WO2017170432A1

WO2017170432A1 - Cooling module

Info

Publication number: WO2017170432A1
Application number: PCT/JP2017/012446
Authority: WO
Inventors: 悠起朗設楽; 武藤　健; 健雄松本; 宣昭池本
Original assignee: 株式会社デンソー
Priority date: 2016-04-01
Filing date: 2017-03-27
Publication date: 2017-10-05
Also published as: JPWO2017170432A1; DE112017001732T5; JP6489282B2

Abstract

A cooling module has a shroud (80) which has an opening (61) open to the inside of a front engine compartment (1) and which forms a flow passage (80a) for conducting to the opening an air flow having flowed through a blower (40). The cooling module is provided with a duct (54) having: an inlet (54a) into which an air flow discharged from the opening enters; an air flow passage (54c) through which an air flow flowing from the inlet flows; and an outlet (54b) which, toward the rear, in the vehicle movement direction, of a traveling engine in the front engine compartment, discharges an air flow having flowed through the air flow passage. The cooling module is provided with an air amount regulation valve (60) for regulating the amount of air discharged from the opening through the duct toward the rear, in the vehicle movement direction, of the traveling engine in the front engine compartment.

Description

Cooling module

Cross-reference to related applications

This application is based on Japanese Patent Application No. 2016-74536 filed on April 1, 2016, the contents of which are incorporated herein by reference.

This disclosure relates to a cooling module.

Conventionally, there has been proposed a cooling module 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 module, a duct is formed to guide the air flow introduced from the opening of the front grill 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 module of 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, even in an automobile in which the exhaust manifold is disposed in front of 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.

In recent years, since the amount of heat generated from the traveling engine or the like in the front engine room has decreased, it is also required to effectively use the heat in the front engine room for warming up the traveling engine or the like.

Therefore, the present applicant examined the use of a duct that sucks air flowing from the front grill opening through the radiator and the blower from the front of the vehicle and blows it out to the rear side of the traveling engine in the vehicle traveling direction.

For example, there is a case where the air flow from the above-mentioned duct is blown out of the front engine room to the rear side in the vehicle traveling direction of the traveling engine in a situation where the heat behind the traveling engine in the vehicle traveling direction should be effectively used. In this case, the temperature on the rear side in the vehicle traveling direction of the traveling engine is lowered, and the heat on the rear side in the vehicle traveling direction of the traveling engine cannot be used effectively.

In view of the above points, an object of the present disclosure is to provide a cooling module capable of adjusting the amount of air blown from the duct to the rear side in the vehicle traveling direction of the traveling engine in the front engine room.

According to one aspect of the present disclosure, the cooling module is disposed on the front side in the vehicle traveling direction with respect to the traveling engine in the front engine room, and the front opening that opens the front engine room to the front side in the vehicle traveling direction. The present invention is applied to an automobile provided with a blower that sucks and blows out an air flow passing through the front opening from the front opening side in the vehicle traveling direction.

The cooling module has an opening that opens in the front engine room, and includes a shroud that forms a flow path that guides the airflow that has passed through the blower to the opening.

The cooling module includes an inlet for an air flow blown from an opening, an air passage through which the air flow from the inlet circulates, and an air flow that has passed through the air passage to a traveling engine in the front engine room. A duct having an outlet that blows out toward the rear side in the vehicle traveling direction is provided.

The cooling module includes an air volume adjusting valve that adjusts the amount of air blown to the rear of the traveling engine in the front engine room through the duct from the opening.

Thereby, in the cooling module, it is possible to adjust the amount of air blown from the duct to the rear side in the vehicle traveling direction of the traveling engine in the front engine room.

According to another aspect of the present disclosure, the cooling module is disposed on the front side in the vehicle traveling direction with respect to the traveling engine in the front engine room, and the front opening that opens the front engine room to the front side in the vehicle traveling direction. The present invention is applied to an automobile provided with a blower that sucks and blows out an air flow passing through the front opening from the front opening side in the vehicle traveling direction.

The cooling module has an opening that opens into the front engine room, and forms a flow path that guides the airflow that has passed through the blower to the opening; and
An air volume adjusting valve.

The shroud blows the airflow blown from the opening through the duct to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room.

The air volume adjusting valve adjusts the amount of air blown to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room through the duct from the opening.

It is the schematic diagram which looked at the cooling module mounted in the front engine room in the first embodiment from the Tenchi region improvement side. It is a top view which shows the cooling module single-piece | unit in 1st Embodiment. FIG. 3 is a sectional view taken along the line III-III in FIG. FIG. 4 is a sectional view taken along line IV-IV in FIG. 3. It is a figure which shows the electrical structure of the cooling module of FIG. It is a flowchart which shows the temperature control process by the electronic controller of FIG. It is a flowchart which shows the heat retention control process by the electronic controller of FIG. It is a flowchart which shows the fan control process by the electronic controller of FIG. It is a schematic diagram which shows the specific example 1 of the action | operation of the cooling module in 1st Embodiment. It is a schematic diagram which shows the specific example 2 of the action | operation of the cooling module in 1st Embodiment. It is a schematic diagram which shows the specific example 3 of the action | operation of the cooling module in 1st Embodiment. It is a schematic diagram which shows the specific example 4 of the action | operation of the cooling module in 1st Embodiment. It is a schematic diagram which shows the specific example 5 of the action | operation of the cooling module in 1st Embodiment. It is sectional drawing which shows the cooling module single-piece | unit in 2nd Embodiment. It is XI-XI sectional drawing in FIG. It is sectional drawing which shows the cooling module single-piece | unit in 3rd Embodiment. FIG. 12 is a sectional view taken along line XIII-XIII. It is sectional drawing which shows a guide in FIG. It is a flowchart which shows the temperature control process by the electronic controller in 4th Embodiment. It is sectional drawing of the cooling module in 5th Embodiment, Comprising: It is sectional drawing corresponding to FIG. It is a Y arrow line view in FIG. It is a flowchart which shows the temperature control process by the electronic controller in 5th Embodiment. It is sectional drawing which shows the cooling module single-piece | unit in 6th Embodiment.

Hereinafter, embodiments of the present disclosure 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 a cooling module 10 for an automobile to which the cooling module 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 grille opening 2 is a front opening that opens from the front engine room 1 forward of the front grille 4 in the vehicle traveling direction in the front grille 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.

The cooling module 10 is disposed between the traveling engine 3 and the front grille opening 2 in the front engine room 1 as shown in FIG.

Specifically, the cooling module 10 includes a capacitor 20, a radiator 30, an electric fan 40, a capsule unit 50, and

air volume adjusters

60 and 70.

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 an in-vehicle heat exchanger disposed on the rear side in the vehicle traveling direction with respect to the condenser 20. The radiator 30 is a heat exchanger that cools cooling water of the traveling engine 3 (hereinafter also referred to as engine cooling water) with outside air. The radiator 30 is disposed between the electric fan 40 and the front grill opening 2.

The electric fan 40 is a blower disposed on the rear side in the vehicle traveling direction with respect to the radiator 30 in the front engine room 1. Electric fan 40 generates an air flow that passes through condenser 20 and radiator 30 through front grill opening 2 from the front of the vehicle in the vehicle traveling direction.

In addition, the electric fan 40 of this embodiment is supported with respect to the radiator 30 by the support part 41.

The capsule unit 50 is disposed on the rear side in the vehicle traveling direction with respect to the radiator 30 in the front engine room 1.

Specifically, the capsule unit 50 includes

side walls

51a and 51b, a lower wall 52, a rear wall 53, and a duct 54, as shown in FIGS.

