JPS63215426A - Air conditioner for automobile engine room - Google Patents
Air conditioner for automobile engine roomInfo
- Publication number
- JPS63215426A JPS63215426A JP4755187A JP4755187A JPS63215426A JP S63215426 A JPS63215426 A JP S63215426A JP 4755187 A JP4755187 A JP 4755187A JP 4755187 A JP4755187 A JP 4755187A JP S63215426 A JPS63215426 A JP S63215426A
- Authority
- JP
- Japan
- Prior art keywords
- air
- cooling fan
- air path
- engine
- engine compartment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000001816 cooling Methods 0.000 claims abstract description 60
- 238000010276 construction Methods 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000003990 capacitor Substances 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 239000003507 refrigerant Substances 0.000 description 1
- 238000013517 stratification Methods 0.000 description 1
Landscapes
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は自動車エンジン室の空気調和装置に係り、特に
自動車停止時のエンジン室の冷却に好適な空気調和装置
の運転方法に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an air conditioner for an automobile engine compartment, and more particularly to a method of operating an air conditioner suitable for cooling the engine compartment when the automobile is stopped.
従来の自動車エンジン室の空気調和装置について第７図
により説明する。ボンネット２内部のエンジン室１には
エンジン３、冷却ファン５、ラジェータ７、コンデンサ
６が設けら九ている。４はフロントガラス、８はフロン
トグリル、９はバンパを示す。第７図に示した従来例で
はエンジン３の熱は冷却水を介してラジエータフにより
外気中に放出する。このラジェータ７は、自動車が高速
走行中には、フロントグリル８からコンデンサ６を介し
て流入する空気により冷却される。またこの場合、ラジ
ェータ７を冷却した風は冷却ファン５を介して、エンジ
ン３周囲を流れて、エンジン３の下部に流出する。一方
、コンデンサ６はターラ用のサイクル部品として設置さ
れ、冷媒の熱を大気中に放出し再び液状にするためのも
のである。A conventional air conditioner for an automobile engine compartment will be explained with reference to FIG. An engine compartment 1 inside a bonnet 2 is provided with an engine 3, a cooling fan 5, a radiator 7, and a condenser 6. 4 indicates a windshield, 8 indicates a front grill, and 9 indicates a bumper. In the conventional example shown in FIG. 7, heat from the engine 3 is released into the outside air by a radiator tube via cooling water. The radiator 7 is cooled by air flowing from the front grille 8 through the condenser 6 while the vehicle is running at high speed. Further, in this case, the air that has cooled the radiator 7 flows around the engine 3 via the cooling fan 5 and flows out to the lower part of the engine 3. On the other hand, the condenser 6 is installed as a cycle component for Tala, and is used to release the heat of the refrigerant into the atmosphere and liquefy it again.
コンデンサ６はラジェータ７の前方に設置されることが
多い。The condenser 6 is often installed in front of the radiator 7.
自動車が低速走行中、又は停止中（アイドリング）にな
ると、フロントグリル８を介して進入する空気量が少な
くなり、コンデンサ６、ラジェータ７及びエンジン３の
冷却が充分でなくなる。このためエンジン３直結の冷却
ファン５を運転する。When the vehicle is running at a low speed or is stopped (idling), the amount of air that enters through the front grille 8 decreases, and the condenser 6, radiator 7, and engine 3 are not sufficiently cooled. For this purpose, the cooling fan 5 directly connected to the engine 3 is operated.
この冷却ファン５はエンジン室の温度が所定の温度を超
えたときに起動し、所定の温度以下になると停止する。The cooling fan 5 starts when the temperature of the engine compartment exceeds a predetermined temperature, and stops when the temperature falls below a predetermined temperature.
冷却ファン５はエンジン３と直結し、冷却ファン５の風
はエンジン３に直接衝突することになる。The cooling fan 5 is directly connected to the engine 3, and the wind from the cooling fan 5 directly collides with the engine 3.
