JP4277399B2

JP4277399B2 - Engine cooling system for vehicles

Info

Publication number: JP4277399B2
Application number: JP35774499A
Authority: JP
Inventors: 俊倉田; 隆久鈴木
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 1999-12-16
Filing date: 1999-12-16
Publication date: 2009-06-10
Anticipated expiration: 2019-12-16
Also published as: JP2001171365A

Description

【０００１】
【発明の属する技術分野】
本発明は、冷凍サイクルの放熱器および水冷エンジンのラジエータを有する車両用エンジン冷却装置に関するもので、特に、送風手段の風量制御に関するものである。
【０００２】
【従来の技術】
従来、この種の空調装置を搭載した車両用エンジン冷却装置として、例えば特開平９−７６７２２号公報に記載の発明では、冷凍サイクルの凝縮器などの放熱器とラジエータとを空気流れに対して直列に配置させるとともに、ラジエータの後方側と水冷エンジンとの間に配設された２個の冷却ファンを作動させることにより、放熱器とラジエータ内を流れる冷却媒体を冷却するようにしている。この冷却ファンの風量制御は、空調装置を運転させると、まずＬｏレベルで作動させて水冷エンジンの冷却水温度または冷凍サイクルの冷媒圧力のいずれかを検出して所定値以上に達すると最大風量のＨｉレベルで作動させ冷却水温度または、冷媒圧力を低下させるようになっている。
【０００３】
また、上記風量制御の設定は、一般的にエンジン冷却装置の冷却負荷が大きい使用環境条件下で検討される。例えば、夏季の炎天下に相当する日射量、温度、湿度等の条件の下で、車両を停止させたアイドリング状態で空調装置を最大冷房負荷の条件で運転させたとき等をもとに、放熱器とラジエータおよびエンジン補機の冷却を満足するように風量レベルを設定している。
【０００４】
【発明が解決しようとする課題】
ところが、ラジエータの後方側と水冷エンジンとの間に配設された冷却ファンでは、アイドリング状態において放熱器とラジエータを冷却した熱風がエンジンルーム内に吹き出されるため、この熱風が車両前方に回り込み放熱器やラジエータに再循環されやすい構成となっている。このため、冷却ファンの入力電力を大きく設定させるという問題もある。
【０００５】
また、上記風量制御では、空調装置の運転中はＬｏレベル以上で作動しており、車速風を取り入れることの出来る車両走行のときとか、冬季などの比較的外気温度の低いときなどの冷却負荷が小さい使用環境条件下でも同じ風量レベルで作動されている。このため、冷却ファンの動力消費が大きい。
【０００６】
そこで、本発明の目的は、上記点に鑑み、複数の送風手段を冷却対象別に分けて、個別の風量制御をさせることにより必要冷却効果を得るとともに、これら送風手段の省動力化を可能とする車両用エンジン冷却装置の提供をすることにある。
【０００７】
【課題を解決するための手段】
上記目的を達成するため、請求項に記載の技術的手段を採用する。
【０００８】
すなわち、請求項１の発明では、水冷エンジン（１）内を循環する冷却水を冷却するラジエータ（４）と、このラジエータ（４）より空気流れ上流側に配設され、冷凍サイクル内を循環する冷媒を冷却する放熱器（５）と、ラジエータ（４）と放熱器（５）の空気通路を形成する空気通路手段（６）と、この空気通路手段（６）内に形成され、主として水冷エンジン（１）側を冷却する第１送風手段（１０ａ）と、空気通路手段（６）内に形成され、主としてラジエータ（４）および放熱器（５）を冷却する第２送風手段（１０ｂ）と、水冷エンジン（１）の運転状態を示す第１情報および前記冷凍サイクルの動作状態を示す第２情報に基づいて第１、第２送風手段（１０ａ、１０ｂ）を個別に風量制御する制御手段（１３）を備えたことを特徴としている。
【０００９】
請求項１の発明によれば、第１送風手段（１０ａ）と、第２送風手段（１０ｂ）とは、明確に役割が、主として前記水冷エンジン（１）側を冷却する第１送風手段（１０ａ）と、空気通路手段（６）内に形成され、主としてラジエータ（４）および放熱器（５）を冷却する第２送風手段（１０ｂ）のように分かれ、かつ主として水冷エンジン（１）の運転状態を示す第１情報および主として冷凍サイクルの動作状態を示す第２情報に基づいて第１、第２送風手段（１０ａ、１０ｂ）を個別に風量制御していることより、水冷エンジン（１）の運転状態および冷凍サイクルの動作状態の両方に基いて、明確に役割の異なる第１、第２送風手段（１０ａ、１０ｂ）を個別にきめこまかく風量制御でき、従来と比較して、送風手段の省動力が図れるのみならず、水冷エンジン（１）の運転状態および冷凍サイクルの動作状態を良好な状態に保つことが出来る。
【００１０】
請求項２〜４および１０の発明では、水冷エンジン（１）内を循環する冷却水を冷却するラジエータ（４）と、このラジエータ（４）より空気流れ上流側に配設され、冷凍サイクル内を循環する冷媒を冷却する放熱器（５）と、ラジエータ（４）と放熱器（５）を収納し、空気の通路を形成する空気通路手段（６）と、空気通路手段（６）内に形成され、ラジエータ（４）を迂回させて水冷エンジン（１）側に空気を導くバイパス通路（８）と、このバイパス通路（８）を閉じることにより、ラジエータ（４）を通過する風量を増大させるバイパス通路開閉手段（９）と、空気通路手段（６）内に形成され、主として水冷エンジン（１）側を冷却する第１送風手段（１０ａ）と、空気通路手段（６）内に形成され、主としてラジエータ（４）および放熱器（５）を冷却する第２送風手段（１０ｂ）とを備える車両用エンジン冷却装置であって、水冷エンジン（１）の運転状態を示す第１情報のうち車両の車速、水冷エンジン（１）の冷却水温度、エンジン補機（７ａ）の外郭温度、車両の加速信号のいずれかと、冷凍サイクルの運転状態を示す第２情報のうち冷凍サイクルの冷媒圧力、外気温度のいずれかの一つに基づいて、これらの送風機（１０ａ、１０ｂ）を個別に風量制御する制御手段（１３）を備えたことと、上記バイパス開閉手段（９）は、車両の車速または、水冷エンジン（１）の冷却水温度のいずれかが所定値以上となったときに、バイパス通路（８）を閉じることにより、ラジエータ（４）を通過する風量を増大させることを特徴としている。
【００１１】
請求項２〜４および１０の発明によれば、ラジエータ（４）を迂回させて水冷エンジン（１）側に空気を導くバイパス通路（８）と、車両の車速または、水冷エンジン（１）の冷却水温度のいずれかが所定値以上となったときに、バイパス通路（８）を閉じることにより、ラジエータ（４）を通過する風量を増大させるバイパス開閉手段（９）とを有することにより、車両走行時には車速風を導入させるとともに、ラジエータ（４）の通過風量を増大させることで冷却能力を向上させることが出来る。これにより、送風手段の風量レベルの入力電力を低減させることができ省動力が図れる。
【００１２】
また、空気通路手段（６）のうち、水冷エンジン（１）側に空気を導くバイパス通路（８）と、主として水冷エンジン（１）側を冷却する第１送風手段（１０ａ）とを備えることにより、水冷エンジン（１）の吸入空気の吸込口（７ｂ）近傍を冷却することは、放熱器（５）やラジエータ（４）で冷却された熱風よりも低い温度の空気を吸入できる。これにより、吸気温度を低下させて吸入空気（酸素）の密度を増大させ、水冷エンジン（１）の出力の向上が図れる。
【００１３】
また、上記第１送風手段（１０ａ）とラジエータ（４）および放熱器（５）を冷却する第２送風手段（１０ｂ）とを区分させて、これらの送風手段（１０ａ、１０ｂ）を冷却水温度、冷媒圧力、車速、エンジン補機（７ａ）の外郭温度、外気温度、加速信号のいずれか一つに基づいて個別に風量制御する制御手段（１３）を有することにより、冷却必要状態に応じたきめこまかな風量制御となるため、従来と比較して送風手段の省動力が図れる。
【００１４】
請求項５〜６の発明では、車速が所定値以下になったときに、第１送風手段（１０ａ）以上の風量で第２送風手段（１０ｂ）を作動させることと、逆に車速が所定値以上になったときに、第２送風手段（１０ｂ）以上の風量で第１送風手段（１０ａ）を作動させることを特徴としている。
【００１５】
請求項５〜６の発明によれば、車速が所定値以下（例えば、アイドリングや低車速走行）において、冷却水温度および冷媒圧力が所定値以上のときに両送風手段（１０ａ、１０ｂ）とも最大風量のＨｉレベルとして、その他は第１送風手段（１０ａ）側をＬｏレベルもしくは停止レベルとすることにより、従来と比較して送風手段の入力電力を低減させることができ省動力が図れる。
【００１６】
次に、車速が所定値以上（例えば、中車速、高車速走行）においては、放熱器（５）およびラジエータ（４）には、車速風を取り入れることができるため、冷却水温度および冷媒圧力が所定値以上のときに両送風手段（１０ａ、１０ｂ）とも最大風量のＨｉレベルとして、その他は第２送風手段（１０ａ）側をＬｏレベルもしくは停止レベルとすることにより送風手段の入力電力を低減させることができ省動力が図れる。
【００１７】
請求項７〜８の発明では、車両の加速信号が入力されたときにやエンジン補機（７ａ）の外郭温度が所定値以上になったときに、最大風量で第１送風手段（１０ａ）を作動させることを特徴としている。
【００１８】
請求項７〜８の発明によれば、水冷エンジン（１）の出力を向上させたいときやエンジン補機（７ａ）の外郭温度が高温となり出力効率が低下したときには、第１送風手段（１０ａ）の最大風量のＨｉレベルで作動させることにより、エンジン補機（７ａ）の出力効率の向上と、水冷エンジン（１）の出力の向上が図れる。
【００１９】
請求項９の発明では、外気温度が所定値以下になったときに、第１送風手段（１０ａ）以上の風量で第２送風手段（１０ｂ）を作動させることを特徴としている。
【００２０】
請求項９の発明によれば、冬季などの外気温度が低いとき（例えば、暖気運転などの場合）において、冷却水温度が所定値以下のときは、両送風手段（１０ａ、１０ｂ）とも停止させておき、冷却水温度が上昇した時点で第２送風手段（１０ｂ）側のみを最大風量で作動させる。これにより、暖気運転の促進が図れる。
【００２１】
請求項１１の発明では、空気通路手段（６）は、放熱器（５）とラジエータ（４）を冷却した温風を車両下側のエンジンルーム（２）外の後方側へ排出させるように構成したことを特徴としている。
【００２２】
請求項１１の発明によれば、放熱器（５）およびラジエータ（４）を冷却した熱風を、車両下側の後方側に向けて排出することにより、特に、アイドリング時における熱風の回り込みなどの再循環の防止が図れる。
請求項１２の発明によれば、前記第１情報は、エンジン補機（７ａ）の外郭温度の情報を含み、該外郭温度の情報に基いて、特に第１送風手段（１０ａ）を個別に風量制御して、発電機などのエンジン補機（７ａ）の外郭温度を判定したときに、例えば所定温度以上ならば、第１送風機１０ａを、例えばＨｉレベルで運転させ、発電機などのエンジン補機（７ａ）の温度を適切な状態にすることが出来る。
【００２３】
なお、上記各手段の括弧内の符号は、後述する実施形態記載の具体的手段との対応関係を示すものである。
【００２４】
【発明の実施の形態】
（第１実施形態）
本実施形態は、本発明に係るエンジン冷却装置を車両に適用したものであって、図１〜２に基づいて説明する。図１は車両用の水冷エンジン（水冷式内燃機関）１が搭載されたエンジンルーム２内の模式図である。３はエンジンルーム２内に空気を取り込む空気口である。４は水冷エンジン（以下エンジンと略す）１の内を循環する冷却水を冷却するラジエータであり、５１は車両用冷凍サイクル（図示せず）内を循環する冷媒を冷却して凝縮させる凝縮器（コンデンサ）である。そして、凝縮器５１は、ラジエータ４より空気流れ上流側に位置しているとともに、その上方側には、凝縮器５１から流出した冷媒をさらに冷却して、冷媒の過冷却度を増大させる過冷却器（サブクーラ）５２が設けられている。
【００２５】
このため、本実施形態では、冷媒は凝縮器５１の下方側に形成された冷媒流入口５１ａから凝縮器５１内に流入して、凝縮器５１の上方に位置する過冷却器５２の冷媒流出口５２ａから過冷却器５２外に流出する。なお、本実施形態では、凝縮器５１と過冷却器５２とは一体化されており、以下、これらを総称して放熱器５と呼ぶ。
【００２６】
また、６はラジエータ４および放熱器５を覆うように収納し、空気口３から流入した空気（以下、この空気を流入空気と呼ぶ。）の通路を形成する樹脂製のシュラウド（空気通路手段）であり、このシュラウド６によりエンジンルーム２内の空間は、２つの空間１１、１２とに区画されている。
【００２７】
そして、シュラウド６の上方側には、エンジン１と連動して稼動するオルタネータ（発電機）などのエンジン補機７ａおよびにエンジン１の上方側に設けてあるエンジンの吸気口７ｂに向けて開口する第１開口部６１が形成され、一方、シュラウド６の下方側には、車両下側のエンジンルーム２外の後方側へ排出するように向けて開口する第２開口部６２が形成されている。
【００２８】
なお、第１開口部６１および第２開口部６２は、それぞれの開口部６１、６２の上流側に配設された後述する第１送風機１０ａおよび後述する第２送風機１０ｂの軸方向に延びてほぼ軸方向全域に渡って開口している。
【００２９】
また、シュラウド６内に位置する空間１１のうち、ラジエータ４の上方側には、図１に示すように、流入空気の一部をラジエータ４を迂回させて第１の開口部６１側（エンジン１が配設された空間１２側）に導くバイパス通路８が形成されており、このバイパス通路８は開閉ドア９より開閉される。なお、開閉ドア９はサーボモータ等の駆動手段により揺動駆動される。
【００３０】
また、１０ａは、主にバイパス通路を８を通過した流入空気およびラジエータ４を通過した流入空気の一部を強制的に第１開口部６１から空間１２側に吹き出され、エンジン補機７ａおよびエンジンの吸気口７ｂを冷却する第１送風機である。１０ｂは主に放熱器５およびラジエータ４を通過したその他の流入空気を強制的に第２開口部６２から車両下側のエンジンルーム２外の後方側へ吹き出す第２送風機であり、主として放熱器５およびラジエータ４を冷却し熱風を車両外へ排出する。
【００３１】
因みに、両送風機１０ａ、１０ｂは、空気が多翼形羽根車の軸と直角な断面を通過する横流ファン（クロスフローファン）と、このクロスフローファンを駆動する電動モータ（駆動手段）とからなるものである。
【００３２】
そして、開閉ドア９および両送風機１０ａ、１０ｂの作動制御は電子制御装置（以下ＥＣＵと呼ぶ）１３により制御されておりこのＥＣＵ１３には、エンジン（１）の運転状態を示す情報と冷凍サイクルの動作状態を示す情報とが入力されており、このうちの少なくとも一つに基づいて両送風機１０ａ、１０ｂの風量制御をするように設定されている。
【００３３】
なお、エンジン（１）の運転状態を示す情報は、エンジン１に配設されて車速を検出する車速センサ１８の車速Ｎと、エンジン１に配設されて冷却水温度を検出する水温センサ１４の検出温度Ｔｗと、エンジン補機７ａに配設されて発電機の外郭温度を検出する温度センサ１７の検出温度Ｔｂと、エンジン１のＥＣＵで算出される加速信号１９のいずれかであり、冷凍サイクルの動作状態を示す情報は、放熱器５に配設されて冷媒の圧力を検出する圧力センサ１６の高圧圧力Ｐｈと、空気口３に配設されて流入空気の温度を検出する外気温センサ１５の検出温度Ｔａのいずれかである。
【００３４】
次に、開閉ドア９の開閉制御は、上記情報のなかで、車速センサ１８および水温センサ１４のいずれかの情報を受けサーボモータ等の駆動手段により揺動駆動される。具体的には車速センサ１８が所定速度以上になったときと、水温センサ１４が所定水温以上のときおよび異常に高温となったときに、バイパス通路８の開閉ドア９を閉じることにより、ラジエータ４を迂回していた流入空気がラジエータ４を通過するとともに、ラジエータ４を通過した一部の空気は第１開口部６１からエンジンルーム２内に吹き出し、その他は第２開口部６２から車両下側のエンジンルーム２外の後方側へ吹き出される。
【００３５】
次に、本実施形態の作動について説明する。まず、本発明の要部となる両送風機１０ａ、１０ｂの風量制御について、図２に示すフローチャートで説明する。Ｓ１は冷却水温度が異常に高温になった場合には、バイパス通路８を開閉ドア９にて閉じラジエータ４を通過する風量を増大させてラジエータ４を冷却するとともに、両送風機１０ａ、１０ｂともに最大風量であるＨｉレベルで運転させる。
【００３６】