The

side walls

51a and 51b are arranged so as to sandwich the electric fan 40 and the traveling engine 3 from the vehicle width direction. The side wall 51 a is disposed on the right side in the vehicle width direction with respect to the electric fan 40 and the traveling engine 3. The side wall 51 b is disposed on the left side in the vehicle width direction with respect to the electric fan 40 and the traveling engine 3.

The lower wall 52 is arranged below the electric fan 40 in the vertical direction. The rear wall 53 is disposed between the electric fan 40 and the traveling engine 3. The rear wall 53 is formed so as to cover the traveling engine 3 from the front side in the vehicle traveling direction.

The

side walls

51a and 51b and the lower wall 52 form a front opening 65 that opens to the front side in the vehicle traveling direction (that is, the radiator 30 side). The

side walls

51a and 51b and the rear wall 53 form an upper opening 61 that opens to the heaven region improvement side. The

side walls

51a, 51b, the lower wall 52, and the rear wall 53 form a lower opening 62 that opens downward in the vertical direction. The lower opening 62 corresponds to the first air outlet.

The duct 54 forms an air flow path 54c that allows an air flow to flow between the inlet 54a and the outlet 54b.

The inlet 54 a of the duct 54 is connected to the upper opening 61. The outlet 54b is open to the exhaust system device 5 side of the traveling engine 3 in the front engine room 1 (that is, the vehicle traveling direction rear side of the traveling engine 3).

As shown in FIGS. 2 and 3, the duct 54 is disposed on the heaven region improvement side of the traveling engine 3. The duct 54 is formed so as to cover the traveling engine 3 from the heaven region improvement side. In addition to this, the duct 54 is formed so as to cover the catalyst device 5a and the exhaust manifold 5b of the exhaust system device 5 from the Tenchi region improvement side.

The catalyst device 5a is a device that purifies harmful components in exhaust gas blown out from the traveling engine 3 by reduction and oxidation. The exhaust manifold 5b is a manifold that collects a plurality of exhaust passages connected to the traveling engine 3 into one exhaust pipe that discharges exhaust gas that has passed through the catalyst device 5a from the traveling engine 3. The exhaust manifold 5b is disposed behind the traveling engine 3 in the front engine room 1 in the vehicle traveling direction.

In the present embodiment, the

side walls

51a and 51b, the lower wall 52, and the rear wall 53 constitute a shroud 80 that houses the electric fan 40. The shroud 80 is a case that forms an air flow path 80 a that guides an air flow blown from the electric fan 40 to the upper opening 61 and the lower opening 62.

The air volume adjuster 60 is an air volume adjusting valve that is rotatably supported by the

side walls

51a and 51b and opens and closes the upper opening 61 by rotation. The air volume adjuster 70 is a first blow-off opening / closing valve that is rotatably supported with respect to the

side walls

51a and 51b and opens and closes the lower opening 62 by rotation.

The

air volume adjusters

60 and 70 are butterfly doors having a rotating shaft connected to a central portion in the surface direction of a plate door main body formed in a plate shape. The

air volume adjusters

60 and 70 are driven by

electric motors

61 and 71.

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. A memory is a non-transitional physical storage medium.

The electronic control unit 90 performs a temperature control process, a fan control process, and a heat insulation control process in accordance with a computer program stored in the memory.

When executing the temperature control process or the heat insulation control process, the electronic control unit 90 is based on the switch signal of the ignition switch 92, the detected value of the temperature sensor 100, the detected value of the water temperature sensor 101, and the detected value of the oil temperature sensor 102. Thus, the

air volume adjusters

60 and 70 are controlled via the

electric motors

61 and 71.

The electronic control device 90 controls the electric fan 40 based on the switch signal of the ignition switch 92 and the detected value of the refrigerant pressure sensor 103 when executing the fan control process.

The temperature sensor 100 is a rear temperature sensor that detects the ambient temperature of the exhaust manifold 5b and the catalyst device 5a (that is, the rear ambient temperature of the traveling engine 3). The water temperature sensor 101 is a heat medium temperature sensor that detects the temperature of engine coolant as a heat medium for cooling the traveling engine 3. The heat medium is a substance for transferring heat. The oil temperature sensor 102 detects the temperature of the engine oil. The engine oil is used as a lubricating oil that lubricates each component constituting the traveling engine 3 and as a heat medium that cools the traveling engine 3. The refrigerant pressure sensor 103 detects the refrigerant pressure between the refrigerant outlet of the compressor and the refrigerant inlet of the condenser 20.

The ignition switch 92 is a power switch that turns the traveling engine 3 on and off (that is, starts and stops). The electric fan 40 includes, for example, an axial fan and an electric motor that drives the axial fan.

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

FIG. 6 is a flowchart showing the temperature control process. FIG. 7 is a flowchart showing the heat retention control process. FIG. 8 is a flowchart showing the fan control process. The electronic control unit 90 executes the temperature control process and the fan control process in parallel. Hereinafter, the temperature control process, the heat retention control process, and the fan control process will be described independently.

(Temperature control processing)
The electronic control unit 90 executes the temperature control process according to the flowchart of FIG. The execution of the temperature control process is started when the ignition switch 92 is turned on.

First, in step S100, the electronic device 90 detects the temperature of the engine oil (denoted as oil temperature in FIG. 6) by the oil temperature sensor 102 and the temperature of the engine cooling water by the water temperature sensor 101.

Next, in step S110, it is determined whether or not the temperature of the engine oil and the temperature of the engine coolant are each less than a reference value. Specifically, the following determinations (1) and (2) are performed.
(1) Based on the detection value of the water temperature sensor 101, it is determined whether or not the temperature of the engine cooling water is lower than the reference value X.
(2) It is determined whether or not the temperature of the engine oil is lower than the reference value Y based on the detection value of the oil temperature sensor 102.

For example, when the temperature of the engine coolant is less than the reference value X and the temperature of the engine oil is less than the reference value Y, the electronic device 90 determines that the travel engine 3 is at a low temperature in step S110, and the travel engine 3 is determined as YES because it should be warmed up early.

Accordingly, in step S120, the air volume adjuster 60 is controlled to close the upper opening 61. For this reason, the air flow rate adjuster 60 closes the air flow path 54 c of the duct 54. Thereby, the flow of the air blown out from the electric fan 40 is stopped from flowing to the inlet 54a of the duct 54.

At this time, heat generated from the traveling engine 3, the catalyst device 5a, the exhaust manifold 5b, and the like is held by the

side walls

51a, 51b, the rear wall 53, and the duct 54. For this reason, warm-up of the traveling engine 3 is promoted.

In addition, the electronic device 90 controls the air volume adjuster 70 (denoted as air volume adjuster B in FIG. 6) to close the lower opening 62 in step S120.

In step S110, the electronic device 90 determines NO when the temperature of the engine cooling water is equal to or higher than the reference value X and when the temperature of the engine oil is equal to or higher than the reference value Y.

In this case, the electronic device 90 detects the temperature of the engine coolant with the water temperature sensor 101 in step S125.

Next, in step S130, the electronic device 90 determines whether or not the temperature of the engine coolant is equal to or higher than the reference value Z. The reference value Z is a temperature lower than the reference value X.

When the temperature of the engine coolant is equal to or higher than the reference value Z, the electronic device 90 opens the lower opening 62 by controlling the air flow regulator 70 in step S140 as a blow-off valve opening.

On the other hand, when the temperature of the engine cooling water is lower than the reference value Z as the heat medium determination unit in step S130, the electronic device 90 determines NO. Accordingly, in step S145, the electronic device 90 closes the lower opening 62 by controlling the air flow regulator 70 as a blowout valve closing unit. For this reason, the pressure loss with respect to the airflow which passes the capacitor | condenser 20, the radiator 30, and the electric fan 40 from the front grill opening part 2 can be increased.

