 52, and the like.
  • the engine room 12 is formed by being surrounded by a vehicle body 16 and a vehicle hood 18. Specifically, the engine room 12 is provided in front of the vehicle 10, and the engine 14 is accommodated in the engine room 12. The upper part of the engine room 12 is covered with a vehicle hood 18, and both sides of the engine room 12 in the vehicle width direction (that is, the vehicle left-right direction) are covered with side panels (not shown) that are part of the vehicle body 16. .
  • the rear of the engine room 12 is covered with a dash panel 161 that is a part of the vehicle body 16.
  • the dash panel 161 is a partition wall that separates the engine room 12 from a vehicle compartment formed behind the engine room 12.
  • the front of the engine room 12 is opened to circulate the air outside the engine room 12, that is, the outside air, into the engine room 12. That is, an opening 12 a that opens from the engine room 12 is formed in front of the engine room 12 in the vehicle 10.
  • the engine 14 is a driving force source of the vehicle 10 and is an internal combustion engine such as a gasoline engine or a diesel engine.
  • the engine 14 has, for example, an exhaust manifold 141 as one of exhaust system parts.
  • the exhaust manifold 141 is a manifold that collects the combustion gas of the engine 14 and flows it to the exhaust pipe. That is, since the combustion gas immediately after combustion of the engine 14 flows through the exhaust manifold 141, it becomes a high-temperature heat source among the engines 14 that generate heat. As shown in FIG. 1, the exhaust manifold 141 is disposed in the engine 14 closer to the rear of the vehicle.
  • the engine 14 is housed in the engine room 12, but a space 12b is formed as an engine upper gap 12b between the engine 14 and the vehicle hood 18 disposed above the engine 14.
  • the engine upper gap 12b is formed in the engine room 12 so that air can flow between the front and rear of the engine 14, that is, to connect the space in front of the engine 14 and the space 12c in the rear. .
  • the cooling module 20 is a unit that cools the refrigerant of the air conditioner mounted on the vehicle 10 and the engine cooling water and blows air into the engine room 12.
  • the cooling module 20 is provided in the opening 12 a in front of the engine room 12.
  • the cooling module 20 includes an air conditioning condenser 22, a radiator 24, and a blower 26. And this condenser 22, the radiator 24, and the air blower 26 are arrange
  • the blower 26 is disposed on the opposite side of the dash panel 161 with the engine 14 interposed therebetween.
  • the blower 26 is disposed in front of the vehicle on one side with respect to the engine 14, and the engine room 12 is closed with a dash panel 161 serving as the wall 161 on the rear side of the vehicle with respect to the engine 14. .
  • the condenser 22 is a heat exchanger that constitutes a part of an air conditioner that performs air conditioning in the passenger compartment, and condenses the refrigerant circulating in the refrigeration cycle of the air conditioner by heat exchange with air.
  • the radiator 24 is a heat exchanger that radiates heat from the engine coolant by heat exchange between the engine coolant for cooling the engine 14 and air.
  • the electronic control device 50, the radiator 24, and the blower 26 that control the blower 26 constitute a cooling system that cools the engine 14 and the engine room 12.
  • the blower 26 constituting a part of the cooling module 20 is a general electric axial flow blower. Specifically, as shown in FIG. 1, the blower 26 includes a fan 261 that generates an air flow in the longitudinal direction DR ⁇ b> 1 of the vehicle 10, and a motor 262 that rotationally drives the fan 261.
  • the motor 262 operates in accordance with a control signal from the electronic control device 50, and for example, the rotational speed and rotation direction of the motor 262 are controlled by the electronic control device 50.
  • the blower 26 is capable of blowing air in a first blowing direction in which air outside the engine room 12 flows into the engine room 12 and in a second blowing direction in which the air inside the engine room 12 is discharged outside the engine room 12. ing.
  • the first air blowing direction of the blower 26 is because the blower 26 is provided in front of the vehicle in the engine room 12. In other words, the blower 26 blows air from the front of the vehicle to the rear of the vehicle as indicated by an arrow FL1 in FIG. Direction.
  • the 2nd ventilation direction of the air blower 26 is an air blowing direction in which the air blower 26 flows air from the vehicle rear to the vehicle front as shown by an arrow FL2 in FIG. FIG.
  • FIG. 2 is a diagram in which the air flow in the first air blowing direction is drawn as an arrow FL1 in the schematic cross-sectional view of the vehicle front portion shown in FIG.
  • FIG. 3 is a diagram in which the air flow in the second air blowing direction is drawn as an arrow FL2 in the schematic diagram of the cross section of the vehicle front portion shown in FIG.