このためこの場合の冷却ファン５の性能は、冷却ファン
５の真後３に物体が近傍して存在する場合の性能に比べ
て低下することになる。このことは公知である。また、
自動車の低速走行又は停止中には、冷却ファン５の風は
エンジン３周囲に分散するため、エンジン室１の上部に
は温度成層化により高温の空気領域ができやすい。この
高温の空気がエンジン室１前方の隙間より自動車前方に
流れ、コンデンサ６前方や、ラジェータ７の前方からそ
れぞれ進入しやすい。このため、コンデンサ６やラジェ
ータ７の冷却性能が低下する。Therefore, the performance of the cooling fan 5 in this case is lower than the performance when an object is present in the vicinity directly behind the cooling fan 5 . This is known. Also,
When the automobile is running at low speed or stopped, the air from the cooling fan 5 is dispersed around the engine 3, so that a high-temperature air region is likely to be formed in the upper part of the engine compartment 1 due to temperature stratification. This high-temperature air flows toward the front of the vehicle through the gap in front of the engine compartment 1, and easily enters from the front of the condenser 6 and the radiator 7, respectively. Therefore, the cooling performance of the condenser 6 and the radiator 7 deteriorates.
なお、この種の装置として関連するものには例えば特開
昭５９−１．３７２］、］号（ＵＳ８３第４６０２２９
号）が挙げられる。Incidentally, related devices of this type include, for example, Japanese Patent Application Laid-Open No. 59-1.372], ] (US83 No. 460229).
).
上記従来技術は、自動車の低速走行中及び停止中の冷却
ファン運転時において、冷却ファンの性能効率の点につ
いて配慮がなされておらず、エンジン室上部に高温の空
気が溜りやすく、この高温空気がエンジン室の前方から
コンデンサやラジェータに回り込み、コンデンサやラジ
ェータの性能が充分に維持できなくなるこがあるという
問題があった。The above conventional technology does not take into account the performance efficiency of the cooling fan when the vehicle is running at low speed or when the cooling fan is stopped, and high-temperature air tends to accumulate in the upper part of the engine compartment. There has been a problem in that the condensate enters the condenser and radiator from the front of the engine compartment, making it impossible to maintain sufficient performance of the condenser and radiator.
本発明の目的は、自動車の低速走行中又は、停止中にお
いて冷却ファンの性能を向上させ、コンデンサ及びラジ
ェータの冷却性能を確保することにある。An object of the present invention is to improve the performance of a cooling fan and ensure the cooling performance of a condenser and radiator while an automobile is running at low speed or stopped.
Ｃ問題点を解決するための手段〕
上記目的は、冷却ファンからの風をエンジン上部に吹き
つけ可能とした冷却ファン出口風路構造を設け、出口風
路構造部の開口位置を周期的に変えることにより達成さ
れる。Means for Solving Problem C] The above purpose is to provide a cooling fan outlet air passage structure that allows air from the cooling fan to be blown onto the upper part of the engine, and to periodically change the opening position of the outlet air passage structure. This is achieved by
冷却ファンの出口風路構造では、冷却ファン運転中、垂
直断面の上半分の風路を開口部とする。In the outlet air passage structure of the cooling fan, the upper half of the air passage in the vertical cross section serves as an opening during operation of the cooling fan.
この間［］部に傾きを持たせることにより、冷却ファン
からの風はこの開口部を介してエンジン上部に集中的に
吹きつけることになるのでエンジン冷却効率が向上する
。また、冷却ファンの出口風路構造における開口部位置
を周期的に変えることにより、冷却ファンからの風の方
向が変わりエンジン室」二部に滞留した空気は撹拌され
、エンジン室の温度を均一化することができる。By providing an inclination to this part [ ], the air from the cooling fan is blown intensively onto the upper part of the engine through this opening, thereby improving engine cooling efficiency. In addition, by periodically changing the opening position in the cooling fan's outlet air passage structure, the direction of the air from the cooling fan changes, and the air stagnant in the engine compartment is agitated, making the temperature of the engine compartment uniform. can do.
以下、本発明の一実施例を第１図〜第６図に基づいて説
明する。Hereinafter, one embodiment of the present invention will be described based on FIGS. 1 to 6.