Thereby, the amount of air passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be reduced. For this reason, the heat radiation amount radiated from the engine coolant in the radiator 30 to the air flow can be reduced. Accordingly, it is possible to suppress a decrease in the temperature of the engine cooling water.

In this way, the electronic device 90 proceeds to the next step S150 after performing either one of steps S140 and S145. In step S <b> 150, the electronic device 90 determines whether the rear ambient temperature of the traveling engine 3 is higher than the reference value F based on the temperature detected by the temperature sensor 100 as a rear temperature determination unit.

When the rear ambient temperature of the traveling engine 3 is higher than the reference value F, the electronic device 90 determines YES in step S150 and proceeds to step S160. In step S160, the electronic device 90 opens the upper opening 61 by controlling the air flow adjuster 60 (referred to as air flow adjuster A in FIG. 6) as an opening control unit. For this reason, the air flow rate adjuster 60 opens the air flow path 54 c of the duct 54.

In step S150, when the rear ambient temperature of the traveling engine 3 is equal to or lower than the reference value F, the electronic device 90 determines NO and proceeds to step S165. In step S165, the electronic apparatus 90 closes the upper opening 61 by controlling the air volume adjuster 60 as a closing control unit. For this reason, the air flow rate adjuster 60 closes the air flow path 54 c of the duct 54.

The electronic device 90 repeats the processes of steps S100, S110, S120 (or S125), S130, S140 (or S145), S150, and S160 (or S165).

Thereafter, when the ignition switch 92 is turned off, the execution of the temperature control process is terminated.

(Insulation control process)
The electronic control unit 90 executes the heat retention control process according to the flowchart of FIG. The execution of the heat retention control process is started when the ignition switch 92 is turned off.

First, in step S200, the electronic device 90 detects the temperature of the engine oil (denoted as oil temperature in FIG. 7) by the oil temperature sensor 102 and the temperature of the engine cooling water by the water temperature sensor 101.

Next, in step S210, the electronic device 90 determines whether or not the temperature of the engine oil and the temperature of the engine coolant are each less than a reference value. Specifically, the following determinations (3) and (4) are performed.
(3) Based on the detection value of the water temperature sensor 101, it is determined whether or not the temperature of the engine cooling water is less than the reference value X.
(4) Based on the detection value of the oil temperature sensor 102, it is determined whether or not the temperature of the engine oil is less than the reference value Y.

For example, when the temperature of the engine coolant is less than the reference value X and the temperature of the engine oil is less than the reference value Y, YES is determined in step S210. These reference values X and Y correspond to determination values.

In this case, in step S220, the electronic device 90 controls the air volume adjuster 60 as the heat retention control unit and closes the upper opening 61. In addition to this, the electronic device 90 controls the air volume adjuster 70 to close the lower opening 62.

In step S210, when the temperature of the engine coolant is equal to or higher than the reference value X and when the temperature of the engine oil is equal to or higher than the reference value Y, the electronic device 90 determines NO.

In this case, the electronic device 90 controls the air volume adjuster 60 to open the upper opening 61 in step S225. For this reason, the air flow rate adjuster 60 opens the air flow path 54 c of the duct 54. In addition to this, the electronic device 90 controls the air volume adjuster 70 to open the lower opening 62 in step S225.

Thereafter, the electronic device 90 returns to step S200. For this reason, until the temperature of the engine cooling water is lower than the reference value X and the temperature of the engine oil is lower than the reference value Y and the determination in step S210 is YES, the electronic device 90 is in step S200, The NO determination of step S210 and each process of step S225 are repeated.

Thereafter, when the engine cooling water temperature is lower than the reference value X and the temperature of the engine oil is lower than the reference value Y, the electronic device 90 determines YES in step S210 and then performs the process of step S220. Then, the execution of the heat retention control process is terminated.

That is, after the ignition switch 92 is turned off and the traveling engine 3 is stopped, the electronic device 90 shifts from the first state to the second state. The first state is a state that is at least one of when the temperature of the engine coolant is equal to or higher than the reference value X and when the temperature of the engine oil is equal to or higher than the reference value Y. The second state is a state in which the temperature of the engine cooling water is less than the reference value X and the temperature of the engine oil is less than the reference value Y. When shifting from the first state to the second state, the electronic control unit 90 controls the air volume adjuster 60 to close the upper opening 61 and also controls the air volume adjuster 70 to close the lower opening 62.

(Fan control processing)
The electronic control unit 90 executes a computer program for realizing fan control processing according to the flowchart of FIG.

First, in step S300, the electronic device 90 determines whether or not the traveling engine 3 (denoted as ENG in FIG. 8) is operating based on the output signal of the ignition switch 92. When the ignition switch 92 is on, the electronic device 90 determines that the traveling engine 3 is operating (that is, turned on), YES in step S300.

Next, in step S310, the electronic apparatus 90 performs the following determinations (5) and (6). In (5), based on the detection value of the water temperature sensor 101, it is determined whether or not the temperature of the engine cooling water flowing through the radiator 30 is equal to or higher than a predetermined temperature. In (6), based on the detection value of the refrigerant pressure sensor 103, it is determined whether or not the refrigerant pressure between the refrigerant outlet of the compressor and the refrigerant inlet of the condenser 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 a predetermined temperature and when the refrigerant pressure between the refrigerant outlet of the compressor and the refrigerant inlet of the condenser 20 is equal to or higher than a predetermined value, the electronic device 90 determines YES in step S310.

Accordingly, the electronic device 90 operates the electric fan 40 in step S320. For this reason, the electric fan 40 sucks and blows out the air flow 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.

As a result, the airflow introduced from the front side in the vehicle longitudinal direction of the automobile through the front grille opening 2 passes through the condenser 20, the radiator 30, and the electric fan 40 to the upper opening 61 or the lower opening 62. It flows toward.

Next, in step S330, the electronic device 90 determines whether or not the traveling engine 3 has transitioned from the operating state to the stopped state based on the output signal of the ignition switch 92. 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, the electronic device 90 determines YES in step S330. At this time, the electronic device 90 stops the electric fan 40 after a certain period in step S340. That is, when the traveling engine 3 stops, the electronic device 90 continues the operation of the electric fan 40 for a certain period thereafter, and then stops the electric fan 40. Thereafter, the electronic device 90 returns to step S300.

In step S300, if the ignition switch 92 is off, the electronic device 90 determines NO as the traveling engine 3 is stopped. Thereafter, the process returns to step S300.

In step S330, if the ignition switch 92 is kept on and the running engine 3 continues to operate, the electronic device 90 determines NO. In this case, the electronic device 90 continues the operation of the electric fan 40 and returns to step S300.

By repeating the processes of steps S300 to S340, the electric fan 40 starts to operate according to a combination of the operating state of the traveling engine 3 and other conditions. After that, when the traveling engine 3 stops, the electronic device 90 continues to operate the electric fan 40 for a certain period thereafter, but then stops the electric fan 40.

When the engine coolant temperature is lower than the predetermined temperature and the refrigerant pressure between the refrigerant outlet of the compressor and the refrigerant inlet of the condenser 20 is lower than the predetermined value, NO is determined in step S310.

Next, specific operations 1 to 5 of the cooling module 10 according to the present embodiment will be described with reference to FIGS. 9A to 9E.

(Specific example 1)
First, as shown in FIG. 9A, when the load of the traveling engine 3 is high, the electronic control unit 90 determines that the rear ambient temperature of the traveling engine 3 is higher than the reference value F, and in step S150, YES. judge. In addition, the electronic device 90 controls the air volume adjuster 60 to open the upper opening 61 in step S160.