  • the fan 261 of the blower 26 is an axial flow fan as shown in FIG. 4 is a view of the fan 261 alone as viewed from the front of the vehicle, that is, a view taken along the arrow IV of the fan 261 alone in FIG.
  • the fan 261 has an annular shape in which a fan boss 263 connected to the motor 262, a plurality of fan blades 264 extending radially outward from the fan boss 263, and a plurality of fan blades 264 are connected to each other. And a fan ring 265.
  • the blower 26 blows air in the first air blowing direction (that is, in the direction of the arrow FL1 in FIG. 2) as the fan 261 rotates in the normal rotation direction.
  • the blower 26 blows air in the second blowing direction (that is, the direction of the arrow FL2 in FIG. 3) when the fan 261 rotates in the reverse rotation direction opposite to the normal rotation direction.
  • the blower 26 is operated so as to blow in the first blowing direction indicated by the arrow FL1 in FIG. 2 under the control of the electronic control unit 50 while the engine 14 is being driven. Alternatively, it is stopped. In short, the blower 26 blows air intermittently in the first blowing direction while the engine 14 is being driven.
  • a switch signal from each switch provided in the vehicle 10 and a sensor signal from each sensor are input to the electronic control device 50 shown in FIG.
  • an ignition switch 52 which is an operation device operated by a passenger, is provided in the passenger compartment of the vehicle 10.
  • a switch signal from the ignition switch 52 is input to an electronic control device 50 and an engine control device (not shown) that controls the engine 14.
  • the ignition switch 52 is a key switch for driving or stopping the engine 14.
  • the engine 14 when a predetermined engine start operation for starting the engine 14 is performed on the ignition switch 52 when the engine 14 is stopped, the engine 14 is started by the engine control device. Further, when a predetermined engine stop operation for stopping the engine 14 is performed while the engine 14 is being driven with respect to the ignition switch 52, the engine 14 is stopped by the engine control device.
  • the electronic control unit 50 includes a well-known microcomputer including a CPU, a ROM, a RAM and the like and peripheral circuits thereof, and executes various control processes according to a computer program stored in advance in the ROM or the like.
  • the electronic control unit 50 functions as a control unit that executes various blower controls, and executes control processing shown in the flowchart of FIG. 5 as one of the blower controls.
  • FIG. 5 is a flowchart showing a control process for performing blower control when the engine 14 is stopped.
  • the electronic control unit 50 periodically and repeatedly executes the control process shown in the flowchart of FIG. As shown in FIG. 5, the electronic control unit 50 first determines in step S01 whether or not the engine 14 being driven has been stopped. Specifically, the determination is performed based on a switch signal from the ignition switch 52. That is, when the engine stop operation is performed on the ignition switch 52 while the engine 14 is being driven, it is determined that the engine 14 being driven is stopped.
  • step S01 If it is determined in step S01 that the engine 14 being driven has been stopped, the process proceeds to step S02. On the other hand, if it is determined that the engine 14 being driven has not been stopped, the flowchart of FIG. 5 ends and starts again from step S01.
  • the case where the engine 14 being driven is not stopped is, for example, the case where the engine 14 being driven is driven as it is, the case where the engine 14 is already stopped, or the case where the engine 14 is started Is the case.
  • step S02 a control signal is output to the motor 262 of the blower 26, and the fan 261 is rotated in the reverse rotation direction shown in FIG. This causes the blower 26 to blow in the second blowing direction (that is, the direction of the arrow FL2 in FIG. 3).
  • the air accumulated in the space 12 c between the engine 14 and the dash panel 161 passes around the engine 14 to the blower 26 disposed in front of the engine 14. Inhaled.
  • the air accumulated in the space 12 c between the engine 14 and the dash panel 161 is air accumulated in the engine rear space 12 c behind the engine 14.
  • the air in the engine rear space 12c is discharged to the front of the vehicle through the engine upper gap 12b.
  • the air discharged in this way passes through the engine upper gap 12b, so that the property that the air in the engine room 12 which is a thermal fluid naturally rises by natural convection is utilized, thereby cooling the engine room 12 Promoted.
  • step S02 ends, the flowchart of FIG. 5 ends and starts again from step S01.
  • step S01 in FIG. 5 corresponds to the determination unit
  • step S02 corresponds to the air blowing control unit.