ここで、冷却水温度に異常が無ければＳ２に至り、発電機などのエンジン補機７ａの外郭温度を判定する。この温度センサ１７が所定温度以上ならば第１送風機１０ａをＨｉレベルで運転させ発電機などのエンジン補機７ａを冷却するものである。次に、温度センサ１７が所定温度以下の場合はＳ３に至り、エンジン１からの加速信号１９の入力の有無を判定し、有りならば第１送風機１０ａをＨｉレベルで運転させてエンジンの吸気口７ｂ近傍に最大風量を吹き出しエンジン１の出力の向上を図る。
【００３７】
次に、加速信号１９が無ければＳ４に至り外気温度を判定する。外気温センサ１５が所定温度以下の場合は、Ｓ５の冷却水温度を検出する水温センサ１４を判定する。この水温センサ１４が所定温度以下の場合は両送風機１０ａ、１０ｂとも停止レベルとなる。この風量レベルは、冬季などの外気温度が低い時に実行されるものであり、エンジン１の暖気運転の促進を図るものである。
【００３８】
そして、Ｓ５の冷却水温度が上昇し水温センサ１４が所定温度以上のときになると、開閉ドア９を閉じラジエータ４を通過する風量を増大させてラジエータ４を冷却するとともに、第２送風機１０ｂをＨｉレベルで運転させる。
【００３９】
次に、このまま外気温センサ１５が所定温度以下の状態が続いている間は、上述したそれぞれの入力信号を繰り返し判定して両送風機１０ａ、１０ｂの運転モードを設定している。
【００４０】
次に、外気温センサ１５が所定温度以上になると、Ｓ６の車両用空調装置（以下、エアコンと呼ぶ）が運転されているかを判定し、エアコンが停止している場合にはＳ７の車速センサ１８で判定する。この車速センサ１８が所定速度以下の場合（例えば、アイドリング時および低車速走行時）には、開閉ドア９は開いた状態でＳ８の水温センサ１４で判定する。この水温センサ１４が所定温度以下のときには、両送風機１０ａ、１０ｂとも停止レベルであり、所定温度以上のときには、開閉ドア９を閉じるとともに、第１送風機１０ａを中速風量のＬｏレベルに、第２送風機１０ｂをＨｉレベルで運転させる。
【００４１】
ここで、エアコンの運転判定は、圧縮機（図示しない）がＯＮしているか否かを判定するように設定されている。
【００４２】
次に、車速センサ１８が所定速度以上の場合（例えば、中車速、高車速走行時）には、開閉ドア９を閉じるとともに、Ｓ９の水温センサ１４で判定する。水温センサ１４が所定温度以下のときには、両送風機１０ａ、１０ｂともに停止レベルであり、所定温度以上のときには、両送風機１０ａ、１０ｂともにＬｏレベルで運転させる。
【００４３】
以上、エアコン（圧縮機）が停止している時の風量制御は、従来の冷却水温度が所定温度以上の時には第１送風機１０ａは停止レベル、第２送風機１０ｂはＨｉレベルで運転させたものから、第１送風機１０ａには中速風量のＬｏレベルとして、第２送風機１０ｂには車速がアイドリングや低車速走行の時にはＨｉレベルで、車速風が流入する中車速、高車速走行時にはＬｏレベルの風量制御とすることにより、従来の風量制御と比較して送風機の省動力が図れる。
【００４４】
次にエアコン（圧縮機）が運転されている時の風量制御について説明する。Ｓ１０の車速センサ１８の判定で所定速度以下の場合（例えば、アイドリング時および低車速走行時）には、開閉ドア９は開いた状態でＳ１１の水温センサ１４とＳ１２の冷媒の圧力を検出する圧力センサ１６で判定される。水温センサ１４が所定温度以下で圧力センサ１６が所定圧力以下のときには、第１送風機１０ａを停止レベルに、第２送風機１０ｂをＨｉレベルで運転され、水温センサ１４が所定温度以下で圧力センサ１６が所定圧力以上のときには、第１送風機１０ａをＬｏレベルに、第２送風機１０ｂをＨｉレベルで運転させる。
【００４５】
さらに、水温センサ１４が所定温度以上になると開閉ドア９を閉じるとともに、Ｓ１３の圧力センサ１６で判定する。この圧力センサ１６が所定圧力以下ならば第１送風機１０ａをＬｏレベル、第２送風機１０ａをＨｉレベルで、圧力センサ１６が所定圧力以上ならば両送風機１０ａ、１０ｂをＨｉレベルとして運転させる。
【００４６】
以上、エアコン（圧縮機）が運転されて、車速がアイドリングまたは低車速走行時においての風量制御は、第２送風機（１０ｂ）の風量を第１送風機（１０ａ）の風量より以上の風量レベルで運転される。このことを従来の風量制御と比較して実験により確認した。使用環境条件を夏季のアイドリング状態時で、かつ冷却水温度が所定温度以下、高圧圧力が所定圧力以上の風量レベル（従来は両送風機１０ａ、１０ｂともにＨｉレベルで運転、本実施形態は第１送風機１０ａをＬｏレベル、第２送風機１０ｂをＨｉレベルで運転させる。）で比較すると、本実施形態の方が放熱器５の前面温度が５〜１５℃低下していた。さらに、本実施形態では、第１送風機１０ａからの吹出温度は第２送風機１０ｂの吹出温度に対して１０〜２０℃低くなり、エンジン補機７ａの外郭温度が５〜１５℃低下している。
【００４７】
次に、低水温、低圧力の条件下の風量レベル（従来は両送風機１０ａ、１０ｂともにＬｏレベルで運転、本実施形態は第１の送風機１０ａを停止レベル、第２送風機１０ｂをＨｉレベルで運転させる。）で比較すると、本実施形態の風量レベルのほうが、放熱器５の前面平均温度が平均で１〜３℃低減できた。
【００４８】
この理由は第１送風機１０ａから吹き出される熱風により、エンジンルーム２内の圧力が上昇し放熱器５の前面側やバイパス通路８内に隙間を介して熱風が回り込み再循環されているためである。そこで、車速が所定速度以下のときには、第２送風機１０ａをＨｉレベル（最大風量）として放熱器５の放熱特性を向上させエアコンの消費電力の低減を図るとともに、エンジンルーム２外へ熱風を後方側へ排出させ、第１送風機１０ａは、Ｌｏレベルまたは停止レベルでエンジンルーム２の内圧の上昇を低く抑え熱風の再循環の防止を図ることにより、従来よりも消費電力の低減が図れた。
【００４９】
次に、エアコン（圧縮機）が運転されて、Ｓ１０の車速センサ１８の判定で所定速度以上の場合（例えば、中車速および高車速走行時）には、開閉ドア９は閉じた状態でＳ１４の水温センサ１４とＳ１５の圧力センサ１６で判定される。水温センサ１４が所定温度以下で圧力センサ１６が所定圧力以下のときには、第１送風機１０ａをＬｏレベルに、第２送風機１０ｂを停止レベルで運転され、水温センサ１４が所定温度以下で圧力センサ１６が所定圧力以上のときには、第１送風機１０ａをＨｉレベルに、第２送風機１０ｂをＬｏレベルで運転させる。
【００５０】
さらに、水温センサ１４が所定温度以上になるとＳ１６の圧力センサ１６で判定する。圧力センサ１６が所定圧力以下ならば第１送風機１０ａをＬｏレベル、第２送風機１０ａをＬｏレベルで、圧力センサ１６が所定圧力以上ならば両送風機１０ａ、１０ｂをＨｉレベルとして運転させる。
【００５１】
以上、エアコン（圧縮機）が運転されて、車速が中車速度または高車速走行時においての風量制御は、バイパス通路８を開閉ドア９にて閉じラジエータ４を通過する風量を増大させるとともに、第１送風機１０ａの風量を第２送風機１０ｂの風量より以上の風量レベルで運転される。車速が所定速度以上のときには、流入空気に車速風が加わりラジエータ４を通過する風量を増大することにより、第２送風機は停止レベルまたはＬｏレベルで対応ができる。従来の風量レベルでは、低水温、低圧力のときに、両送風機１０ａ、１０ｂともにＬｏレベルであり、低圧力、高水温のときに、第１送風機１０ａはＬｏレベル、第２送風機はＨｉレベルであり、高圧力のときに、両送風機１０ａ、１０ｂともにＨｉレベルであるため、全ての風量レベルにおいて消費電力の低減が図れる。
【００５２】
以上の実施形態による車両用エンジン冷却装置は、ラジエータ４を迂回させてエンジン１側に空気を導くバイパス通路８と、車両の車速または、エンジン１の冷却水温度のいずれかが所定値以上となったときに、バイパス通路８を閉じることにより、ラジエータ４を通過する風量を増大させるバイパス開閉手段９とを備えることにより、走行状態には車速風を導入させるとともに、ラジエータ４の通過風量を増大させることで冷却能力を向上させることが出来る。これにより、送風機１０ａ、１０ｂの入力電力を従来より低減させることができ省動力が図れる。
【００５３】
また、シュラウド６のうち、エンジン１側に空気を導くバイパス通路８と、主としてエンジン１側を冷却する第１送風機１０ａを備えたことにより、エンジン１の吸入空気の吸込口７ｂ近傍を冷却することは、放熱器５やラジエータ４で冷却された熱風よりも低い温度の空気を吸入できる。これにより、吸入空気（酸素）の密度を増大させてエンジン１の出力の向上が図れる。
【００５４】
また、第１送風機１０ａと、ラジエータ４および放熱器５を冷却する第２送風機１０ｂとを区分させて、これらの送風機１０ａ、１０ｂを冷却水温度、冷媒圧力、車速、エンジン補機７ａの外郭温度、外気温度、加速信号のいずれか一つに基づいて個別に風量制御するＥＣＵ１３を有することにより、冷却必要状態に応じたきめこまかな風量制御か可能となり送風機１０ａ、１０ｂの省動力が図れる。
【００５５】
また、中車速、高車速走行時において、放熱器５およびラジエータ４には、車速風を取り入れることができるため、冷却水温度および冷媒圧力が所定値以上のときに両送風機１０ａ、１０ｂとも最大風量のＨｉレベルとして、その他は第２送風機１０ａ側をＬｏレベルもしくは停止レベルとすることにより両送風機１０ａ、１０ｂの入力電力を低減させることができ省動力が図れる。
【００５６】
また、エンジン補機７ａの外郭温度が高温となり出力効率が低下したときには、第１送風機１０ａの最大風量のＨｉレベルで作動させることにより、エンジン補機（７ａ）の出力効率の向上が図れる。
【００５７】
また、冬季などの外気温度が低いとき（例えば、暖気運転などの場合）において、冷却水温度が所定値以下のときは、両送風機１０ａ、１０ｂとも停止させておき、冷却水温度が上昇した時点で第２送風機１０ｂ側のみを最大風量で作動させる。これにより、暖気運転の促進が図れる。
【００５８】
また、放熱器５およびラジエータ４を冷却した熱風を、車両下側の後方側に向けて排出することにより、特に、アイドリング時における熱風の回り込みなどの再循環の防止が図れる。
【００５９】
（第２実施形態）
上記第１実施形態は、エンジン補機７ａとエンジンの吸気口７ｂがエンジン１の上方側に設置されたエンジン冷却装置について説明したが、これに限らず、エンジン１の下方側に設置されたときは、第１開口部６１を下側に向けるように設けることで、同じ風量制御ができる。例えば、図３に示すように、エンジン１の下方側にエンジン補機７ａやエンジンの吸気口７ｂが設置されているときは、第３開口部２１をエンジン補機７ａやエンジンの吸気口７ｂ側に向けるようにシュラウド２２に形成させ、第３送風機２１ａは上記第１実施形態と同様の風量制御の風量レベルにて作動させることでも良い。
【００６０】
また、エンジン補機７ａとエンジンの吸気口７ｂが上下方向にオフセットして設置されているときには、第３送風機２３ａの軸方向に延びてほぼ軸方向全域に渡って開口している第３開口部２１をエンジン補機７ａまたはエンジンの吸気口７ｂの方向にそれぞれ分割して吹き出すように形成しても良い。
【００６１】
（第３実施形態）
次に、以上の実施形態は、エンジン補機７ａやエンジンの吸気口７ｂへ吹き出す第１送風機１０ａと、エンジンルーム２外に吹き出す第２送風機１０ｂの２個の送風機を備えた車両用エンジン冷却装置について説明したが、これに限らず、送風機を３個以上設けることできめこまかい風量制御ができる。例えば、図４に示すように、シュラウド３０の上方側に、エンジン補機７ａおよびにエンジンの吸気口７ｂに向けて開口する第４開口部３１と、シュラウド３０の中間側と下方側に、車両下側のエンジンルーム２外の後方側に排出するように向けて開口する第５開口部３２と、第６開口部３３とを形成し、それぞれの開口部３１、３２、３３の上流側に第４送風機３１ａ、第５送風機３２ａ、第６送風機３３ａを備えている車両用エンジン冷却装置である。
【００６２】
以上の構成でこれらの送風機３１ａ、３２ａ、３３ａの風量制御は、第４送風機３１ａを上記実施形態の第１送風機１０ａと同じ風量レベルとするとともに、車両下側に排出する第５送風機３２ａと第６送風機３３ａを上記実施形態の第２送風機１０ｂと同じ風量レベルにすることにより、きめこまかい風量制御ができる。
【００６３】
（他の実施形態）
以上の実施形態では、過冷却器５２を凝縮器５１の上方側に配設して両者５１、５２を一体化した放熱器５を用いたが、本発明に係る放熱器５はこれに限定されるものではなく、過冷却器５２を別体または廃止することにより、放熱器５全体を凝縮器５２としても良い。
【００６４】
また、上述の実施形態では、情報のうち、冷却水温度を低、高の２段階に区分して所定の温度を設定したが低、中、高の多段階に区分して風量制御を設定させても良い。この場合には、さらに細かい風量制御が可能となり、上述の実施形態以上の消費電力を低減できる効果がある。
【００６５】
また、同じように冷媒の高圧圧力についても低、高の２段階に区分して所定の圧力を設定したが低、中、高の多段階に区分して風量制御を設定させても良い。
【００６６】
さらに、上述の実施形態では、両送風機１０ａ、１０ｂの風量レベルをＨｉレベルとＬｏレベルおよび停止レベルの３段階に区分したが、Ｈｉレベル、Ｍｅｄレベル、Ｌｏレベルおよび停止レベルの多段階に区分した風量制御を設定しても良い。
【図面の簡単な説明】
【図１】本発明の第１実施形態におけるエンジン冷却装置の全体構成図である。
【図２】本発明の風量制御を示すフローチャート図である。
【図３】第２実施形態におけるエンジン冷却装置の全体構成図である。
【図４】第３実施形態におけるエンジン冷却装置の全体構成図である。
【符号の説明】
１…水冷エンジン
２…エンジンルーム
４…ラジエータ
５…放熱器
６…シュラウド（空気通路手段）
７ａ…エンジン補機
８…バイパス通路
９…開閉ドア（バイパス通路開閉手段）
１０ａ…第１送風機（第１送風手段）
１０ｂ…第２送風機（第２送風手段）
１３…電子制御装置、ＥＣＵ（制御手段）[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicular engine cooling apparatus having a radiator for a refrigeration cycle and a radiator for a water-cooled engine, and more particularly to air volume control of a blowing means.
[0002]
[Prior art]
Conventionally, as a vehicle engine cooling device equipped with this type of air conditioner, for example, in the invention described in Japanese Patent Laid-Open No. 9-76722, a radiator such as a condenser of a refrigeration cycle and a radiator are connected in series with the air flow. The cooling medium flowing between the radiator and the radiator is cooled by operating two cooling fans disposed between the rear side of the radiator and the water-cooled engine. When the air conditioner is operated, the cooling fan air volume control is first activated at the Lo level to detect either the cooling water temperature of the water-cooled engine or the refrigerant pressure of the refrigeration cycle. It is operated at the Hi level to lower the cooling water temperature or the refrigerant pressure.
[0003]
Further, the setting of the air volume control is generally examined under use environment conditions where the cooling load of the engine cooling device is large. For example, when the air conditioner is operated under the maximum cooling load condition in the idling state where the vehicle is stopped under conditions such as the amount of solar radiation, temperature, humidity, etc., which is equivalent to the hot weather in summer, the radiator The air flow level is set to satisfy the cooling of the radiator and engine accessories.