At this time, as shown in FIG. 9A, the electric fan 40 sucks and blows out an air flow from the front of the vehicle through the front grill opening 2, the condenser 20, and the radiator 30. This blown air flow is blown from the upper opening 61 through the duct 54 to the catalyst device 5a and the exhaust manifold 5b. For this reason, the catalyst device 5 a and the exhaust manifold 5 b are cooled by the air flow blown out from the duct 54.

In addition to this, the electronic control unit 90 opens the lower opening 62 by controlling the air volume adjuster 70 in step S140. At this time, the airflow that has passed through the electric fan 40 is blown out of the capsule portion 50 from the lower opening 62. Accordingly, the pressure loss with respect to the airflow passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be reduced.

Therefore, the amount of air passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be increased. Accordingly, the amount of heat released from the engine coolant in the radiator 30 to the air flow can be increased. Thereby, the temperature of engine cooling water can be reduced.

As described above, (a) heavy use of insulators for suppressing thermal damage to peripheral components of the traveling engine 3 can be avoided. For this reason, it can contribute to the weight reduction and cost reduction of a vehicle. (B) Furthermore, it is possible to improve the degree of freedom of mounting electronic components that are vulnerable to heat in the front engine room 1. (C) It is possible to reduce fuel consumption by suppressing the knock phenomenon due to cooling of the entire traveling engine 3. (D) Further, since the soaked state where the traveling engine 3 is stopped at a high temperature can be cooled to improve the thermal environment, the idle stop time can be extended and fuel consumption can be reduced.

9A, 9 </ b> B, 9 </ b> D, and 9 </ b> E indicates that the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 is in a high temperature state.

(Specific example 2)
Next, as shown in FIG. 9B, when the load of the traveling engine 3 is medium, the electronic control unit 90 determines that the rear ambient temperature of the traveling engine 3 is higher than the reference value F, and YES in step S150. Is determined. At the same time, when the temperature of the engine coolant is less than the reference value Z, the electronic control unit 90 determines NO in step S130. Accordingly, the electronic control unit 90 controls the air volume adjuster 60 to open the upper opening 61 in step S160, and closes the lower opening 62 by controlling the air volume adjuster 70 in step S145.

For this reason, the air volume adjuster 70 is closed while ensuring the effects (a), (b), (c), and (d) described above. For this reason, the amount of air sent to the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 via the duct 54 can be increased. That is, the effects (a), (b), (c), and (d) can be increased.

(Specific example 3)
Next, as shown in FIG. 9C, the case where the load of the traveling engine 3 is medium will be described. In this case, the electronic control unit 90 determines that the rear ambient temperature of the traveling engine 3 is less than the reference value F and determines NO in step S150. At the same time, when the temperature of the engine coolant is higher than the reference value Z, the electronic device 90 determines YES in step S130.

Accordingly, as shown in FIG. 9C, the electronic control unit 90 controls the air volume adjuster 60 in step S165 to close the upper opening 61, and controls the air volume adjuster 70 in step S140 to open the lower opening. Open part 62.

For this reason, while increasing the amount of heat dissipated from the engine coolant in the radiator 30 to the air flow, the air flow toward the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 via the duct 54. Can be prevented from circulating. Therefore, the air resistance coefficient (that is, the CD value) is reduced, and a fuel efficiency improvement effect can be obtained.

(Specific example 4)
Next, as shown in FIG. 9D, a case where the load of the traveling engine 3 is small or a case where priority should be given to warming up the traveling engine 3 will be described. In these cases, the electronic control unit 90 determines that the temperature of the engine coolant is lower than the reference value X and the temperature of the engine oil is lower than the reference value Y in step S110.

Accordingly, in step S120, the electronic control unit 90 controls the air volume adjuster 60 to close the upper opening 61 and also controls the air volume adjuster 70 to close the lower opening 62. Thereby, an air resistance coefficient (namely, CD value) falls rather than the case of the specific example 3, and the fuel-consumption improvement effect is acquired.

In addition, in winter, the low-temperature outside air can be blocked from flowing rearward of the traveling engine 3 in the front engine room 1 with respect to the traveling direction of the vehicle, thereby promoting an early warm-up effect. A fuel economy improvement effect is obtained. Since the catalyst in the catalyst device 5a is activated at an early stage, there is an emission reduction effect.

(Specific example 5)
Next, as shown in FIG. 9E, when it is not desired to release the heat of the traveling engine 3 by the time when the traveling engine 3 is started after the traveling engine 3 is stopped, the electronic control unit 90 performs the air volume at step S220. The adjuster 60 is controlled to close the upper opening 61, and the air volume adjuster 70 is controlled to close the lower opening 62.

At this time, the diffusion of heat from the surroundings of the traveling engine 3, the catalyst device 5a, and the exhaust manifold 5b is suppressed by the

side walls

51a, 51b, the rear wall 53, and the duct 54. For this reason, the temperature of engine cooling water, the temperature of engine oil, and the temperature of the catalyst device 5a are maintained.

According to the present embodiment described above, the cooling module 10 has the upper opening 61 that opens in the front engine room 1 and guides the air flow that has passed through the electric fan 40 to the upper opening 61. The shroud 80 which forms 80a, and the air volume regulator 60 which opens and closes the upper side opening part 61 are provided.

The shroud 80 is configured so that the airflow blown from the upper opening 61 is passed through the duct 54 with respect to the traveling engine 3 in the front engine room 1 in the vehicle traveling direction after the air volume adjuster 60 has opened the upper opening 61. Blow out to the side.

The shroud 80 blows an air flow from the upper opening 61 to the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 through the duct 54 in a state where the air volume adjuster 60 closes the upper opening 61. Stop that.

As described above, it is possible to provide the cooling module 10 that can adjust the amount of air blown from the duct 54 to the rear side in the vehicle traveling direction of the traveling engine 3 in the front engine room 1.

In the present embodiment, after the traveling engine 3 is stopped, the electronic control unit 90 shifts from the first state to the second state. The first state is a state that is at least one of when the temperature of the engine coolant is equal to or higher than the reference value X and when the temperature of the engine oil is equal to or higher than the reference value Y. The second state is a state in which the temperature of the engine cooling water is less than the reference value X and the temperature of the engine oil is less than the reference value Y. When shifting from the first state to the second state, the electronic control unit 90 controls the air volume adjuster 60 to close the upper opening 61, and the capsule unit 50 is connected to the traveling engine 3, the catalytic device 5a, and the exhaust manifold 5b. Heat can be held around. For this reason, the temperature of engine cooling water, the temperature of engine oil, and the temperature of the catalyst device 5a can be maintained.

Therefore, since the traveling engine 3 is kept warm when the traveling engine 3 is started next time, there is an effect of improving fuel consumption. Furthermore, since the catalyst of the catalyst device 5a is kept warm, the catalyst in the catalyst device 5a can be activated at an early stage when the next traveling engine 3 is started. Therefore, there is an emission reduction effect.

In addition to this, as described above, when the traveling engine 3 is stopped and then shifts from the first state to the second state, the electronic control unit 90 controls the air volume adjuster 70 to open the lower opening 62. close. For this reason, it is possible to further suppress a decrease in the temperature of the engine cooling water by reducing the amount of heat released from the engine cooling water in the radiator 30 to the air flow.

(Second Embodiment)
In the second embodiment, an example in which guides 95, 96, and 97 for guiding the air flow from the inlet 54a to the catalyst device 5a and the exhaust manifold 5b in the duct 54 of the cooling module 10 of the first embodiment are described. To do.