  • the electronic control unit 50 causes the air in the engine room 12 to be supplied to the blower 26 as indicated by the arrow FL2 in FIG. It blows in the 2nd ventilation direction discharged
  • FIG. Therefore, when the engine 14 is stopped, the heat accumulated in the engine room 12 can be discharged out of the engine room 12 at an early stage. In other words, the heat accumulated in the engine room 12 can be scavenged at an early stage. As a result, heat damage to components provided in the engine room 12 can be prevented.
  • FIG. 6 and FIG. 7 are both temperature distribution diagrams of the engine room 12 showing the result of the computer simulation.
  • the temperature distribution at the time when a predetermined time set for several seconds has elapsed since the engine stopped, in short, the engine The temperature distribution immediately after the stop is shown.
  • FIG. 6 is a temperature distribution diagram of a comparative example in which the blower 26 is stopped after the engine stop without performing the control process of FIG. 5, and
  • FIG. 7 is the control process of FIG. It is a temperature distribution figure of this embodiment.
  • the temperature distribution is indicated by hatching as shown in the legend at the upper left of each figure.
  • the engine room 12, the engine 14, the vehicle body 16, the vehicle hood 18, the cooling module 20, and the like are displayed in outlines applied to computer simulation.
  • the blower 26 discharges the air in the engine room 12 to the outside of the engine room 12 as indicated by an arrow FL2 in FIG. To blow. Therefore, as shown in FIG. 7, immediately after the engine is stopped, the high temperature region of the engine rear space 12c is greatly reduced as compared with the comparative example of FIG. Thereby, the heat damage to the components provided in the engine room 12, especially the heat damage to the components adjacent to the engine rear space 12c can be prevented. In the computer simulation of FIG. 7, in this embodiment, it is confirmed that warm air is blown out from the engine room 12 as indicated by the arrow FLout.
  • the air is blown in the first blowing direction (that is, the direction of the arrow FL1 in FIG. 2) contrary to the present embodiment.
  • the air is blown in the first air blowing direction, it is difficult to sufficiently cool the engine rear space 12c.
  • the electronic control unit 50 causes the blower 26 to blow in the second blowing direction by rotating the axial flow type fan 261 in the reverse rotation direction. Therefore, it is possible to blow in the second blowing direction using the fan 261 of the blower 26 that blows in the first blowing direction while the engine 14 is driven.
  • the blower 26 has an advantage that it is not necessary to have a fan that blows air in the second air blowing direction separately from the fan that blows air in the first air blowing direction.
  • the electronic control unit 50 determines that the engine 14 being driven is stopped when a predetermined engine stop operation is performed on the ignition switch 52 while the engine 14 is being driven. . Therefore, it is possible to easily obtain a signal for determining the start of blowing in the second blowing direction.
  • the blower 26 is disposed on one side (specifically, in front of the vehicle) with respect to the engine 14.
  • the engine room 12 is covered with a dash panel 161 on the other side (specifically, the vehicle rear side) with respect to the engine 14. Therefore, heat is easily accumulated in the engine rear space 12c immediately after the engine 14 is stopped, and the heat in the engine rear space 12c can be effectively discharged by blowing in the second blowing direction.
  • the fact that the engine room 12 is closed on the other side with respect to the engine 14 by the dash panel 161 is not limited to completely closing the other side, and for example, heat is likely to accumulate in the engine rear space 12c. It means to include a certain amount of blockage.
  • the exhaust manifold 141 is disposed closer to the rear of the vehicle in the engine 14. High-temperature combustion gas flows into the exhaust manifold 141 due to the combustion of fuel in the engine 14, and the exhaust manifold 141 serves as a high-temperature heat source during driving of the engine. Therefore, immediately after the engine 14 is stopped, heat tends to accumulate in the engine rear space 12c adjacent to the exhaust manifold 141, and the heat in the engine rear space 12c can be effectively discharged by blowing air in the second air blowing direction. it can.
  • the blower 26 constitutes a part of the cooling module 20 including the radiator 24 that dissipates the engine cooling water, and causes the air to flow through the radiator 24. Accordingly, it is possible to cause the radiator 24 to blow air in the second blowing direction using the blower 26 that flows air, and it is not necessary to prepare a special blower for blowing in the second blowing direction.
  • the exhaust manifold 141 is disposed closer to the rear of the vehicle in the engine 14.
  • the exhaust manifold 141 may be arranged closer to the front of the vehicle in the engine 14.
  • the blower 26 has one fan 261.
  • the blower 26 may have a plurality of fans 261.
  • the blower 26 includes a first dedicated fan that blows air in the first blowing direction as indicated by an arrow FL1 in FIG. 2 and a second dedicated fan that blows air in the second blowing direction as indicated by an arrow FL2 in FIG. You may have each.