[0004]
[Problems to be solved by the invention]
However, in the cooling fan disposed between the rear side of the radiator and the water-cooled engine, the hot air that has cooled the radiator and the radiator is blown into the engine room in the idling state. It is configured to be easily recirculated to the radiator and radiator. For this reason, there is also a problem that the input power of the cooling fan is set large.
[0005]
In the air volume control described above, the cooling load is applied when the air conditioner is operating at a Lo level or higher, such as when the vehicle travels in which vehicle speed wind can be taken in, or when the outside air temperature is relatively low such as in winter. Operates at the same airflow level even under small usage conditions. For this reason, the power consumption of the cooling fan is large.
[0006]
Therefore, in view of the above points, an object of the present invention is to divide a plurality of air blowing means for each cooling target and perform individual air volume control to obtain a necessary cooling effect and to enable power saving of these air blowing means. It is to provide a vehicle engine cooling device.
[0007]
[Means for Solving the Problems]
  To achieve the above objective,ClaimsAdopt the technical means described.
[0008]
  That is, in the first aspect of the invention, the radiator (4) for cooling the cooling water circulating in the water-cooled engine (1) and the radiator (4) are arranged upstream of the air flow and circulate in the refrigeration cycle. A radiator (5) that cools the refrigerant, an air passage means (6) that forms an air passage for the radiator (4) and the radiator (5), and an air passage means (6) that are formed in the air passage means (6). (1) The 1st ventilation means (10a) which cools the side, and the 2nd ventilation means (10b) which is formed in an air passage means (6) and mainly cools a radiator (4) and a radiator (5)And water cooling1st information which shows the driving | running state of an engine (1), and the operation state of the said refrigerating cycle are shown.Based on the second informationControl means (13) for individually controlling the air volume of the first and second air blowing means (10a, 10b)TheIt is characterized by having prepared.
[0009]
  According to the invention of claim 1,The first air blowing means (10a) and the second air blowing means (10b) have a clear role, but mainly the first air blowing means (10a) for cooling the water cooling engine (1) side, and the air passage means (6). The first information and mainly the refrigeration cycle which are formed inside and are divided like the second blower means (10b) which mainly cools the radiator (4) and the radiator (5) and which mainly indicate the operating state of the water-cooled engine (1). Both the operating state of the water-cooled engine (1) and the operating state of the refrigeration cycle are achieved by individually controlling the air volume of the first and second air blowing means (10a, 10b) based on the second information indicating the operating state of Based on the above, the first and second air blowing means (10a, 10b) having clearly different roles can be individually finely controlled, and not only the power saving of the air blowing means can be achieved, but also the water cooling engine It is possible to maintain the operating state of the operating condition and the refrigerating cycle 1) in a good state.
[0010]
In the inventions of claims 2 to 4 and 10, the radiator (4) for cooling the cooling water circulating in the water-cooled engine (1) and the upstream side of the air flow from the radiator (4) are disposed, and the inside of the refrigeration cycle is arranged. A heat radiator (5) for cooling the circulating refrigerant, a radiator (4) and a heat radiator (5) are housed, an air passage means (6) for forming an air passage, and formed in the air passage means (6) The bypass (8) that bypasses the radiator (4) and guides air to the water-cooled engine (1) side, and the bypass that increases the air volume passing through the radiator (4) by closing the bypass passage (8) The passage opening / closing means (9) and the air passage means (6) are formed in the first air blowing means (10a) which mainly cools the water-cooled engine (1) side, and the air passage means (6). Radiator (4) And a second air blowing means (10b) for cooling the radiator (5), wherein the vehicle speed of the vehicle among the first information indicating the operation state of the water-cooled engine (1), the water-cooled engine ( One of the coolant temperature of the refrigeration cycle and the outside air temperature among the second information indicating one of the coolant temperature of 1), the outer temperature of the engine accessory (7a), the acceleration signal of the vehicle, and the operation state of the refrigeration cycle. The control means (13) for individually controlling the air volume of these fans (10a, 10b) and the bypass opening / closing means (9) are provided for the vehicle speed of the vehicle or the water cooling engine (1). When any one of the cooling water temperatures becomes equal to or higher than a predetermined value, the amount of air passing through the radiator (4) is increased by closing the bypass passage (8).
[0011]
According to the inventions of claims 2 to 4 and 10, the bypass passage (8) for bypassing the radiator (4) and guiding the air to the water-cooled engine (1) side, the vehicle speed of the vehicle or the cooling of the water-cooled engine (1) By having bypass opening / closing means (9) for increasing the amount of air passing through the radiator (4) by closing the bypass passage (8) when any of the water temperatures exceeds a predetermined value, the vehicle travels. Sometimes it is possible to improve the cooling capacity by introducing the vehicle speed wind and increasing the passing air volume of the radiator (4). Thereby, the input power at the air volume level of the air blowing means can be reduced, and power saving can be achieved.
[0012]
Moreover, by providing the air passage means (6) with the bypass passage (8) for guiding air to the water-cooled engine (1) side and the first air blowing means (10a) for mainly cooling the water-cooled engine (1) side. Cooling the vicinity of the intake air inlet (7b) of the water-cooled engine (1) can suck air having a temperature lower than that of the hot air cooled by the radiator (5) or the radiator (4). As a result, the intake air temperature (oxygen) is increased by lowering the intake air temperature, and the output of the water-cooled engine (1) can be improved.
[0013]
Further, the first air blowing means (10a) is separated from the second air blowing means (10b) for cooling the radiator (4) and the radiator (5), and these air blowing means (10a, 10b) are cooled with a cooling water temperature. By having the control means (13) for individually controlling the air flow based on any one of the refrigerant pressure, the vehicle speed, the outer temperature of the engine auxiliary machine (7a), the outside air temperature, and the acceleration signal, according to the cooling required state Since the air volume control is fine, the power saving of the air blowing means can be achieved as compared with the conventional one.
