WO2016117377A1 - Control device of blower for vehicle - Google Patents

Control device of blower for vehicle Download PDF

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Publication number
WO2016117377A1
WO2016117377A1 PCT/JP2016/050388 JP2016050388W WO2016117377A1 WO 2016117377 A1 WO2016117377 A1 WO 2016117377A1 JP 2016050388 W JP2016050388 W JP 2016050388W WO 2016117377 A1 WO2016117377 A1 WO 2016117377A1
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WIPO (PCT)
Prior art keywords
engine
blower
vehicle
air
control device
Prior art date
Application number
PCT/JP2016/050388
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French (fr)
Japanese (ja)
Inventor
英樹 大矢
位司 安田
喜行 若原
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株式会社デンソー
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Publication of WO2016117377A1 publication Critical patent/WO2016117377A1/en

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

Definitions

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

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

Abstract

This blower (26) is capable of blowing air in a first blowing direction to introduce air from the outside of an engine room (12) into the engine room which accommodates an engine (14), and in a second blowing direction to discharge air inside the engine room to the outside of the engine room. Moreover, the blower blows air in the first blowing direction while the engine is running. A control device of the blower is provided with a determining unit (S01) for determining whether the running engine has been stopped, and a blowing control unit (S02). The blowing control unit causes the blower to blow air in the second blowing direction when the determining unit determines that the running engine has been stopped.

Description

車両用送風機の制御装置Control device for blower for vehicle 関連出願への相互参照Cross-reference to related applications
　本出願は、２０１５年１月２０日に出願された日本特許出願番号２０１５－８７３５号に基づくもので、ここにその記載内容が参照により組み入れられる。 This application is based on Japanese Patent Application No. 2015-8735 filed on January 20, 2015, the contents of which are incorporated herein by reference.
　本開示は、車両用送風機の作動を制御する制御装置に関するものである。 The present disclosure relates to a control device that controls the operation of a vehicle blower.
　従来から知られている特許文献１には、自動車道路トンネルの天井に設置されている換気ファンが開示されている。この特許文献１の換気ファンは軸流式の送風機であり、正回転と逆回転との何れでも作動させられる。すなわち、特許文献１の換気ファンは送風方向を適宜反転させるように制御される。 Conventionally known Patent Document 1 discloses a ventilation fan installed on the ceiling of an automobile road tunnel. The ventilation fan of this patent document 1 is an axial-flow type blower, and can be operated by either forward rotation or reverse rotation. That is, the ventilation fan of Patent Document 1 is controlled so as to appropriately reverse the blowing direction.
特開２００９－９７４３０号公報JP 2009-97430 A
　ところで、車両においてエンジンは発熱源であるので、エンジンが収容されているエンジンルーム内の各部品への熱害を防止する必要がある。そのため、例えばエンジンが停止した場合には、エンジンルーム内に溜まった熱を早期に排出することが望ましい。 By the way, since the engine is a heat generation source in the vehicle, it is necessary to prevent thermal damage to each component in the engine room in which the engine is accommodated. Therefore, for example, when the engine is stopped, it is desirable to exhaust the heat accumulated in the engine room at an early stage.
　また、エンジンルームには従来から送風機が設けられてはいるものの、この従来の送風機は、専らエンジンルーム内へ外気を送り込むように作動するものであった。そして、従来の送風機はエンジンが停止した際には基本的に停止し、場合によっては作動することもあるが、そのようにエンジン停止の際に作動する場合であっても、専らエンジンルーム内へ外気を送り込むように作動するものであった。 In addition, although a blower has been conventionally provided in the engine room, this conventional blower operates exclusively to send outside air into the engine room. The conventional blower is basically stopped when the engine is stopped, and may be operated in some cases. However, even when the engine is operated when the engine is stopped, the blower is mainly moved into the engine room. It acted to send outside air.