10 and 11 show the cooling module 10 of the present embodiment. The cooling module 10 of the present embodiment is obtained by adding

guides

95, 96, and 97 to the cooling module 10 of the first embodiment. 11 and 12, the same reference numerals as those in FIGS. 2, 3, and 4 denote the same components, and the description thereof is omitted.

Each of the

guides

95, 96, and 97 has a plate shape and a curved shape. The

guides

95, 96, and 97 guide the flow of air from the inlet 54a to the catalyst device 5a and the exhaust manifold 5b. The

guides

95, 96, and 97 are disposed on the heaven region improvement side with respect to the traveling engine 3. As the object to be cooled in the present embodiment, a catalyst device 5a and an exhaust manifold 5b are set.

The

guides

95, 96, and 97 are supported by a duct upper part 54d and a duct lower part 54e of the duct 54. The duct upper portion 54d is a portion of the duct 54 that is positioned on the heaven region improvement side with respect to the air flow path 54c. The duct lower portion 54e is a portion of the duct 54 that is located on the lower side in the vertical direction with respect to the air flow path 54c.

In the present embodiment, the catalyst device 5a is located on the rear side in the vehicle traveling direction with respect to the traveling engine 3 and on the right side in the vehicle width direction. Therefore, the

guides

95, 96, and 97 guide the air flow so that the air flow from the inlet 54a flows to the right side in the vehicle width direction.

As described above, the catalyst device 5a and the exhaust manifold 5b can be efficiently cooled by the air flow blown out from the duct 54.

(Third embodiment)
In the third embodiment, in the shroud 80 of the cooling module 10 of the first embodiment, guides 110 and 115 for guiding the air flow blown from the electric fan 40 to the inlet 54a and the lower opening 62 of the duct 54 are added. An example will be described.

FIGS. 12, 13, and 14 show the cooling module 10 of the present embodiment. The cooling module 10 of the present embodiment is obtained by adding

guides

110 and 115 to the cooling module 10 of the first embodiment. 12, 13, and 14, the same reference numerals as those in FIGS. 2, 3, and 4 denote the same components, and descriptions thereof are omitted.

The guide 110 is arrange | positioned with respect to the electric fan 40 at the radial direction centering on the rotating shaft. The guide 110 guides the air flow blown out from the electric fan 40 to the center in the vehicle width direction of the inlet 54a of the duct 54.

The guide 115 is disposed on the outer side in the radial direction with respect to the rotating shaft with respect to the electric fan 40. The guide 115 guides the air flow blown from the electric fan 40 to the lower opening 62. The

guides

110 and 115 are supported in the rear wall 53 of the shroud 80.

As shown in FIG. 13, the electric fan 40 rotates in the clockwise direction in FIG. 13 during operation. Therefore, the portion on the guide 110 side of the rotating shaft of the electric fan 40 moves upward to guide air upward. Further, the portion of the conduction fan 40 located on the guide 115 side with respect to the rotating shaft moves downward to guide the air downward.

In this embodiment configured as described above, a part of the air flow blown out from the electric fan 40 is guided by the guide 110 and guided to the inlet 54 a of the duct 54. For this reason, the air flow blown out from the electric fan 40 can be efficiently guided to the duct 54.

Further, air flows other than the air flow that flows from the electric fan 40 to the inlet 54 a of the duct 54 are guided by the guide 115 and flow to the lower opening 62. For this reason, the airflow blown from the electric fan 40 can be efficiently guided to the lower opening 62.

(Fifth embodiment)
In the fifth embodiment, an example will be described in which, in the first embodiment, the

air volume adjusters

60 and 70 are closed and heat is stored in the traveling engine 3 and the catalyst device 5a before the automobile reaches the destination.

The electronic control device 90 of the present embodiment executes the temperature control process according to the flowchart of FIG. 15 instead of FIG. The electronic control device 90 executes temperature control processing in conjunction with the navigation device 104 shown in FIG.

15 is obtained by adding steps S400, S410, S420, and S430 to the flowchart of FIG. In FIG. 15, the same reference numerals in FIG. 6 denote the same steps, and the description thereof is omitted.

First, in step S100, the temperature of the engine oil is detected by the oil temperature sensor 102, and the temperature of the engine cooling water is detected by the water temperature sensor 101.

Thereafter, in step S400, in conjunction with the navigation device 104, it is determined whether or not the time required for the automobile to reach the destination from the current location is P minutes or less.

Specifically, the navigation device 104 searches for a guide route between the current location and the destination, obtains a route length between the current location and the destination in the guide route, and determines the legally limited speed of the guide route, road gradient The vehicle speed is obtained from traffic information. The navigation device 104 calculates the time required to reach the destination from the current location (hereinafter referred to as estimated arrival time) from the vehicle speed and the route length.

When the electronic control unit 90 determines that the estimated arrival time calculated in this way is less than or equal to P minutes, the electronic control unit 90 proceeds to step S410 to determine that it is before the destination arrival P minutes, and the engine after P minutes. A predicted value of oil temperature and a predicted value of engine coolant temperature are obtained.

Furthermore, the electronic control unit 90 determines whether or not the predicted value of the engine oil temperature and the predicted value of the engine cooling water temperature are each less than a reference value. Specifically, the following determinations (7) and (8) are performed.
(7) It is determined whether or not the predicted value of the engine coolant temperature is less than the reference value X.
(8) It is determined whether or not the predicted value of the engine oil temperature is less than the reference value Y.

For example, when the predicted value of the engine coolant temperature is less than the reference value X and the predicted value of the engine oil temperature is less than the reference value Y, the electronic control unit 90 determines YES in step S410.

Accordingly, in step S420, the electronic controller 90 determines that the current engine oil temperature detected by the oil temperature sensor 102 and the current engine coolant temperature detected by the water temperature sensor 101 are less than the reference value. It is determined whether or not.

For example, when the temperature of the engine coolant is less than the reference value X and the temperature of the engine oil is less than the reference value Y, the electronic control unit 90 determines YES in step S420. Accordingly, the electronic control unit 90 controls the air volume adjuster 60 to close the upper opening 61 in step S430. For this reason, the upper opening 61 is closed by the air volume adjuster 60. Thereby, the flow of the air blown out from the electric fan 40 is stopped from flowing to the inlet 54a of the duct 54.

side walls

51a, 51b, the rear wall 53, and the duct 54. For this reason, the traveling engine 3 is kept warm. In addition, in step S430, the air volume adjuster 70 is controlled to close the lower opening 62. For this reason, the amount of air passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be reduced. Accordingly, the amount of heat released from the engine coolant in the radiator 30 to the air flow can be reduced. Therefore, a decrease in the temperature of the engine cooling water can be suppressed.

Thereafter, if YES is determined in each of steps S400, S410, and S420 until the vehicle reaches the destination, step S100, YES determination in step S400, YES determination in step S410, YES determination in step S420, and step S430 are performed. Repeated. Then, if it determines with YES by step S410, it will transfer to step S125 and will perform a process similarly to the said 1st Embodiment after that.

According to the present embodiment described above, when the vehicle is P minutes before reaching the destination, the electronic control unit 90 controls the air volume adjuster 60 and closes the upper opening 61 in a predetermined case. In the predetermined case, it is determined that the predicted value of the engine coolant temperature is less than the reference value X and the predicted value of the engine oil temperature is less than the reference value Y, and the current engine oil temperature and the engine This is a case where it is determined that the temperature of the cooling water is less than the reference value. By this control, the flow of air blown from the electric fan 40 is stopped from flowing to the inlet 54a of the duct 54. At this time, heat generated from the traveling engine 3, the catalyst device 5a, the exhaust manifold 5b, and the like is held by the

side walls

51a, 51b, the rear wall 53, and the duct 54. For this reason, the catalyst device 5a and the traveling engine 3 are kept warm.