第１図はエンジン室の垂直断面を示したものである。１
０は風路分割器、１１は風路調節器、１．５は風路調節
器１］を駆動するためのアクチュエータを示す。第１図
において自動車低速走行時及び停止時には、アクチュエ
ータ１５により風路調節器１１が作動し、冷却ファン５
から風路分割器１０を介してエンジン室１に流入する空
気の方向を調節する。一方、自動車高速走行時でかつエ
ンジン室１−の温度が所定の範囲内にあるときには冷却
ファン５は停止状態にあり、風路分割器１０からの風は
均等にエンジン室１内へ流入する。FIG. 1 shows a vertical section of the engine compartment. 1
0 represents an air path divider, 11 represents an air path adjuster, and 1.5 represents an actuator for driving the air path adjuster 1. In FIG. 1, when the car is running at low speed or stopped, the actuator 15 operates the air path regulator 11, and the cooling fan 5
The direction of air flowing into the engine compartment 1 from the air path divider 10 is adjusted. On the other hand, when the vehicle is traveling at high speed and the temperature of the engine compartment 1- is within a predetermined range, the cooling fan 5 is in a stopped state, and the air from the air path divider 10 flows evenly into the engine compartment 1.
第２図は、第１図の風路分割器ｉ−０及び風路調節器】
１の部分の断面を拡大した図である。］２及び】−３は
軸受を示す。風路分割器１０はエンジン３とつながって
おり、固定している。風路調節器１１は軸受１３と一体
となっており可動する構造となっている。Figure 2 shows the air path divider i-0 and air path adjuster in Figure 1]
1 is an enlarged cross-sectional view of part 1; FIG. ]2 and ]-3 indicate bearings. The air path divider 10 is connected to the engine 3 and is fixed. The air path regulator 11 is integrated with a bearing 13 and has a movable structure.
第３図は、風路分割器１０及び風路調節器１１の斜斜図
を示す。風路分割器１０は第３図に示すように開口部１
．Ｏｏと、閉止部１０ｃが交互に設けられ、冷却ファン
の風は開口部］Ｏｏのみを通過できるようになっている
。風路調節器１１も同様に冷却ファン５の風を通す開口
部１１０及び、風を通さない閉止部１．１．ｃより構成
する。FIG. 3 shows a perspective view of the air path divider 10 and the air path adjuster 11. The air path divider 10 has an opening 1 as shown in FIG.
．． Oo and the closing portions 10c are provided alternately, so that the air from the cooling fan can only pass through the opening Oo. Similarly, the air path controller 11 has an opening 110 through which the air of the cooling fan 5 passes, and a closing portion 1.1.1 which does not allow air to pass through. It consists of c.
第４図は風路分割器１０及び風路調節器１］を自動車の
後方すなわちエンジン室１側から観た図を示す。第４図
（ａ）、（ｂ）は冷却ファン５運転時に風路調節器１１
の動作例を示す。第４図では風路分割器１０を１２分割
し、開口部を１０ｏｚ〜。８とし、閉止部を１００１〜
ｃ６とした。風路調節器１１は、風路分割器１０の１／
２で構成し、開口部を１１ｏｘ−ｏａ 、閉止部を１ｌ
ｃｚ〜ｃ８とした。開口部１００１〜ｏ６及び１ｌｏｉ
−ｏａはそれぞれ風を通すことができ、閉止部１０ｃｉ
〜。６及び１１ｃｚ−ｃａはそれぞれ風をさえぎる。風
路分割器１０と風路調節器１１は第２図に示すように隣
接させて使用するものである。第４図の（ａ）は、風路
調節器をＯｏより時計方向にＯだけ回転させた場合を示
す。風路分割器１０と風路調節器１１を冷却ファン５の
軸１４を中心に重ね合せると、風路分割器１ｏでは開口
部１００８と閉止部１１ＣＩ、開口部１００４と閉止部
１１ｃ２、開口部１０ｏ５と閉止部１１ｃ８がそれぞれ
重なり、開口部１０ｏａ、 ０４＋。５は閉止状態とな
り風を通さない。この場合では、風路分割器１０の開口
部１００１１ ｏ２．０８のみが開口状態を維持し、冷
却ファン５の風を通すことができる。FIG. 4 shows a view of the air path divider 10 and the air path adjuster 1 as viewed from the rear of the automobile, that is, from the engine compartment 1 side. FIGS. 4(a) and 4(b) show the air passage controller 11 when the cooling fan 5 is operating.