　これに対し、上記特許文献１の換気ファンは送風方向を反転させるものであるが、送風方向を反転させる送風機が車両に適用された事例はない。更に言えば、車両の上記熱害に対する対策として、駆動中のエンジンが停止させられた場合に送風機の送風方向をエンジン駆動中の向きに対して反転する送風機制御が行われるということは一切無かった。発明者の詳細な検討の結果、以上のようなことが見出された。 On the other hand, although the ventilation fan of the said patent document 1 reverses a ventilation direction, there is no example where the air blower which reverses a ventilation direction was applied to the vehicle. Furthermore, as a countermeasure against the heat damage of the vehicle, there is no blower control that reverses the blowing direction of the blower with respect to the direction of driving the engine when the engine being driven is stopped. . As a result of detailed studies by the inventor, the above has been found.
　本開示は上記点に鑑みて、駆動中のエンジンが停止させられた場合に送風機をエンジン駆動中の向きに対する逆向きの送風方向で作動させることで、エンジンルーム内に設けられた部品への熱害を防止することができる車両用送風機の制御装置を提供することを目的とする。 In view of the above points, the present disclosure is configured such that when a driving engine is stopped, heat is applied to components provided in the engine room by operating a blower in a direction opposite to the direction in which the engine is driven. It aims at providing the control device of the blower for vehicles which can prevent harm.
　上記目的を達成するため、本開示の１つの観点によれば、車両用送風機の制御装置は、車両用のエンジンが収容されているエンジンルーム内へエンジンルーム外の空気を流入させる第１送風方向へとエンジンの駆動中に送風する送風機の制御装置であって、
　駆動中のエンジンが停止させられたか否かを判定する判定部と、
　送風制御部とを備え、
　送風機は、第１送風方向へ送風可能であることに加え、エンジンルーム内の空気をエンジンルーム外へと排出する第２送風方向へも送風可能であり、
　送風制御部は、駆動中のエンジンが停止させられたと判定部によって判定された場合に、送風機に第２送風方向へと送風させる。 In order to achieve the above object, according to one aspect of the present disclosure, a control device for a blower for a vehicle causes a first blow direction in which air outside the engine room flows into an engine room in which the engine for the vehicle is accommodated. A control device for a blower that blows air while driving the engine,
A determination unit for determining whether or not the driving engine is stopped;
A ventilation control unit,
In addition to being able to blow in the first blowing direction, the blower can also blow in the second blowing direction for discharging the air in the engine room to the outside of the engine room,
The blower control unit causes the blower to blow air in the second blowing direction when it is determined by the determination unit that the driving engine has been stopped.
　このように、送風制御部は、駆動中のエンジンが停止させられたと判定部によって判定された場合に、送風機に、エンジンルーム内の空気をエンジンルーム外へと排出する第２送風方向へと送風させる。そのため、エンジンが停止した場合にエンジンルーム内に溜まった熱を早期にエンジンルーム外へと排出することが可能である。従って、エンジンルーム内に設けられた部品への熱害を防止することができる。 As described above, when the determination unit determines that the driving engine is stopped, the air blowing control unit blows air to the blower in the second air blowing direction for discharging the air in the engine room to the outside of the engine room. Let Therefore, when the engine is stopped, the heat accumulated in the engine room can be discharged out of the engine room at an early stage. Therefore, it is possible to prevent heat damage to the components provided in the engine room.
第１実施形態において電子制御装置とその電子制御装置が適用された車両のエンジンルームを含む車両フロント部分の断面とを模式的に示した模式図である。It is the schematic diagram which showed typically the cross section of the vehicle front part containing the engine room of the vehicle to which the electronic control apparatus and the electronic control apparatus were applied in 1st Embodiment. 図１に示す車両フロント部分の断面の模式図に第１送風方向の空気流れを矢印ＦＬ１として描き入れた図である。It is the figure which drawn the air flow of the 1st ventilation direction as arrow FL1 in the schematic diagram of the cross section of the vehicle front part shown in FIG. 図１に示す車両フロント部分の断面の模式図に第２送風方向の空気流れを矢印ＦＬ２として描き入れた図である。It is the figure which drawn the air flow of the 2nd ventilation direction as arrow FL2 in the schematic diagram of the cross section of the vehicle front part shown in FIG. 図１に示すファン単体を車両前方から見た図、すなわち、図１におけるファン単体のIV矢視図である。FIG. 4 is a view of the single fan shown in FIG. 1 as viewed from the front of the vehicle; 第１実施形態において、エンジンが停止された際の送風機制御を行う制御処理を示したフローチャートである。In 1st Embodiment, it is the flowchart which showed the control processing which performs air blower control when an engine is stopped. 第１実施形態と対比される比較例において、コンピュータシミュレーションの結果を示すエンジンルームの温度分布図である。In the comparative example contrasted with 1st Embodiment, it is a temperature distribution map of the engine room which shows the result of a computer simulation. 第１実施形態において、上記コンピュータシミュレーションの結果を示すエンジンルームの温度分布図である。In 1st Embodiment, it is a temperature distribution map of the engine room which shows the result of the said computer simulation.