[0014]
In the inventions according to claims 5 to 6, when the vehicle speed becomes equal to or lower than the predetermined value, the second air blowing means (10b) is operated with an air volume equal to or higher than the first air blowing means (10a), and conversely the vehicle speed is a predetermined value. When it becomes above, it is characterized by operating a 1st ventilation means (10a) by the air volume more than a 2nd ventilation means (10b).
[0015]
According to the inventions of claims 5 to 6, when the vehicle speed is equal to or lower than a predetermined value (for example, idling or low vehicle speed traveling), both the air blowing means (10a, 10b) are maximum when the coolant temperature and the refrigerant pressure are equal to or higher than the predetermined value. As the air flow Hi level, by setting the first air blowing means (10a) side to the Lo level or the stop level, the input power of the air blowing means can be reduced compared to the conventional case, and power saving can be achieved.
[0016]
Next, when the vehicle speed is equal to or higher than a predetermined value (for example, medium vehicle speed, high vehicle speed traveling), since the vehicle speed wind can be taken into the radiator (5) and the radiator (4), the cooling water temperature and the refrigerant pressure are When the air blowing means (10a, 10b) is equal to or higher than a predetermined value, the maximum air volume is set to the Hi level, and the other air pressure is reduced by setting the second air blowing means (10a) side to the Lo level or the stop level. Can save power.
[0017]
According to the seventh to eighth aspects of the present invention, when the acceleration signal of the vehicle is input or when the outer temperature of the engine auxiliary machine (7a) becomes a predetermined value or more, the first air blowing means (10a) is operated with the maximum air volume. It is characterized by operating.
[0018]
According to the seventh to eighth aspects of the present invention, when it is desired to improve the output of the water-cooled engine (1) or when the outer temperature of the engine auxiliary machine (7a) becomes high and the output efficiency decreases, the first blower means (10a) It is possible to improve the output efficiency of the engine auxiliary machine (7a) and the output of the water-cooled engine (1) by operating at the Hi level of the maximum air volume.
[0019]
The ninth aspect of the invention is characterized in that when the outside air temperature becomes a predetermined value or less, the second air blowing means (10b) is operated with an air volume equal to or higher than the first air blowing means (10a).
[0020]
According to the ninth aspect of the present invention, when the outside air temperature is low (for example, in the case of warm-up operation, etc.) such as in the winter season, when the cooling water temperature is not more than a predetermined value, both the air blowing means (10a, 10b) are stopped. In addition, when the cooling water temperature rises, only the second air blowing means (10b) side is operated with the maximum air volume. Thereby, promotion of warm-up operation can be achieved.
[0021]
In the invention of claim 11, the air passage means (6) is configured to discharge the warm air that has cooled the radiator (5) and the radiator (4) to the rear side outside the engine room (2) under the vehicle. It is characterized by that.
[0022]
  According to the eleventh aspect of the present invention, the hot air that has cooled the radiator (5) and the radiator (4) is discharged toward the rear side on the lower side of the vehicle. Prevention of circulationIt is.
According to the invention of claim 12, the first information includes information on the outer temperature of the engine accessory (7a), and on the basis of the information on the outer temperature, in particular, the first air blowing means (10a) is individually supplied with the air volume. When the outer temperature of the engine auxiliary machine (7a) such as a generator is determined by control, for example, if the temperature is equal to or higher than a predetermined temperature, the first blower 10a is operated at the Hi level, for example, and the engine auxiliary machine such as a generator is operated. The temperature of (7a) can be brought into an appropriate state.
[0023]
In addition, the code | symbol in the bracket | parenthesis of each said means shows a corresponding relationship with the specific means of embodiment description later mentioned.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
In the present embodiment, the engine cooling apparatus according to the present invention is applied to a vehicle, and will be described with reference to FIGS. FIG. 1 is a schematic view inside an engine room 2 in which a water-cooled engine (water-cooled internal combustion engine) 1 for a vehicle is mounted. Reference numeral 3 denotes an air port that takes air into the engine room 2. Reference numeral 4 denotes a radiator that cools cooling water circulating in a water-cooled engine (hereinafter abbreviated as engine) 1, and reference numeral 51 denotes a condenser that cools and condenses refrigerant circulating in a vehicle refrigeration cycle (not shown). Capacitor). The condenser 51 is located on the upstream side of the air flow with respect to the radiator 4, and on the upper side thereof, the refrigerant that has flowed out of the condenser 51 is further cooled to increase the degree of supercooling of the refrigerant. A vessel (subcooler) 52 is provided.
[0025]
For this reason, in this embodiment, the refrigerant flows into the condenser 51 from the refrigerant inlet 51 a formed on the lower side of the condenser 51, and the refrigerant outlet of the subcooler 52 located above the condenser 51. It flows out of the subcooler 52 from 52a. In the present embodiment, the condenser 51 and the supercooler 52 are integrated, and hereinafter, these are collectively referred to as the radiator 5.
[0026]
A resin shroud (air passage means) 6 is accommodated so as to cover the radiator 4 and the radiator 5 and forms a passage for air flowing in from the air port 3 (hereinafter, this air is referred to as inflowing air). The space in the engine room 2 is partitioned into two spaces 11 and 12 by the shroud 6.
[0027]
An upper side of the shroud 6 opens toward an engine auxiliary machine 7 a such as an alternator (generator) that operates in conjunction with the engine 1 and an intake port 7 b of the engine provided on the upper side of the engine 1. A first opening 61 is formed. On the other hand, a second opening 62 that opens toward the rear side outside the engine room 2 on the vehicle lower side is formed on the lower side of the shroud 6.
[0028]
The first opening 61 and the second opening 62 extend substantially in the axial direction of a first blower 10a (described later) and a second blower 10b (described later) disposed on the upstream side of the openings 61 and 62, respectively. It opens over the entire axial direction.
[0029]