  • both the first and second dedicated fans do not need to be axial flow fans, and may be centrifugal fans, for example.
  • the fan 26 intermittently blows air in the first air blowing direction as indicated by the arrow FL1 shown in FIG.
  • the blower 26 may be blown continuously instead of intermittently.
  • the engine room 12 is provided in front of the vehicle 10.
  • the engine room 12 may be provided rearward in the vehicle 10. Further, the engine room 12 may be provided below the passenger compartment.
  • the ignition switch 52 is specifically a key switch.
  • the vehicle 10 in FIG. 1 is an engine vehicle.
  • the vehicle 10 may be a hybrid vehicle provided with a traveling motor in addition to the engine 14.
  • the electronic control device 50 that controls the blower 26 and the engine control device that controls the engine 14 are each configured as separate control devices. However, this is an example, and the electronic control device 50 and the engine control device may be integrated to form one control device.
  • the present disclosure is not limited to the above-described embodiment.
  • the present disclosure includes various modifications and modifications within the equivalent range.
  • elements constituting the embodiment are not necessarily indispensable except for the case where it is clearly indicated that the element is essential and the case where the element is clearly considered to be essential in principle.
  • numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is particularly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to a specific number except for cases.
  • when referring to the material, shape, positional relationship, etc. of the component, etc. unless otherwise specified and in principle limited to a specific material, shape, positional relationship, etc.
  • the material, shape, positional relationship and the like are not limited.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

La soufflante selon l'invention (26) permet de souffler de l'air dans une première direction de soufflage pour introduire de l'air depuis l'extérieur d'un compartiment moteur (12) dans le compartiment moteur qui accueille un moteur (14) et dans une seconde direction de soufflage pour évacuer l'air à l'intérieur du compartiment moteur vers l'extérieur du compartiment moteur. De plus, la soufflante souffle de l'air dans la première direction de soufflage tandis que le moteur est en marche. Un dispositif de commande de la soufflante est doté d'une unité de détermination (S01) permettant de déterminer si oui ou non le moteur en fonctionnement a été arrêté et d'une unité de commande de soufflage (S02). L'unité de commande de soufflage amène la soufflante à souffler de l'air dans la seconde direction de soufflage lorsque l'unité de détermination détermine que le moteur en fonctionnement a été arrêté.
PCT/JP2016/050388 2015-01-20 2016-01-07 Dispositif de commande de soufflante pour véhicule WO2016117377A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015008735A JP2018035675A (ja) 2015-01-20 2015-01-20 車両用送風機の制御装置
JP2015-008735 2015-01-20

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WO2016117377A1 true WO2016117377A1 (fr) 2016-07-28

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WO (1) WO2016117377A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10913332B2 (en) 2016-03-31 2021-02-09 Denso Corporation Heat exchange unit
WO2021228494A1 (fr) * 2020-05-12 2021-11-18 Valeo Systemes Thermiques Module de refroidissement pour véhicule automobile électrique à turbomachine tangentielle

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017110183A1 (fr) * 2015-12-25 2017-06-29 株式会社デンソー Ventilateur et procédé de détection de vitesse de rotation
JP2022014683A (ja) 2020-07-07 2022-01-20 ヤマハ発動機株式会社 車両

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0711954A (ja) * 1993-06-24 1995-01-13 Fuji Heavy Ind Ltd 車両用ラジエータの通風制御装置
JPH0738653Y2 (ja) * 1989-06-21 1995-09-06 本田技研工業株式会社 エンジン冷却制御装置
JP2545566B2 (ja) * 1987-12-28 1996-10-23 本田技研工業株式会社 ターボチャージャ付内燃エンジンの冷却制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2545566B2 (ja) * 1987-12-28 1996-10-23 本田技研工業株式会社 ターボチャージャ付内燃エンジンの冷却制御装置
JPH0738653Y2 (ja) * 1989-06-21 1995-09-06 本田技研工業株式会社 エンジン冷却制御装置
JPH0711954A (ja) * 1993-06-24 1995-01-13 Fuji Heavy Ind Ltd 車両用ラジエータの通風制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10913332B2 (en) 2016-03-31 2021-02-09 Denso Corporation Heat exchange unit
WO2021228494A1 (fr) * 2020-05-12 2021-11-18 Valeo Systemes Thermiques Module de refroidissement pour véhicule automobile électrique à turbomachine tangentielle
FR3110113A1 (fr) * 2020-05-12 2021-11-19 Valeo Systemes Thermiques Module de refroidissement pour véhicule automobile électrique à turbomachine tangentielle

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