　以下、本開示の実施形態について図に基づいて説明する。なお、後述する他の実施形態を含む以下の各実施形態相互において、互いに同一もしくは均等である部分には、図中、同一符号を付してある。 Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the following embodiments including other embodiments described later, the same or equivalent parts are denoted by the same reference numerals in the drawings.
　（第１実施形態）
　図１は、本実施形態において電子制御装置５０とその電子制御装置５０が適用された車両１０のエンジンルーム１２を含む車両フロント部分の断面とを模式的に示した模式図である。図１において矢印ＤＲ１は車両１０の前後方向ＤＲ１を示し、矢印ＤＲ２は車両１０の上下方向ＤＲ２を示している。 (First embodiment)
FIG. 1 is a schematic diagram schematically showing a cross section of a vehicle front portion including an engine room 12 of a vehicle 10 to which the electronic control device 50 and the electronic control device 50 are applied in the present embodiment. In FIG. 1, an arrow DR1 indicates the front-rear direction DR1 of the vehicle 10, and an arrow DR2 indicates the up-down direction DR2 of the vehicle 10.
　図１に示すように、車両１０は、エンジン１４が車両前方に搭載されたエンジン車両である。車両１０は、車両ボデー１６、車両フード１８、エンジン１４、クーリングモジュール２０、電子制御装置５０、および、イグニッションスイッチ５２などを備えている。 As shown in FIG. 1, the vehicle 10 is an engine vehicle in which an engine 14 is mounted on the front side of the vehicle. The vehicle 10 includes a vehicle body 16, a vehicle hood 18, an engine 14, a cooling module 20, an electronic control device 50, an ignition switch 52, and the like.
　エンジンルーム１２は車両ボデー１６および車両フード１８に取り囲まれることによって形成されている。具体的に、エンジンルーム１２は車両１０の中で前方に設けられ、エンジンルーム１２内にはエンジン１４が収容されている。エンジンルーム１２の上方は車両フード１８で覆われ、車両幅方向（すなわち、車両左右方向）におけるエンジンルーム１２の両側はそれぞれ、車両ボデー１６の一部である不図示の側面パネルで覆われている。 The engine room 12 is formed by being surrounded by a vehicle body 16 and a vehicle hood 18. Specifically, the engine room 12 is provided in front of the vehicle 10, and the engine 14 is accommodated in the engine room 12. The upper part of the engine room 12 is covered with a vehicle hood 18, and both sides of the engine room 12 in the vehicle width direction (that is, the vehicle left-right direction) are covered with side panels (not shown) that are part of the vehicle body 16. .
　また、エンジンルーム１２の後方は車両ボデー１６の一部であるダッシュパネル１６１で覆われている。ダッシュパネル１６１は、エンジンルーム１２に対する後方に形成された車室とエンジンルーム１２とを隔てる隔壁である。 The rear of the engine room 12 is covered with a dash panel 161 that is a part of the vehicle body 16. The dash panel 161 is a partition wall that separates the engine room 12 from a vehicle compartment formed behind the engine room 12.
　その一方で、エンジンルーム１２の前方は、エンジンルーム１２外の空気すなわち外気をエンジンルーム１２内に流通させるために開口している。すなわち、車両１０においてエンジンルーム１２の前方には、エンジンルーム１２から開口した開口孔１２ａが形成されている。 On the other hand, the front of the engine room 12 is opened to circulate the air outside the engine room 12, that is, the outside air, into the engine room 12. That is, an opening 12 a that opens from the engine room 12 is formed in front of the engine room 12 in the vehicle 10.