Further, in the space 11 located in the shroud 6, on the upper side of the radiator 4, as shown in FIG. 1, as shown in FIG. 1, a part of the inflow air bypasses the radiator 4 and the first opening 61 side (engine 1 A bypass passage 8 leading to the space 12 side) is formed, and the bypass passage 8 is opened and closed by an opening / closing door 9. The opening / closing door 9 is driven to swing by a driving means such as a servo motor.
[0030]
Further, 10a mainly forcibly blows inflow air that has passed through the bypass passage 8 and part of the inflow air that has passed through the radiator 4 from the first opening 61 to the space 12 side. It is the 1st air blower which cools the inlet port 7b. Reference numeral 10b denotes a second blower that forcibly blows out other inflow air mainly passing through the radiator 5 and the radiator 4 from the second opening 62 to the rear side outside the engine room 2 on the lower side of the vehicle. And the radiator 4 is cooled and a hot air is discharged | emitted out of a vehicle.
[0031]
Incidentally, both the blowers 10a and 10b are composed of a cross flow fan (cross flow fan) through which air passes through a cross section perpendicular to the axis of the multi-blade impeller, and an electric motor (drive means) that drives the cross flow fan. Is.
[0032]
The operation control of the opening / closing door 9 and the fans 10a and 10b is controlled by an electronic control unit (hereinafter referred to as ECU) 13, which includes information indicating the operating state of the engine (1) and the operation of the refrigeration cycle. Information indicating the state is input, and the air volume control of both fans 10a and 10b is set based on at least one of them.
[0033]
The information indicating the operating state of the engine (1) includes the vehicle speed N of the vehicle speed sensor 18 that is disposed in the engine 1 and detects the vehicle speed, and the water temperature sensor 14 that is disposed in the engine 1 and detects the coolant temperature. One of the detected temperature Tw, the detected temperature Tb of the temperature sensor 17 disposed in the engine auxiliary machine 7a to detect the outer temperature of the generator, and the acceleration signal 19 calculated by the ECU of the engine 1, and the refrigeration cycle The information indicating the operating state is the high pressure Ph of the pressure sensor 16 that is disposed in the radiator 5 and detects the pressure of the refrigerant, and the outside air temperature sensor 15 that is disposed in the air port 3 and detects the temperature of the incoming air. Detection temperature Ta.
[0034]
Next, in the opening / closing control of the opening / closing door 9, information on either the vehicle speed sensor 18 or the water temperature sensor 14 is received in the above information and is driven to swing by a driving means such as a servo motor. Specifically, when the vehicle speed sensor 18 exceeds a predetermined speed, when the water temperature sensor 14 exceeds a predetermined water temperature, and when the temperature becomes abnormally high, the opening / closing door 9 of the bypass passage 8 is closed to thereby close the radiator 4. The inflowing air that has bypassed the radiator 4 passes through the radiator 4, and part of the air that has passed through the radiator 4 is blown out from the first opening 61 into the engine room 2, and the other air flows from the second opening 62 to the lower side of the vehicle. It blows out to the rear side outside the engine room 2.
[0035]
Next, the operation of this embodiment will be described. First, the air volume control of the blowers 10a and 10b, which is a main part of the present invention, will be described with reference to the flowchart shown in FIG. In S1, when the cooling water temperature becomes abnormally high, the bypass passage 8 is closed by the opening / closing door 9 to increase the amount of air passing through the radiator 4 to cool the radiator 4, and both the fans 10a and 10b are at maximum. It is operated at the Hi level that is the air volume.
[0036]
Here, if there is no abnormality in the cooling water temperature, the process reaches S2, and the outline temperature of the engine auxiliary machine 7a such as a generator is determined. If the temperature sensor 17 is equal to or higher than a predetermined temperature, the first blower 10a is operated at the Hi level to cool the engine auxiliary equipment 7a such as a generator. Next, when the temperature sensor 17 is equal to or lower than the predetermined temperature, the routine proceeds to S3, where it is determined whether or not the acceleration signal 19 is input from the engine 1, and if there is, the first blower 10a is operated at the Hi level to The maximum air volume is increased in the vicinity of 7b to improve the output of the blowing engine 1.
[0037]
Next, if there is no acceleration signal 19, it will reach S4 and external temperature will be determined. When the outside air temperature sensor 15 is equal to or lower than the predetermined temperature, the water temperature sensor 14 that detects the cooling water temperature in S5 is determined. When the water temperature sensor 14 is below a predetermined temperature, both the fans 10a and 10b are at the stop level. This air volume level is executed when the outside air temperature is low, such as in winter, and promotes warm-up operation of the engine 1.
[0038]
Then, when the cooling water temperature in S5 rises and the water temperature sensor 14 is equal to or higher than the predetermined temperature, the opening / closing door 9 is closed to increase the amount of air passing through the radiator 4 to cool the radiator 4, and the second blower 10b is set to Hi. Drive at level.
[0039]
Next, while the outside air temperature sensor 15 continues to be at a predetermined temperature or lower as it is, the above-described input signals are repeatedly determined to set the operation modes of the fans 10a and 10b.
[0040]
Next, when the outside air temperature sensor 15 reaches a predetermined temperature or higher, it is determined whether or not the vehicle air conditioner (hereinafter referred to as an air conditioner) in S6 is in operation, and if the air conditioner is stopped, the vehicle speed sensor 18 in S7. Judge with. When the vehicle speed sensor 18 is equal to or lower than a predetermined speed (for example, when idling and traveling at a low vehicle speed), the water temperature sensor 14 in S8 determines the opening / closing door 9 in an open state. When the water temperature sensor 14 is below the predetermined temperature, both the fans 10a, 10b are at the stop level. When the water temperature sensor 14 is above the predetermined temperature, the open / close door 9 is closed and the first fan 10a is set to the Lo level of the medium-speed air flow. The blower 10b is operated at the Hi level.
[0041]
Here, the operation determination of the air conditioner is set so as to determine whether or not a compressor (not shown) is ON.
[0042]
Next, when the vehicle speed sensor 18 is equal to or higher than a predetermined speed (for example, when traveling at a medium vehicle speed or a high vehicle speed), the open / close door 9 is closed and the water temperature sensor 14 of S9 determines. When the water temperature sensor 14 is below a predetermined temperature, both the fans 10a, 10b are at the stop level, and when above the predetermined temperature, both the fans 10a, 10b are operated at the Lo level.
[0043]