Here is an example of how it works. In FIG. 4, the air path divider 10 is divided into 12 parts, and the openings are 10 oz. 8, and the closing part is 1001~
It was set as c6. The air path controller 11 is located at 1/1 of the air path divider 10.
2, the opening part is 11ox-oa and the closing part is 1l.
It was set as cz to c8. Openings 1001 to o6 and 1loi
- Each oa can pass the wind, and the closing part 10ci
~. 6 and 11 cz-ca each block the wind. The air path divider 10 and the air path regulator 11 are used adjacent to each other as shown in FIG. FIG. 4(a) shows the case where the air passage controller is rotated by O clockwise from Oo. When the air path divider 10 and the air path adjuster 11 are overlapped around the axis 14 of the cooling fan 5, the air path divider 1o has an opening 1008 and a closing portion 11CI, an opening 1004 and a closing portion 11c2, and an opening 10o5. and the closing portion 11c8 overlap, respectively, and the opening portions 10oa and 04+. 5 is in a closed state and does not allow air to pass through. In this case, only the opening 10011 o2.08 of the air path divider 10 remains open, allowing the air from the cooling fan 5 to pass through.
次に第４図（ｂ）は風路調節器を反時計方向に０だけ回
転させた場合を示す。風路分割器１０と風路調節器１１
を冷却ファン５の軸１４を中心に重ね合せると、風路分
割器１０の開口部１０ｏ２は閉止部１１ｃｚにより、開
口部１０ｏ８は閉止部１１ｃ２により、開口部１０ｏ４
は閉止部１１ｃ８によりそれぞれ閉止され、風を通さな
い。開口部１０ｏｚ、。５゜ｏａは開口状態であり、風
を通す。Next, FIG. 4(b) shows the case where the air passage regulator is rotated by 0 in the counterclockwise direction. Air path divider 10 and air path regulator 11
When overlapped with each other around the shaft 14 of the cooling fan 5, the opening 10o2 of the air path divider 10 is closed by the closing part 11cz, the opening 10o8 is closed by the closing part 11c2, and the opening 10o4 is closed by the closing part 11c2.
are respectively closed by closing portions 11c8, preventing air from passing through. Opening 10oz. 5° oa is open and allows air to pass through.
このように第４図（ａ）、（ｂ）では風路調節器１０の
動作により、風路分割器１０の開口部は１０ｏｌ、 ｏ
２ｔ ｏｓから１０ｏｆ、 ＯＢ＋ Ｏｓに変わる。風
路分割器１０を固定し、風路調節器１１の動作を第４図
の（ａ）、（ｂ）のように繰返すことにより、風路分割
器１０の風路開口部の位置が変わり、風路分割器１０を
通る冷却ファン５からの風の方向が変わる。In this way, in FIGS. 4(a) and 4(b), due to the operation of the air path regulator 10, the opening of the air path divider 10 is 10 ol, o
Change from 2t os to 10of, OB+ os. By fixing the air path divider 10 and repeating the operation of the air path adjuster 11 as shown in FIGS. 4(a) and (b), the position of the air path opening of the air path divider 10 changes, The direction of the air from the cooling fan 5 passing through the air path divider 10 changes.
一方、高速走行時でかつエンジン室１の温度が所定の範
囲内にあるときには、冷却ファン５は停止状態にある。On the other hand, when the vehicle is running at high speed and the temperature of the engine compartment 1 is within a predetermined range, the cooling fan 5 is in a stopped state.
その場合には、風路調節器１１の傾きがゼロ、すなわち
風路調節器１１の位置が第４図の（ａ）と（ｂ）の中間
位置にある。風路調節器１１と風路分割器１０を重ね合
わせると、風路分割器１０の１００１１ ｏ２ｔ ｏａ
ｔ ｏ４＋ ｏ５＋ ａｓがすべて開口部となる。従来
の構造においても冷却ファン５の風路開口面積は減少し
、開口面積が１／２に減る。本発明の風路分割器１０に
おいても従来例と同様にエンジン室１への流況に影響は
ない。In that case, the inclination of the air path adjuster 11 is zero, that is, the position of the air path adjuster 11 is at an intermediate position between (a) and (b) in FIG. 4. When the air path regulator 11 and the air path divider 10 are overlapped, the air path divider 10 has 10011 o2t oa
t o4+ o5+ as are all openings. Even in the conventional structure, the air passage opening area of the cooling fan 5 is reduced, and the opening area is reduced to 1/2. Similarly to the conventional example, the air flow divider 10 of the present invention does not affect the flow condition to the engine compartment 1.