　エンジン１４は車両１０の駆動力源であり、ガソリンエンジンまたはディーゼルエンジンなどの内燃機関である。エンジン１４は、例えば排気系部品の１つとしてエキゾーストマニホールド１４１を有している。そのエキゾーストマニホールド１４１は、エンジン１４の燃焼ガスを集合させて排気管へと流す多岐管である。すなわち、エキゾーストマニホールド１４１にはエンジン１４の燃焼直後の燃焼ガスが流れるので、発熱するエンジン１４の中でも高温の熱源となるものである。エキゾーストマニホールド１４１は、図１に示すように、エンジン１４の中で車両後方寄りに配置されている。 The engine 14 is a driving force source of the vehicle 10 and is an internal combustion engine such as a gasoline engine or a diesel engine. The engine 14 has, for example, an exhaust manifold 141 as one of exhaust system parts. The exhaust manifold 141 is a manifold that collects the combustion gas of the engine 14 and flows it to the exhaust pipe. That is, since the combustion gas immediately after combustion of the engine 14 flows through the exhaust manifold 141, it becomes a high-temperature heat source among the engines 14 that generate heat. As shown in FIG. 1, the exhaust manifold 141 is disposed in the engine 14 closer to the rear of the vehicle.
　また、エンジン１４はエンジンルーム１２内に収容されているが、エンジン１４とエンジン１４の上方に配置された車両フード１８との間には、エンジン上部隙間１２ｂとしての空間１２ｂが形成されている。このエンジン上部隙間１２ｂはエンジンルーム１２内においてエンジン１４の前方と後方との間で空気が流通できるように、すなわち、エンジン１４の前方の空間と後方の空間１２ｃとをつなぐように形成されている。 Further, the engine 14 is housed in the engine room 12, but a space 12b is formed as an engine upper gap 12b between the engine 14 and the vehicle hood 18 disposed above the engine 14. The engine upper gap 12b is formed in the engine room 12 so that air can flow between the front and rear of the engine 14, that is, to connect the space in front of the engine 14 and the space 12c in the rear. .
　クーリングモジュール２０は、車両１０に搭載された空調装置の冷媒とエンジン冷却水とを冷却すると共にエンジンルーム１２内に送風するユニットであり、エンジンルーム１２前方の開口孔１２ａに設けられている。クーリングモジュール２０は、空調用の凝縮器２２とラジエータ２４と送風機２６とを含んで構成されている。そして、この凝縮器２２、ラジエータ２４、および送風機２６は、車両前方から順に、凝縮器２２、ラジエータ２４、送風機２６の順番で配置されている。そのため、送風機２６は、エンジンルーム１２内にて空気流れを生じさせると共に、凝縮器２２およびラジエータ２４に空気を流す。 The cooling module 20 is a unit that cools the refrigerant of the air conditioner mounted on the vehicle 10 and the engine cooling water and blows air into the engine room 12. The cooling module 20 is provided in the opening 12 a in front of the engine room 12. The cooling module 20 includes an air conditioning condenser 22, a radiator 24, and a blower 26. And this condenser 22, the radiator 24, and the air blower 26 are arrange | positioned in order of the condenser 22, the radiator 24, and the air blower 26 in order from the vehicle front. Therefore, the blower 26 generates an air flow in the engine room 12 and causes air to flow through the condenser 22 and the radiator 24.
　また、ダッシュパネル１６１と送風機２６との位置関係に着目すると、送風機２６は、エンジン１４を挟んでダッシュパネル１６１とは反対側に配置されている。言い換えれば、送風機２６は、エンジン１４に対する一方側である車両前方に配置され、且つ、エンジンルーム１２は、エンジン１４に対する他方側である車両後方を壁１６１としてのダッシュパネル１６１で塞がれている。 Further, paying attention to the positional relationship between the dash panel 161 and the blower 26, the blower 26 is disposed on the opposite side of the dash panel 161 with the engine 14 interposed therebetween. In other words, the blower 26 is disposed in front of the vehicle on one side with respect to the engine 14, and the engine room 12 is closed with a dash panel 161 serving as the wall 161 on the rear side of the vehicle with respect to the engine 14. .