As described above, the air volume control when the air conditioner (compressor) is stopped is based on the operation in which the first blower 10a is operated at the stop level and the second blower 10b is operated at the Hi level when the conventional cooling water temperature is equal to or higher than the predetermined temperature. The first blower 10a has a Lo level of medium speed air flow, the second blower 10b has a Hi level when the vehicle speed is idling or traveling at low vehicle speed, and the Lo level air volume when the vehicle speed wind flows in at medium or high vehicle speed. By using the control, power saving of the blower can be achieved as compared with the conventional air volume control.
[0044]
Next, the air volume control when the air conditioner (compressor) is operated will be described. When the vehicle speed sensor 18 at S10 determines that the speed is equal to or lower than a predetermined speed (for example, when idling or traveling at a low vehicle speed), the pressure that detects the pressure of the coolant at the water temperature sensor 14 at S11 and the refrigerant at S12 with the open / close door 9 open. It is determined by the sensor 16. When the water temperature sensor 14 is equal to or lower than the predetermined temperature and the pressure sensor 16 is equal to or lower than the predetermined pressure, the first fan 10a is operated at the stop level and the second fan 10b is operated at the Hi level. When the pressure is equal to or higher than the predetermined pressure, the first blower 10a is operated at the Lo level and the second blower 10b is operated at the Hi level.
[0045]
Further, when the water temperature sensor 14 becomes equal to or higher than a predetermined temperature, the open / close door 9 is closed and the determination is made by the pressure sensor 16 in S13. If the pressure sensor 16 is equal to or lower than a predetermined pressure, the first fan 10a is operated at the Lo level, the second fan 10a is set at the Hi level, and if the pressure sensor 16 is equal to or higher than the predetermined pressure, the fans 10a and 10b are operated at the Hi level.
[0046]
As described above, when the air conditioner (compressor) is operated and the vehicle speed is idling or traveling at a low vehicle speed, the air volume control is performed with the air volume of the second fan (10b) being higher than the air volume of the first fan (10a). Is done. This was confirmed by experiments in comparison with the conventional air volume control. The operating environment is the idling state in summer, the cooling water temperature is lower than the predetermined temperature, and the high pressure is higher than the predetermined pressure. Conventionally, both the fans 10a and 10b are operated at the Hi level. This embodiment is the first fan. 10a is operated at the Lo level and the second blower 10b is operated at the Hi level.), The front surface temperature of the radiator 5 is reduced by 5 to 15 ° C. in this embodiment. Furthermore, in this embodiment, the blowing temperature from the 1st air blower 10a becomes 10-20 degreeC low with respect to the blowing temperature of the 2nd air blower 10b, and the outer shell temperature of the engine auxiliary machine 7a is falling 5-15 degreeC.
[0047]
Next, the air flow level under conditions of low water temperature and low pressure (in the past, both fans 10a and 10b are operated at the Lo level. In this embodiment, the first fan 10a is operated at the stop level and the second fan 10b is operated at the Hi level. In comparison, the airflow level of the present embodiment reduced the average front temperature of the radiator 5 by 1 to 3 ° C. on average.
[0048]
This is because the hot air blown out from the first blower 10a raises the pressure in the engine room 2 and the hot air circulates through the gap on the front side of the radiator 5 and the bypass passage 8 and is recirculated. . Therefore, when the vehicle speed is equal to or lower than the predetermined speed, the second blower 10a is set to the Hi level (maximum air volume) to improve the heat dissipation characteristics of the radiator 5 and reduce the power consumption of the air conditioner. The first blower 10a was able to reduce power consumption more than before by suppressing the increase in the internal pressure of the engine room 2 at the Lo level or the stop level and preventing the recirculation of hot air.
[0049]
Next, when the air conditioner (compressor) is operated and the vehicle speed sensor 18 determines in S10 that the speed is equal to or higher than a predetermined speed (for example, when traveling at medium and high vehicle speeds), the open / close door 9 is closed and the operation of S14 It is determined by the water temperature sensor 14 and the pressure sensor 16 of S15. When the water temperature sensor 14 is equal to or lower than the predetermined temperature and the pressure sensor 16 is equal to or lower than the predetermined pressure, the first blower 10a is operated at the Lo level and the second blower 10b is operated at the stop level. When the pressure is equal to or higher than the predetermined pressure, the first blower 10a is operated at the Hi level and the second blower 10b is operated at the Lo level.
[0050]
Further, when the water temperature sensor 14 becomes equal to or higher than a predetermined temperature, the pressure sensor 16 in S16 determines. If the pressure sensor 16 is equal to or lower than the predetermined pressure, the first fan 10a is operated at the Lo level, the second fan 10a is set at the Lo level, and if the pressure sensor 16 is equal to or higher than the predetermined pressure, the fans 10a and 10b are operated at the Hi level.
[0051]
As described above, the air volume control when the air conditioner (compressor) is operated and the vehicle speed is at the medium vehicle speed or high vehicle speed increases the air volume passing through the radiator 4 by closing the bypass passage 8 with the opening / closing door 9. The air volume of the 1 air blower 10a is operated at an air volume level higher than the air volume of the 2nd air blower 10b. When the vehicle speed is equal to or higher than the predetermined speed, the second blower can cope with the stop level or the Lo level by adding the vehicle speed wind to the inflowing air and increasing the amount of air passing through the radiator 4. In the conventional air volume level, both the blowers 10a and 10b are at the Lo level when the water temperature is low and the pressure is low. When the pressure is low and the water temperature is high, the first fan 10a is at the Lo level and the second fan is at the Hi level. In addition, since both of the fans 10a and 10b are at the Hi level at high pressure, the power consumption can be reduced at all the air volume levels.
[0052]
In the vehicle engine cooling apparatus according to the above embodiment, either the bypass passage 8 that bypasses the radiator 4 and guides air to the engine 1 side, the vehicle speed of the vehicle, or the coolant temperature of the engine 1 is equal to or higher than a predetermined value. The bypass passage 8 is closed to provide bypass opening / closing means 9 for increasing the amount of air passing through the radiator 4, thereby introducing the vehicle speed air in the running state and increasing the amount of air passing through the radiator 4. Therefore, the cooling capacity can be improved. Thereby, the input electric power of the air blowers 10a and 10b can be reduced as compared with the prior art, and power saving can be achieved.