In addition to this, the electronic control unit 90 controls the air volume adjuster 70 to close the lower opening 62. As a result, the amount of air passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be reduced. For this reason, the heat radiation amount radiated from the engine coolant in the radiator 30 to the air flow can be reduced. For this reason, the temperature of engine cooling water can be raised.

As described above, the temperatures of the engine coolant, the engine oil, and the catalyst device 5a of the traveling engine 3 can be raised in advance before the vehicle reaches the destination. For this reason, since the traveling engine 3 and the catalyst device 5a are kept warm until the next start of the vehicle after the vehicle reaches the destination, the fuel efficiency improvement effect and the early activation of the catalyst of the catalyst device 5a are achieved. Is obtained.

(Sixth embodiment)
In the sixth embodiment, an example in which the rear opening 120 is provided in the rear wall 53 of the shroud 80 of the cooling module 10 of the first embodiment will be described.

16 and 17 show the cooling module 10 of the present embodiment. The cooling module 10 of this embodiment is provided with a rear opening 120 as a second outlet on the rear wall 53 of the shroud 80 of the cooling module 10 of the first embodiment. The rear opening 120 is a blower opening that opens between the traveling engine 3 and the electric fan 40. 16, FIG. 17, the same code | symbol as FIG.2, FIG.3, FIG.4 shows the same thing, The description is abbreviate | omitted.

In the rear opening 120 of the rear wall 53 of the shroud 80, flaps 121, 122, 123, 124, 125 are arranged. The

flaps

121, 122, 123, 124, and 125 are plate doors in which

rotary shafts

121 a, 122 a, 123 a, 124 a, and 125 a are provided on a door body that is formed in a long plate shape, respectively.

The

flaps

121, 122, 123, 124, 125 are arranged in the rear opening 120 in the vertical direction of the automobile. The

flaps

121, 122, 123, 124, and 125 open the rear opening 120 in a state where each of the flaps is horizontal. The

flaps

121, 122, 123, 124, and 125 close the rear opening 120 while being orthogonal to the horizontal.

The

flaps

121, 122, 123, 124, 125 are rotatably supported with respect to the rear wall 53 of the shroud 80. The

flaps

121, 122, 123, 124, and 125 constitute a flap structure type air volume regulator (that is, a second blowing on / off valve) 130 that opens and closes the rear opening 120 by rotation thereof. The

flaps

121, 122, 123, 124, 125 are driven by the electric motor 140 shown in FIG.

The electronic control device 90 of the present embodiment executes the temperature control process according to the flowchart of FIG. 18 instead of FIG.

18 is obtained by adding steps S440, S450, and S455 to the flowchart of FIG. Steps S440, S450, and S455 are arranged between step S130 and step S150. In FIG. 18, the same reference numerals in FIG. 6 denote the same steps, and the description thereof is omitted.

First, the electronic control unit 90 determines YES in step S130 when the temperature of the engine coolant is equal to or higher than the reference value Z. Accordingly, the electronic control unit 90 determines whether or not the temperature of the engine coolant is equal to or higher than the reference value Za in step S440. As the reference value Za, a temperature higher than the reference value Z is set.

If the electronic control unit 90 determines that the engine coolant temperature is lower than the reference value Za in step S440, the electronic control unit 90 controls the electric motor 140 in step S445 to control the

flaps

121, 122, 123, 124, 125. To close the rear opening 120 of the rear wall 53 of the shroud 80.

In addition to this, the electronic control unit 90 controls the air volume adjuster 70 to open the lower opening 62. At this time, the airflow that has passed through the electric fan 40 is blown out of the capsule portion 50 from the lower opening 62. Accordingly, the pressure loss with respect to the airflow passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be reduced.

On the other hand, if the electronic control unit 90 determines YES in step S440 because the temperature of the engine cooling water is equal to or higher than the reference value Za, the electronic control unit 90 controls the air volume adjuster 70 to open the lower opening 62 in step S450. . In addition to this, the electronic control unit 90 controls the electric motor 140 to rotate the

flaps

121, 122, 123, 124, 125 to open the rear opening 120 of the rear wall 53 of the shroud 80.

At this time, the air flow that has passed through the electric fan 40 is blown out of the capsule portion 50 from the rear opening 120 and the lower opening 62. Accordingly, the pressure loss with respect to the air flow passing through the condenser 20, the radiator 30 and the electric fan 40 from the front grill opening 2 can be further reduced.

Therefore, the amount of air passing through the radiator 30 can be increased. For this reason, the heat radiation amount radiated from the engine coolant in the radiator 30 to the air flow can be increased. For this reason, the temperature of engine cooling water can be reduced.

After such step S450 or step S445, the process proceeds to step S150. Thereafter, processing is performed in the same manner as in the first embodiment.

According to the present embodiment described above, when the electronic control unit 90 determines that the temperature of the engine cooling water is equal to or higher than the reference value Za, the electronic control unit 90 controls the electric motor 140 to set the

flaps

121, 122, 123, 124, 125. Rotate. As a result, the electronic control unit 90 opens the rear opening 120 of the rear wall 53 of the shroud 80. At this time, the pressure loss with respect to the airflow passing through the condenser 20, the radiator 30, and the electric fan 40 from the front grill opening 2 can be further reduced. For this reason, the heat radiation amount radiated from the engine coolant in the radiator 30 to the air flow can be increased. For this reason, the temperature of engine cooling water can be reduced.

(Seventh embodiment)
In the seventh embodiment, an example in which a heat insulating material is provided in the duct 54 of the cooling module 10 of the first embodiment will be described.

FIG. 19 shows the cooling module 10 of the present embodiment. The cooling module 10 of the present embodiment is obtained by adding

heat insulating materials

150 and 151 to the cooling module 10 of the first embodiment. 19, the same reference numerals as those in FIG. 2, FIG. 3, and FIG.

The heat insulating material 150 is disposed on the heaven region improvement side of the duct upper portion 54 d of the duct 54. The heat insulating material 150 is formed in a film shape along the duct upper portion 54 d of the duct 54. Thus, the heat insulating material 150 is formed so as to cover the traveling engine 3, the catalytic device 5a, and the exhaust manifold 5b from the heavenly region improvement side.

The heat insulating material 151 is disposed on the lower side of the duct lower portion 54e in the vertical direction. The heat insulating material 151 is formed in a film shape along the duct lower portion 54 e of the duct 54. Thereby, the heat insulating material 151 is formed so as to cover the traveling engine 3 from the Tenchi region improvement side. As the

heat insulating materials

150 and 151 of the present embodiment, for example, glass wool or the like is used.

According to the present embodiment configured as described above, the

heat insulating materials

150 and 151 prevent heat from the traveling engine 3, the catalyst device 5 a, and the exhaust manifold 5 b from moving toward the heaven region improvement side with respect to the duct 54. Suppress. For this reason, heat is held around the traveling engine 3, the catalytic device 5a, and the exhaust manifold 5b. Therefore, it is possible to improve the performance of keeping the traveling engine 3 and the catalyst device 5a warm.

(Other embodiments)
(1) In the first to seventh embodiments, the example in which the inlet 54a of the duct 54 is connected to the upper opening 61 has been described. However, instead of this, the inlet 54 a of the duct 54 may be separated from the upper opening 61 as long as the air flow blown from the upper opening 61 flows to the inlet 54 a of the duct 54.