　凝縮器２２は、車室内の空調を行う空調装置の一部を構成する熱交換器であり、その空調装置が有する冷凍サイクルを循環する冷媒を空気との熱交換により凝縮させる。ラジエータ２４は、エンジン１４を冷却するためのエンジン冷却水と空気との熱交換によりエンジン冷却水から放熱させる熱交換器である。送風機２６を制御する電子制御装置５０、ラジエータ２４、および送風機２６は、エンジン１４およびエンジンルーム１２内を冷却する冷却システムを構成している。 The condenser 22 is a heat exchanger that constitutes a part of an air conditioner that performs air conditioning in the passenger compartment, and condenses the refrigerant circulating in the refrigeration cycle of the air conditioner by heat exchange with air. The radiator 24 is a heat exchanger that radiates heat from the engine coolant by heat exchange between the engine coolant for cooling the engine 14 and air. The electronic control device 50, the radiator 24, and the blower 26 that control the blower 26 constitute a cooling system that cools the engine 14 and the engine room 12.
　クーリングモジュール２０の一部を構成する送風機２６は一般的な電動の軸流式送風機である。詳細には図１に示すように、送風機２６は、車両１０の前後方向ＤＲ１に空気流を生じさせるファン２６１と、そのファン２６１を回転駆動するモータ２６２とを備えている。このモータ２６２は電子制御装置５０からの制御信号に従って作動し、例えばモータ２６２の回転数および回転方向が電子制御装置５０により制御される。 The blower 26 constituting a part of the cooling module 20 is a general electric axial flow blower. Specifically, as shown in FIG. 1, the blower 26 includes a fan 261 that generates an air flow in the longitudinal direction DR <b> 1 of the vehicle 10, and a motor 262 that rotationally drives the fan 261. The motor 262 operates in accordance with a control signal from the electronic control device 50, and for example, the rotational speed and rotation direction of the motor 262 are controlled by the electronic control device 50.
　送風機２６は、エンジンルーム１２内へエンジンルーム１２外の空気を流入させる第１送風方向と、エンジンルーム１２内の空気をエンジンルーム１２外へと排出する第２送風方向とにそれぞれ送風可能となっている。その送風機２６の第１送風方向とは、送風機２６がエンジンルーム１２の車両前方に設けられているので言い換えれば、図２の矢印ＦＬ１ように送風機２６が車両前方から車両後方へと空気を流す送風方向である。また、送風機２６の第２送風方向とは、図３の矢印ＦＬ２ように送風機２６が車両後方から車両前方へと空気を流す送風方向である。図２は、図１に示す車両フロント部分の断面の模式図に第１送風方向の空気流れを矢印ＦＬ１として描き入れた図である。また、図３は、図１に示す車両フロント部分の断面の模式図に第２送風方向の空気流れを矢印ＦＬ２として描き入れた図である。 The blower 26 is capable of blowing air in a first blowing direction in which air outside the engine room 12 flows into the engine room 12 and in a second blowing direction in which the air inside the engine room 12 is discharged outside the engine room 12. ing. The first air blowing direction of the blower 26 is because the blower 26 is provided in front of the vehicle in the engine room 12. In other words, the blower 26 blows air from the front of the vehicle to the rear of the vehicle as indicated by an arrow FL1 in FIG. Direction. Moreover, the 2nd ventilation direction of the air blower 26 is an air blowing direction in which the air blower 26 flows air from the vehicle rear to the vehicle front as shown by an arrow FL2 in FIG. FIG. 2 is a diagram in which the air flow in the first air blowing direction is drawn as an arrow FL1 in the schematic cross-sectional view of the vehicle front portion shown in FIG. FIG. 3 is a diagram in which the air flow in the second air blowing direction is drawn as an arrow FL2 in the schematic diagram of the cross section of the vehicle front portion shown in FIG.
　送風機２６のファン２６１は、図４に示すように軸流式ファンである。図４は、ファン２６１単体を車両前方から見た図、すなわち、図１におけるファン２６１単体のIV矢視図である。ファン２６１は、モータ２６２に連結されたファンボス２６３と、ファンボス２６３から放射状に径方向外側へ延びる複数枚のファンブレード２６４と、複数枚のファンブレード２６４の先端がそれぞれ連結された円環状のファンリング２６５とを有している。 The fan 261 of the blower 26 is an axial flow fan as shown in FIG. 4 is a view of the fan 261 alone as viewed from the front of the vehicle, that is, a view taken along the arrow IV of the fan 261 alone in FIG. The fan 261 has an annular shape in which a fan boss 263 connected to the motor 262, a plurality of fan blades 264 extending radially outward from the fan boss 263, and a plurality of fan blades 264 are connected to each other. And a fan ring 265.