[0053]
In addition, the shroud 6 includes the bypass passage 8 that guides air to the engine 1 side and the first blower 10a that mainly cools the engine 1 side, thereby cooling the vicinity of the intake air inlet 7b of the engine 1. Can inhale air having a temperature lower than that of the hot air cooled by the radiator 5 and the radiator 4. Thereby, the density of intake air (oxygen) can be increased and the output of the engine 1 can be improved.
[0054]
Moreover, the 1st air blower 10a and the 2nd air blower 10b which cools the radiator 4 and the heat radiator 5 are divided, and these air blowers 10a and 10b are made into cooling water temperature, refrigerant | coolant pressure, vehicle speed, and the outer temperature of the engine auxiliary machine 7a. By providing the ECU 13 that individually controls the air flow based on any one of the outside air temperature and the acceleration signal, it is possible to perform fine air flow control according to the cooling required state, and power saving of the fans 10a and 10b can be achieved.
[0055]
Further, since the vehicle speed wind can be taken into the radiator 5 and the radiator 4 during the middle vehicle speed and the high vehicle speed traveling, both the fans 10a and 10b have the maximum air volume when the cooling water temperature and the refrigerant pressure are equal to or higher than the predetermined values. In other cases, by setting the second blower 10a side to the Lo level or the stop level, the input power of both the blowers 10a and 10b can be reduced, and power saving can be achieved.
[0056]
Further, when the outer temperature of the engine auxiliary machine 7a becomes high and the output efficiency decreases, the output efficiency of the engine auxiliary machine (7a) can be improved by operating at the Hi level of the maximum air volume of the first blower 10a.
[0057]
In addition, when the outside air temperature is low in winter or the like (for example, in the case of warm-up operation, etc.), when the cooling water temperature is equal to or lower than a predetermined value, both the fans 10a and 10b are stopped and the cooling water temperature rises. Then, only the second fan 10b side is operated with the maximum air volume. Thereby, promotion of warm-up operation can be achieved.
[0058]
Further, by discharging the hot air that has cooled the radiator 5 and the radiator 4 toward the rear side on the lower side of the vehicle, it is possible to prevent recirculation such as wraparound of the hot air particularly during idling.
[0059]
(Second Embodiment)
In the first embodiment, the engine cooling device in which the engine accessory 7a and the engine intake port 7b are installed on the upper side of the engine 1 has been described. However, the present invention is not limited to this, and when the engine cooling device is installed on the lower side of the engine 1 The same air volume control can be performed by providing the first opening 61 so as to face downward. For example, as shown in FIG. 3, when the engine auxiliary machine 7a and the engine intake port 7b are installed on the lower side of the engine 1, the third opening 21 is provided on the engine auxiliary machine 7a or engine intake port 7b side. The third blower 21a may be operated at an air volume level of air volume control similar to that of the first embodiment.
[0060]
In addition, when the engine accessory 7a and the engine intake port 7b are offset and installed in the vertical direction, the third opening that extends in the axial direction of the third blower 23a and opens over substantially the entire axial direction. 21 may be divided and blown out in the direction of the engine accessory 7a or the engine intake port 7b.
[0061]
(Third embodiment)
Next, the embodiment described above is a vehicle engine cooling device that includes two blowers, the first blower 10a that blows out to the engine accessory 7a and the engine intake port 7b, and the second blower 10b that blows out of the engine room 2. However, the present invention is not limited to this, and it is possible to provide three or more fans to control the air volume. For example, as shown in FIG. 4, on the upper side of the shroud 30, there is a fourth opening 31 that opens toward the engine auxiliary machine 7 a and the engine inlet 7 b, and an intermediate side and a lower side of the shroud 30. A fifth opening 32 and a sixth opening 33 are formed to open toward the rear side outside the lower engine room 2, and the fifth opening 32 and the sixth opening 33 are formed upstream of the respective openings 31, 32, 33. It is an engine cooling device for vehicles provided with the 4 air blower 31a, the 5th air blower 32a, and the 6th air blower 33a.
[0062]
With the above configuration, the air volume control of these fans 31a, 32a, 33a is the same as that of the first fan 10a of the above-described embodiment, and the fifth fan 32a and the fifth fan 32a discharged to the lower side of the vehicle. By setting the 6 air blower 33a to the same air flow level as that of the second air blower 10b of the above embodiment, it is possible to control the fine air flow.
[0063]
(Other embodiments)
In the above embodiment, the radiator 5 in which the supercooler 52 is disposed above the condenser 51 and the both 51 and 52 are integrated is used. However, the radiator 5 according to the present invention is limited to this. Instead, the entire radiator 5 may be used as the condenser 52 by separating or eliminating the supercooler 52.
[0064]
In the above-described embodiment, the cooling water temperature is divided into two stages of low and high in the information, and the predetermined temperature is set. However, the air volume control is set in low, medium and high stages. May be. In this case, finer air volume control is possible, and there is an effect that power consumption can be reduced more than in the above embodiment.
[0065]
Similarly, the high pressure of the refrigerant is divided into two stages of low and high, and the predetermined pressure is set. However, the air volume control may be set by dividing into a plurality of stages of low, medium and high.
[0066]
Furthermore, in the above-described embodiment, the air volume levels of the fans 10a and 10b are divided into three stages of Hi level, Lo level, and stop level, but are divided into multiple stages of Hi level, Med level, Lo level, and stop level. Air volume control may be set.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of an engine cooling device according to a first embodiment of the present invention.
FIG. 2 is a flowchart showing air volume control according to the present invention.
FIG. 3 is an overall configuration diagram of an engine cooling device according to a second embodiment.
FIG. 4 is an overall configuration diagram of an engine cooling device in a third embodiment.
[Explanation of symbols]
1 ... Water-cooled engine
2 ... Engine room
4 ... Radiator
5 ... radiator
6 ... shroud (air passage means)
7a ... Engine auxiliary equipment
8 ... Bypass passage
9 ... Opening / closing door (Bypass passage opening / closing means)
10a ... 1st blower (1st ventilation means)
10b ... Second blower (second blower)
13. Electronic control device, ECU (control means)