(2) In the seventh embodiment, the example in which the traveling engine 3, the catalyst device 5a, and the exhaust manifold 5b are formed so as to cover the heaven region improvement side as the

heat insulating materials

150 and 151 has been described. However, instead of this, the

heat insulating materials

150 and 151 may be formed by covering any one of the traveling engine 3, the catalyst device 5a, and the exhaust manifold 5b from the Tenchi region improvement side.

(3) In the second embodiment, the example in which the object to be cooled located on the outlet 54b side of the duct 54 in the front engine room 1 is the catalyst device 5a or the exhaust manifold 5b has been described. However, instead of this, devices (for example, electronic components) other than the catalyst device 5a and the exhaust manifold 5b may be the objects to be cooled.

(4) In the first to seventh embodiments, the example in which the air volume adjuster 60 is provided in the upper opening 61 of the shroud 80 has been described. However, instead of this, a valve that opens and closes the air flow path 54 c of the duct 54 may be used as the air volume adjuster 60. Alternatively, a valve that opens and closes the outlet 54 b of the duct 54 may be used as the air volume adjuster 60.

That is, if the air volume adjusting valve adjusts the amount of air blown to the rear side in the vehicle traveling direction with respect to the traveling engine 3 in the front engine room 1 through the duct 54 from the upper opening 61, the air volume adjuster 60 can be used. You may arrange in.

(5) In the sixth embodiment, the example in which the second blowing on / off valve is configured by the

flaps

121, 122, 123, 124, 125 has been described. However, the present invention is not limited to this, and the second blow-off opening / closing valve may be configured by a slidable door. Moreover, you may comprise a 2nd blowing on-off valve with doors of types other than a plate door.

(6) In the first to seventh embodiments, the example in which the

air volume adjusters

60 and 70 are configured by plate doors has been described. However, the present invention is not limited to this, and the

air volume adjusters

60 and 70 may be configured by doors other than plate doors (for example, slide doors, rotary doors, and film doors).

(7) In the sixth embodiment, the example in which the air volume adjuster 130 is configured by the

flaps

121, 122, 123, 124, and 125 has been described. However, the air volume regulator 130 may be configured by one door.

(8) In the sixth embodiment, an example has been described in which the air volume adjuster 130 uses the

flaps

121, 122, 123, 124, and 125 formed of plate doors. However, the present invention is not limited to this, and various types of doors may be used as the air volume adjuster 130.

For example, a plurality of sliding doors (that is, shutters) that open and close the rear opening 120 by sliding movement may be used as the air volume adjuster 130. Or you may comprise the air volume regulator 130 with a rotary door or a film door.

(9) It should be noted that the present disclosure is not limited to the above-described embodiment, and can be changed as appropriate. 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. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. Further, in each of the above embodiments, when referring to the shape, positional relationship, etc. of the component, etc., the shape, unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to the positional relationship or the like.

(Summary)
According to the first aspect described in part or all of the first to seventh embodiments and other embodiments, the cooling module includes a front opening that opens the front engine room to the front side in the vehicle traveling direction. The front engine room is disposed on the front side in the vehicle traveling direction with respect to the traveling engine, and is applied to an automobile provided with a blower that sucks and blows in an air flow passing through the front opening from the front opening in the vehicle traveling direction. The

The cooling module has an opening that opens in the front engine room, and includes a shroud that forms a flow path that guides the airflow that has passed through the blower to the opening. The cooling module includes an inlet for an air flow blown from an opening, an air passage through which the air flow from the inlet circulates, and an air flow that has passed through the air passage to a traveling engine in the front engine room. And a duct having an outlet that blows out toward the rear side in the vehicle traveling direction. The cooling module includes an air volume adjusting valve that adjusts an air volume that is blown toward the rear of the traveling engine in the front engine room through the duct from the opening.

According to a second aspect, the automobile includes an exhaust system device that is disposed on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room and exhausts the exhaust gas of the traveling engine. The duct is formed so as to cover the traveling engine and the exhaust system device from the heaven region improvement side of the automobile.

This allows the duct to suppress heat transfer from around the traveling engine and the exhaust system.

According to the 3rd viewpoint, it is formed in the duct and is formed so that at least one apparatus may be covered from a heaven district improvement side among a driving | running | working engine and an exhaust system apparatus, and heat moves through a duct from one apparatus. A heat insulating material that suppresses this is provided.

This allows the duct to further suppress the movement of heat from the surroundings of the traveling engine and the exhaust system.

According to the 4th viewpoint, it is arrange | positioned in a duct and guides the airflow introduce | transduced from the entrance into the to-be-cooled object (5) located in the vehicle advancing direction rear side with respect to the traveling engine in the front engine room. A guide is provided.

Thereby, the air flow introduced from the inlet can be efficiently guided to the object to be cooled.

According to the fifth aspect, the shroud includes a guide for guiding the air flow blown from the blower to the inlet of the duct.

This makes it possible to efficiently guide the air flow blown from the blower to the inlet of the duct.

According to the sixth aspect, the cooling module determines whether or not the detected value of the rear temperature sensor that detects the temperature on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room is larger than the reference value. A rear temperature determination unit is provided. The cooling module includes an opening control unit that controls the air volume adjustment valve so as to open the air flow path behind the duct when the rear temperature determination unit determines that the detection value of the rear temperature sensor is larger than the reference value.

Thus, when the detected value of the rear temperature sensor is equal to or higher than the reference value, the rear side in the vehicle traveling direction can be cooled with respect to the traveling engine in the front engine room by the air flow from the duct.

According to the seventh aspect, when the rear temperature determination unit determines that the detection value of the rear temperature sensor is smaller than the reference value, the closing control unit that controls the air volume adjusting valve to close the air flow path behind the duct. Is provided.

Thus, when the detected value of the rear temperature sensor is smaller than the reference value, the flow of air from the duct to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room can be stopped.

According to an eighth aspect of the present invention, the blowout opening / closing valve is provided, the shroud is formed in the front engine room and forms a blowout opening for blowing out the air flow that has passed through the blower, and the blowout opening / closing valve opens and closes the blowout opening.

Thus, the air flow passing through the blower can be adjusted by opening and closing the air outlet through the air outlet valve.

According to the ninth aspect, the vehicle is disposed between the front opening and the blower, and the vehicle mounted heat exchange is performed to cool the heat medium that cools the traveling engine by the air flow that flows from the front opening toward the blower. Equipped with a bowl. The cooling module includes a heat medium determination unit that determines whether or not a detection value of a heat medium temperature sensor that detects the temperature of the heat medium is larger than a threshold value. The cooling module includes a blow-off valve unit that controls the blow-off valve to open the shroud outlet when the heat medium determination unit determines that the detected value of the temperature sensor is larger than the reference value.

This makes it possible to increase the amount of air passing through the in-vehicle heat exchanger, so that the amount of heat released from the in-vehicle heat exchanger to the air flow can be increased.

According to the tenth aspect, when the heat medium determination unit determines that the detection value of the heat medium temperature sensor is smaller than the threshold value, the blowout valve closing unit that controls the blowout on-off valve to close the shroud outlet Is provided.

This makes it possible to reduce the amount of air passing through the in-vehicle heat exchanger, so that the amount of heat released from the in-vehicle heat exchanger to the air flow can be reduced.

According to the eleventh aspect, after the traveling engine is stopped, the cooling module is configured so that the heat medium determination unit determines that the detection value of the heat medium temperature sensor is larger than the reference value. When the heat medium determination unit determines that the detected value is smaller than the reference value, the air flow rate adjusting valve is controlled to close the duct air flow path, and the blow on / off valve is controlled to close the shroud outlet. A heat retention control unit is provided.

This makes it possible to keep the running engine and exhaust system warm.