風路調節器１１は低速運転中又は停止中には、第４図の
（ａ）と（ｂ）に示す動作を繰返す。冷却ファン停止中
には風路調節器は第４図の（ａ）と（ｂ）の中間位置に
ある。なお、高速走行中には風路調節器は常に第４図の
（ａ）と（ｂ）の中間位置にあるものとする。The air path regulator 11 repeats the operations shown in FIGS. 4(a) and 4(b) during low-speed operation or during stoppage. When the cooling fan is stopped, the air path controller is in the intermediate position between (a) and (b) in FIG. 4. It is assumed that during high-speed running, the air path regulator is always at an intermediate position between (a) and (b) in FIG.
第５図は風路調節器１１の駆動部を示す。１５はアクチ
ュエータ、１６は動作軸、１ ’Ｉｓ、 ２は電磁弁、
１８は真空ラインを示す。動作軸１６は先端部はフレキ
シブになっており軸受と直結している。アクチュエータ
１５により動作軸１６が上下動し、軸受１３と風路調節
器１１が動作する。風路調節器１１の動作範囲は、第４
図の（ａ）。FIG. 5 shows the drive section of the air path regulator 11. 15 is an actuator, 16 is an operating axis, 1'Is, 2 is a solenoid valve,
18 indicates a vacuum line. The operating shaft 16 has a flexible tip and is directly connected to a bearing. The actuator 15 moves the operating shaft 16 up and down, and the bearing 13 and the air path adjuster 11 operate. The operating range of the air passage controller 11 is the fourth
Figure (a).
（ｂ）及び（ａ）と（ｂ）の中間位置の計３点を往復動
作することになる。アクチュエータ１５、動作軸１６、
電磁弁１７、真空ライン１８の動作例は、特開昭６１−
５０８２１号公報に示すように、自動車用空気調和装置
のヒータユニットのドアを開閉する場合に頻繁に見られ
、公知である。本実施例のようにアクチュエータ１５の
動作軸１６が３点間を往復する例として特開昭６１．−
５０８２１号公報の図面に示すデフドア２、ベントドア
４があり、このデフドア２及びベントドア４は、アクチ
ュエータ２１．２４電磁弁２２，２３，２５．２６によ
って動作するように記されている。一方、エンジン室１
の温度を検出して冷却ファン５をオン・オフする制御も
公知であり、先述の風路調節器１１の動作制御も公知の
技術によって達成可能である。風路調節器１１を動作さ
せるためのアクチュエータ１５への負圧ラインの制御は
電磁弁１７エ。A total of three points (b) and an intermediate position between (a) and (b) are reciprocated. actuator 15, operating axis 16,
An example of the operation of the solenoid valve 17 and the vacuum line 18 is given in Japanese Patent Application Laid-Open No. 1986-
As shown in Japanese Patent No. 50821, this phenomenon is frequently seen when opening and closing the door of a heater unit of an automobile air conditioner, and is well known. As an example in which the operating axis 16 of the actuator 15 reciprocates between three points as in the present embodiment, JP-A-61. −
There is a differential door 2 and a vent door 4 shown in the drawings of Japanese Patent No. 50821, and the differential door 2 and vent door 4 are described to be operated by actuators 21, 24 and solenoid valves 22, 23, 25, 26. On the other hand, engine compartment 1
Control for turning on and off the cooling fan 5 by detecting the temperature of the fan 5 is also known, and the operation control of the air path regulator 11 described above can also be achieved by known techniques. The negative pressure line to the actuator 15 for operating the air path regulator 11 is controlled by a solenoid valve 17e.