　図１に示す送風機２６の送風方向は、ファン２６１が軸流式ファンであるので、ファン２６１の回転方向に応じて反転する。例えば、送風機２６は、ファン２６１が正回転方向へ回転することで第１送風方向（すなわち、図２の矢印ＦＬ１方向）へ送風する。その一方で、送風機２６は、ファン２６１が正回転方向とは逆向きの逆回転方向へ回転することで第２送風方向（すなわち、図３の矢印ＦＬ２方向）へ送風する。 1 is reversed according to the rotation direction of the fan 261 because the fan 261 is an axial flow fan. For example, the blower 26 blows air in the first air blowing direction (that is, in the direction of the arrow FL1 in FIG. 2) as the fan 261 rotates in the normal rotation direction. On the other hand, the blower 26 blows air in the second blowing direction (that is, the direction of the arrow FL2 in FIG. 3) when the fan 261 rotates in the reverse rotation direction opposite to the normal rotation direction.
　送風機２６は、エンジン１４の駆動中においては、電子制御装置５０の制御により、図２の矢印ＦＬ１で示す第１送風方向へ送風するように作動させられる。或いは、停止させられる。要するに、送風機２６は、エンジン１４の駆動中においては第１送風方向へ間欠的に送風する。 The blower 26 is operated so as to blow in the first blowing direction indicated by the arrow FL1 in FIG. 2 under the control of the electronic control unit 50 while the engine 14 is being driven. Alternatively, it is stopped. In short, the blower 26 blows air intermittently in the first blowing direction while the engine 14 is being driven.
　次に、送風機２６の制御系について説明する。図１に示す電子制御装置５０には、車両１０に設けられた各スイッチからのスイッチ信号、および各センサからのセンサ信号が入力される。 Next, the control system of the blower 26 will be described. A switch signal from each switch provided in the vehicle 10 and a sensor signal from each sensor are input to the electronic control device 50 shown in FIG.
　例えば図１に示すように、乗員に操作される操作装置であるイグニッションスイッチ５２が、車両１０の車室内に設けられている。イグニッションスイッチ５２からのスイッチ信号は、電子制御装置５０と、エンジン１４を制御する不図示のエンジン制御装置とにそれぞれ入力されるようになっている。このイグニッションスイッチ５２は、エンジン１４を駆動または停止するためのキースイッチである。 For example, as shown in FIG. 1, an ignition switch 52, which is an operation device operated by a passenger, is provided in the passenger compartment of the vehicle 10. A switch signal from the ignition switch 52 is input to an electronic control device 50 and an engine control device (not shown) that controls the engine 14. The ignition switch 52 is a key switch for driving or stopping the engine 14.
　例えばエンジン１４が停止しているときに、エンジン１４を始動させる予め定められたエンジン始動操作がイグニッションスイッチ５２に対して為された場合には、エンジン１４が上記エンジン制御装置によって始動される。また、エンジン１４を停止させる予め定められたエンジン停止操作がイグニッションスイッチ５２に対してエンジン１４の駆動中に為された場合には、エンジン１４が上記エンジン制御装置によって停止させられる。 For example, when a predetermined engine start operation for starting the engine 14 is performed on the ignition switch 52 when the engine 14 is stopped, the engine 14 is started by the engine control device. Further, when a predetermined engine stop operation for stopping the engine 14 is performed while the engine 14 is being driven with respect to the ignition switch 52, the engine 14 is stopped by the engine control device.
　電子制御装置５０は、ＣＰＵ、ＲＯＭ、ＲＡＭ等からなる周知のマイクロコンピュータとその周辺回路とから構成されており、ＲＯＭ等に予め記憶されたコンピュータプログラムに従って種々の制御処理を実行する。 The electronic control unit 50 includes a well-known microcomputer including a CPU, a ROM, a RAM and the like and peripheral circuits thereof, and executes various control processes according to a computer program stored in advance in the ROM or the like.