According to the twelfth aspect, the air outlet is the first air outlet, and the air outlet on / off valve that opens and closes the first air outlet is the first air outlet on / off valve. The shroud has a second air outlet that opens into the front engine room and blows out the airflow that has passed through the blower. The cooling module includes a second outlet on / off valve that opens and closes the second outlet.

According to the thirteenth aspect, the second outlet opens between the blower and the traveling engine.

According to the fourteenth aspect, the second blow-off opening / closing valve includes a plurality of plate doors rotatably supported with respect to the shroud, and opens and closes the second blow-out port by rotating the plurality of plate doors.

According to the fifteenth aspect, the shroud includes a wall formed to cover the traveling engine from the front side in the vehicle traveling direction.

According to a sixteenth aspect, the cooling module includes a capsule portion that covers the traveling engine. The capsule part has a duct. The capsule part has a side wall arranged so as to sandwich the blower and the traveling engine from the vehicle width direction. The capsule portion has a lower wall (52) disposed on the lower side in the vertical direction with respect to the blower. The capsule portion has a rear wall (53) that is disposed between the blower and the traveling engine and covers the traveling engine from the front side in the vehicle traveling direction.

According to the seventeenth aspect, the cooling module is disposed on the front opening side of the front engine room with respect to the traveling engine in the front engine room in the front direction of the vehicle in the front engine opening direction. The present invention is applied to an automobile provided with a blower that sucks and blows out an air flow passing through a front opening from the front side of the vehicle traveling direction. The cooling module includes a shroud that has an opening that opens in the front engine room and forms a flow path that guides the airflow that has passed through the blower to the opening. The cooling module includes an air volume adjusting valve. The shroud blows the air flow blown from the opening portion to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room through the duct. The air volume adjusting valve adjusts the amount of air blown to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room through the duct through the opening.

Claims

A front opening (2) that opens the front engine room (1) to the front side in the vehicle traveling direction, and the front opening portion that is disposed on the front side in the vehicle traveling direction with respect to the traveling engine (3) in the front engine room. A cooling module applied to an automobile provided with a blower (40) that sucks and blows off an air flow passing through the front opening from the front side of the vehicle traveling direction,
A shroud (80) having an opening (61) opening in the front engine room and forming a flow path (80a) for guiding the air flow that has passed through the blower to the opening;
An inlet (54a) through which an air flow blown out from the opening enters, an air flow path (54c) through which the air flow from the inlet flows, and an air flow that has passed through the air flow path are included in the front engine room A duct (54) having an outlet (54b) that blows out toward the rear side in the vehicle traveling direction with respect to the traveling engine;
A cooling module comprising: an air volume adjusting valve (60) that adjusts an air volume blown toward the rear side of the traveling engine in the front engine room through the duct from the opening.
The automobile includes an exhaust system device (5) that is disposed behind the traveling engine in the front engine room and exhausts exhaust gas from the traveling engine.
2. The cooling module according to claim 1, wherein the duct is formed so as to cover the traveling engine and the exhaust system from a heaven region improvement side of the automobile.
It is provided in the duct, and is formed so as to cover at least one of the traveling engine and the exhaust system device from the Tenchi region improvement side, and suppresses the movement of heat from the one device through the duct. The cooling module according to claim 1, further comprising a heat insulating material (150, 151).
A guide (95) that is arranged in the duct and guides the air flow introduced from the inlet to the object to be cooled (5) located on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room. 96, 97). The cooling module according to any one of claims 1 to 3.
The cooling module according to any one of claims 1 to 4, wherein the shroud includes a guide (110, 115) for guiding an air flow blown from the blower to the inlet of the duct.
A rear temperature determination unit (S150) that determines whether or not a detection value of a rear temperature sensor (100) that detects a temperature on the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room is larger than a reference value. )When,
An opening control unit (S160) for controlling the air volume adjusting valve to open the air flow path of the duct when the rear temperature determination unit determines that the detection value of the rear temperature sensor is larger than the reference value; ,
The cooling module according to claim 1, further comprising:
When the rear temperature determination unit determines that the detection value of the rear temperature sensor is smaller than a reference value, a closing control unit (S165) is provided for controlling the air volume adjusting valve to close the air flow path of the duct. The cooling module according to claim 6.
A blow-off valve (70),
The shroud forms an air outlet (62) that opens into the front engine room and blows out an air flow that has passed through the blower.
The cooling module according to claim 7, wherein the blow-off opening / closing valve opens and closes the blow-out opening.
The vehicle is disposed between the front opening and the blower, and an in-vehicle heat exchanger that cools a heat medium that cools the traveling engine by an air flow that flows from the front opening toward the blower. 30)
The cooling module includes a heat medium determination unit (S130) that determines whether or not the detection value of the heat medium temperature sensor (101) that detects the temperature of the heat medium is larger than a reference value.
The cooling module is a blow-off valve that controls the blow-off opening / closing valve to open the blow-out opening of the shroud when the heat medium determination unit determines that the detection value of the temperature sensor is larger than the reference value. The cooling module according to claim 8, further comprising a section (S140).
When the heat medium determination unit determines that the detection value of the heat medium temperature sensor is smaller than the reference value, a blowout valve closing unit (S145) that controls the blowout opening / closing valve to close the blowout port of the shroud. The cooling module according to claim 9.
After the traveling engine is stopped, the detection value of the heat medium temperature sensor is smaller than the determination value from the state where the heat medium determination unit determines that the detection value of the heat medium temperature sensor is larger than the determination value. When the heat medium determination unit determines that the air flow control valve is closed, the air flow path of the duct is closed and the blowout opening / closing valve is controlled to close the blowout port of the shroud. The cooling module according to claim 9 or 10, comprising (S220).
The air outlet is a first air outlet,
The blow-off opening / closing valve that opens and closes the first blow-out opening is a first blow-off opening / closing valve,
The shroud has a second outlet (120) that opens into the front engine room and blows out an air flow that has passed through the blower.
The said cooling module is a cooling module as described in any one of Claim 1 thru | or 11 provided with the 2nd blowing on-off valve (130) which opens and closes the said 2nd blower outlet.
The cooling module according to claim 12, wherein the second air outlet opens between the blower and the traveling engine.
The second blow-off opening / closing valve includes a plurality of doors (121 to 125) rotatably supported with respect to the shroud, and the second blow-out opening is opened / closed by the rotation of the plurality of doors. The cooling module according to 12 or 13.
The cooling module according to any one of claims 1 to 12, wherein the shroud includes a wall (53) formed so as to cover the traveling engine from the front side in the vehicle traveling direction.
A capsule part (50) covering the engine for traveling,
The capsule part is
The duct;
Side walls (51a, 51b) arranged to sandwich the blower and the traveling engine from the vehicle width direction;
A lower wall (52) arranged on the lower side in the vertical direction with respect to the blower;
The cooling module according to any one of claims 1 to 14, further comprising a rear wall (53) disposed between the blower and the traveling engine and covering the traveling engine from a front side in a vehicle traveling direction.
A front opening (2) that opens the front engine room (1) to the front side in the vehicle traveling direction, and the front opening portion that is disposed on the front side in the vehicle traveling direction with respect to the traveling engine (3) in the front engine room. A cooling module applied to an automobile provided with a blower (40) that sucks and blows off an air flow passing through the front opening from the front side of the vehicle traveling direction,
A shroud (80) having an opening (61) opening in the front engine room and forming a flow path (80a) for guiding the air flow that has passed through the blower to the opening;
An air volume adjusting valve (60),
The shroud blows an air flow blown out from the opening through a duct (54) to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room,
The air volume adjustment valve is a cooling module that adjusts the amount of air blown from the opening to the rear side in the vehicle traveling direction with respect to the traveling engine in the front engine room through the duct.