２のオン・オフの組合せにより実施する。動作軸１６に
３個のリミットスイッチを設け、タイマーを付加し、タ
イマーからの信号に応じて電磁弁１７ｚ、 ２のオン・
オフを行えば、風路調節器の動作が変わる。風路調節器
１１の動作周期はこのタイマの周期を変えることにより
行う。なおこのタイマは、あらかじめ所定の時間毎に出
力信号を出し、たとえば電磁弁１７１をオンにし、次に
電磁弁１７２をオンにし、さらに電磁弁１７１をオフに
するという動作を繰返すことにより、アクチュエータ１
５内の隔壁をはさんだ２つのボックス内の負圧状態が変
わり、動作軸がアクチュエータ１５の負圧状態に応じて
上下動する。タイマ、リミット、スイッチは汎用品であ
る。It is carried out by a combination of on and off of 2. Three limit switches are provided on the operating axis 16, a timer is added, and the solenoid valves 17z and 2 are turned on and off according to the signal from the timer.
If you turn it off, the operation of the airflow controller will change. The operating cycle of the air path regulator 11 is determined by changing the cycle of this timer. Note that this timer outputs an output signal at predetermined intervals in advance, and repeats the operation of turning on the solenoid valve 171, then turning on the solenoid valve 172, and then turning off the solenoid valve 171, thereby controlling the actuator 1.
The negative pressure state in the two boxes sandwiching the partition wall in the actuator 5 changes, and the operating axis moves up and down in accordance with the negative pressure state of the actuator 15. Timers, limits, and switches are general-purpose products.
なお、車の走行状態は車の速度切換ギアの位置によって
容易に判定できる。Note that the running state of the vehicle can be easily determined by the position of the speed switching gear of the vehicle.
第６図は冷却ファン５の性能曲線を示す。本実施例のよ
うに冷却ファン５からエンジン室１への風路構造を調節
することにより風量を増加することができる。すなわち
本実例では冷却ファン５運転中に冷却ファン５からの風
をエンジン３上部に集中的に送ることにより、従来のエ
ンジン３直接に風を衝突させる方法よりもファン性能が
向上する。また冷却ファン３運転時は、自動車低速走行
又は停止時が多く、エンジンからの発熱量は高速運転時
に比べて低くなっており、エンジン上部を集中的に冷や
すことが有効である。FIG. 6 shows a performance curve of the cooling fan 5. By adjusting the air passage structure from the cooling fan 5 to the engine compartment 1 as in this embodiment, the air volume can be increased. That is, in this example, by sending the air from the cooling fan 5 intensively to the upper part of the engine 3 while the cooling fan 5 is in operation, the fan performance is improved compared to the conventional method of directly colliding the air with the engine 3. Furthermore, when the cooling fan 3 is operating, the vehicle is often running at low speed or stopped, and the amount of heat generated from the engine is lower than when driving at high speed, so it is effective to intensively cool the upper part of the engine.
以上、本実施例によれば冷却ファン５からの風をエンジ
ン上部に吹きつけ、エンジンを効果的に冷却できると同
時に、冷却ファンの性能を向上させることができる。ま
た冷却ファンからエンジン室への風の方向を周期的に変
えることができるのでエンジン上部に滞留しやすい高温
空間領域を破壊し、エンジン室の温度分布を均一にでき
る。さらにエンジン室の隙間からコンデンサやラジェー
タ入口に回り込む空気の温度を下げることができるので
コンデンサやラジェータの温風による性能低下を防止す
ることができる。As described above, according to this embodiment, the wind from the cooling fan 5 is blown onto the upper part of the engine, thereby making it possible to effectively cool the engine and at the same time improving the performance of the cooling fan. In addition, since the direction of the air flowing from the cooling fan to the engine compartment can be changed periodically, the high-temperature space region that tends to stay in the upper part of the engine can be destroyed, and the temperature distribution in the engine compartment can be made uniform. Furthermore, it is possible to lower the temperature of the air that flows into the condenser and radiator inlet through the gap in the engine compartment, thereby preventing performance deterioration due to hot air in the condenser and radiator.
本実施例によれば冷却ファンからの風をエンジン上部に
効果的に吹きつけるよう風路構造を変えることにより冷
却ファンの性能を上げ、エンジンを有効に冷却できる。According to this embodiment, by changing the air passage structure so that the air from the cooling fan is effectively blown onto the upper part of the engine, the performance of the cooling fan can be improved and the engine can be effectively cooled.
また冷却ファンからの風の方向を周期的に変えることに
よりエンジン室の不均一な温度分布を均一にし、エンジ
ン室の温度を下げる効果がある。In addition, by periodically changing the direction of the air from the cooling fan, uneven temperature distribution in the engine compartment is made uniform, which has the effect of lowering the temperature in the engine compartment.