Claims

A radiator (4) that cools cooling water circulating in the water-cooled engine (1), and a radiator (5) that is disposed upstream of the radiator (4) and that cools the refrigerant circulating in the refrigeration cycle. And an air passage means (6) for forming an air passage for the radiator (4) and the radiator (5), and formed in the air passage means (6), mainly for cooling the water-cooled engine (1) side. First air blowing means (10a), second air blowing means (10b) formed in the air passage means (6) and mainly for cooling the radiator (4) and the radiator (5), and the water-cooled engine Control means (13) for individually controlling the air volume of the first and second air blowing means (10a, 10b) based on the first information indicating the operating state of (1) and the second information indicating the operating state of the refrigeration cycle. further comprising a Vehicle engine cooling apparatus according to claim.

A radiator (4) that cools cooling water circulating in the water-cooled engine (1), and a radiator (5) that is disposed upstream of the radiator (4) and that cools the refrigerant circulating in the refrigeration cycle. And an air passage means (6) for housing the radiator (4) and the radiator (5) to form an air passage, and an air passage means (6) formed in the air passage means (6). A bypass circuit (8) that bypasses and directs air to the water-cooled engine (1) side, and bypass opening / closing means (9) that increases the amount of air passing through the radiator (4) by closing the bypass circuit (8) And a first air blowing means (10a) formed in the air passage means (6) and mainly for cooling the water-cooled engine (1) side, and formed in the air passage means (6) and mainly used in the radiator ( 4 And a second blowing means for cooling said radiator (5) (10b), on the basis of the second information indicating the operating state of the first information and the refrigeration cycle indicating the operating state of the water-cooled engine (1) the 1. A vehicular engine cooling apparatus comprising a control means (13) for individually controlling the air volume of the second air blowing means (10a, 10b).

The first information is any one of a vehicle speed of a vehicle equipped with the water-cooled engine (1), a coolant temperature of the water-cooled engine (1), an outer temperature of an engine auxiliary machine (7a), and an acceleration signal of the vehicle, The vehicle engine cooling apparatus according to claim 1 or 2, wherein the second information is any one of a refrigerant pressure and an outside air temperature in the refrigeration cycle.

Based on the first and second information, the control means (13) determines the cooling required state for the water-cooled engine (1) side, the radiator (4) and the radiator (5), and cools them. 4. The vehicular engine cooling device according to claim 3, wherein the first and second air blowing means (10a, 10b) are individually controlled in accordance with a necessary state.

The control means (13) is configured to control the first air blowing means (10a) at an air volume higher than that of the first air blowing means (10a) when a vehicle speed of the vehicle becomes a predetermined value or less during operation of the vehicle air conditioner based on the refrigeration cycle. The engine cooling device for a vehicle according to claim 4, wherein the two air blowing means (10b) is operated.

The control means (13) is configured such that when the vehicle speed of the vehicle becomes equal to or higher than a predetermined value during the operation of the vehicle air conditioner based on the refrigeration cycle, the control means (13) has an air volume higher than that of the second air blowing means (10b). The vehicular engine cooling device according to claim 4, wherein the one air blowing means (10a) is operated.

The vehicle engine cooling apparatus according to claim 4, wherein the control means (13) operates the first air blowing means (10a) with a maximum air volume when an acceleration signal of the vehicle is input. .

The said control means (13) operates the said 1st ventilation means (10a) by maximum air volume, when the outer temperature of the said engine auxiliary machine (7a) becomes more than predetermined value. The engine cooling device for vehicles described in 2.

The said control means (13) operates the said 2nd ventilation means (10b) by the air volume more than a said 1st ventilation means (10a), when the said external temperature becomes below a predetermined value. Item 5. The vehicle engine cooling device according to Item 4.

The bypass opening / closing means (9) closes the bypass passage (8) when either the vehicle speed of the vehicle or the cooling water temperature of the water-cooled engine (1) exceeds a predetermined value, The vehicular engine cooling device according to any one of claims 2 to 9, wherein the amount of air passing through the radiator (4) is increased.

The air passage means (6) is configured to discharge the warm air that has cooled the radiator (5) and the radiator (4) to the rear side outside the engine room (2) below the vehicle. The vehicle engine cooling device according to any one of claims 1 to 10.

The first information includes information on the outer temperature of the engine accessory (7a) of the water-cooled engine (1), and individually controls the air volume of the first air blowing means (10a) based on the information on the outer temperature. The vehicle engine cooling device according to any one of claims 1 to 11, wherein the vehicle engine cooling device is a vehicle engine cooling device.