第１図は本発明の一実施例のエンジン室の縦断面図、第
２図は第１図の１部を示した縦断面図、第３図は風路分
割器及び風路調節器の斜視図、第４図は、第３図の正面
図、第５図は第３図にアクチュエータを含めた斜視図、
第６図は冷却ファンの性能曲線図、第７図は従来例のエ
ンジン室の縦断面図である。
１・・・エンジン室、３・・・エンジン、５・・・冷却
ファン。
６・・・コンデンサ、７・・・ラジェータ、１０・・・
風路分割器、１１・・・風路調節器、１２．１３・・・
軸受、１４・・・冷却ファンの軸、１５・・・アクチュ
エータ、１６・・・動作軸、１７・・・電磁弁、１８・
・・真空ライン。
第 １ 閉
１１１．エンジン室
３、・・Ｌンレ゛ン
Ｓ・・・冷却ファン
ム・・・コンテ°゛ン火
２・・・ラレ゛ニー７
ｇ−フロンドブｒｐｔＬ／
ＩＳ・・・アワ、九エーク
第２口
ｊ４ 蘭
め５ ｎ
第４吊
追′Ｖ口FIG. 1 is a vertical cross-sectional view of an engine compartment according to an embodiment of the present invention, FIG. 2 is a vertical cross-sectional view showing a part of FIG. 1, and FIG. 3 is a perspective view of an air passage divider and an air passage adjuster. Figure 4 is a front view of Figure 3, Figure 5 is a perspective view of Figure 3 including the actuator,
FIG. 6 is a performance curve diagram of a cooling fan, and FIG. 7 is a longitudinal sectional view of a conventional engine compartment. 1...Engine compartment, 3...Engine, 5...Cooling fan. 6... Capacitor, 7... Radiator, 10...
Air path divider, 11... Air path regulator, 12.13...
Bearing, 14... Shaft of cooling fan, 15... Actuator, 16... Operating axis, 17... Solenoid valve, 18...
...Vacuum line. 1st Close 111. Engine compartment 3...L-rain S...Cooling fan...Container fire 2...L-Ray 7 Me5 n 4th hanging 'V mouth
Claims (1)
車の前方より取入れた空気と、前記冷却ファンとの組合
せによりラジエータとエンジン室の温風を冷却する自動
車エンジン室の空気調和装置において、前記冷却ファン
運転時に前記冷却ファンにより駆動する風をエンジン室
上部に導くようにした風路開口部と、前記風路の開口部
を周期的に変え、前記冷却ファンからの風の方向を周期
的に変える風路開口部とで構成したことを特徴とする自
動車エンジン室の空気調和装置。1. In an air conditioner for an automobile engine compartment, a cooling fan is provided between the radiator and the engine, and a combination of air taken in from the front of the automobile and the cooling fan cools warm air in the radiator and the engine compartment. An air passage opening that guides the air driven by the cooling fan to the upper part of the engine compartment during operation, and an air passage that periodically changes the opening of the air passage and periodically changes the direction of the air from the cooling fan. 1. An air conditioner for an automobile engine room, characterized by comprising a passage opening.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4755187A JPS63215426A (en) | 1987-03-04 | 1987-03-04 | Air conditioner for automobile engine room |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4755187A JPS63215426A (en) | 1987-03-04 | 1987-03-04 | Air conditioner for automobile engine room |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS63215426A true JPS63215426A (en) | 1988-09-07 |
Family
ID=12778296
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4755187A Pending JPS63215426A (en) | 1987-03-04 | 1987-03-04 | Air conditioner for automobile engine room |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63215426A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012017521A1 (en) * | 2010-08-03 | 2012-02-09 | トヨタ自動車株式会社 | Cooling structure for vehicles |
-
1987
- 1987-03-04 JP JP4755187A patent/JPS63215426A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012017521A1 (en) * | 2010-08-03 | 2012-02-09 | トヨタ自動車株式会社 | Cooling structure for vehicles |
| JP5131410B2 (en) * | 2010-08-03 | 2013-01-30 | トヨタ自動車株式会社 | Vehicle cooling structure |
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