　電子制御装置５０は、種々の送風機制御を実行する制御部として機能し、その送風機制御の１つとして、図５のフローチャートに示す制御処理を実行する。その図５は、エンジン１４が停止された際の送風機制御を行う制御処理を示したフローチャートである。 The electronic control unit 50 functions as a control unit that executes various blower controls, and executes control processing shown in the flowchart of FIG. 5 as one of the blower controls. FIG. 5 is a flowchart showing a control process for performing blower control when the engine 14 is stopped.
　電子制御装置５０は、図５のフローチャートに示す制御処理を周期的に繰り返し実行する。図５に示すように、電子制御装置５０は、まず、ステップＳ０１では、駆動中のエンジン１４が停止させられたか否かを判定する。具体的には、イグニッションスイッチ５２からのスイッチ信号に基づいてその判定を行う。すなわち、イグニッションスイッチ５２に対し上記エンジン停止操作がエンジン１４の駆動中に為された場合に、駆動中のエンジン１４が停止させられたと判定する。 The electronic control unit 50 periodically and repeatedly executes the control process shown in the flowchart of FIG. As shown in FIG. 5, the electronic control unit 50 first determines in step S01 whether or not the engine 14 being driven has been stopped. Specifically, the determination is performed based on a switch signal from the ignition switch 52. That is, when the engine stop operation is performed on the ignition switch 52 while the engine 14 is being driven, it is determined that the engine 14 being driven is stopped.
　ステップＳ０１において、駆動中のエンジン１４が停止させられたと判定した場合には、ステップＳ０２へ進む。その一方で、駆動中のエンジン１４が停止させられてはいないと判定した場合には、図５のフローチャートは終了し、再びステップＳ０１から開始する。その駆動中のエンジン１４が停止させられてはいない場合とは、例えば、駆動中のエンジン１４がそのまま駆動されている場合、エンジン１４が既に停止している場合、または、エンジン１４が始動された場合である。 If it is determined in step S01 that the engine 14 being driven has been stopped, the process proceeds to step S02. On the other hand, if it is determined that the engine 14 being driven has not been stopped, the flowchart of FIG. 5 ends and starts again from step S01. The case where the engine 14 being driven is not stopped is, for example, the case where the engine 14 being driven is driven as it is, the case where the engine 14 is already stopped, or the case where the engine 14 is started Is the case.
　ステップＳ０２では、送風機２６のモータ２６２へ制御信号を出力し、図４に示す逆回転方向へファン２６１を回転させる。これにより、送風機２６に第２送風方向（すなわち、図３の矢印ＦＬ２方向）へと送風させる。このとき、図１に示すようにエンジンルーム１２内では、エンジン１４とダッシュパネル１６１との間の空間１２ｃに溜まった空気は、エンジン１４周りを通ってエンジン１４前方に配置された送風機２６へと吸い込まれる。そのエンジン１４とダッシュパネル１６１との間の空間１２ｃに溜まった空気とは、言い換えれば、エンジン１４後方のエンジン後方空間１２ｃに溜まった空気である。例えばエンジン１４の上方にはエンジン上部隙間１２ｂが設けられているので、そのエンジン後方空間１２ｃの空気は、エンジン上部隙間１２ｂを通って車両前方へと排出される。このように排出される空気がエンジン上部隙間１２ｂを通ることにより、熱流体であるエンジンルーム１２内の空気が自然対流で自然と上昇するという性質が活かされ、それによりエンジンルーム１２内の冷却が促進される。 In step S02, a control signal is output to the motor 262 of the blower 26, and the fan 261 is rotated in the reverse rotation direction shown in FIG. This causes the blower 26 to blow in the second blowing direction (that is, the direction of the arrow FL2 in FIG. 3). At this time, as shown in FIG. 1, in the engine room 12, the air accumulated in the space 12 c between the engine 14 and the dash panel 161 passes around the engine 14 to the blower 26 disposed in front of the engine 14. Inhaled. In other words, the air accumulated in the space 12 c between the engine 14 and the dash panel 161 is air accumulated in the engine rear space 12 c behind the engine 14. For example, since the engine upper gap 12b is provided above the engine 14, the air in the engine rear space 12c is discharged to the front of the vehicle through the engine upper gap 12b. The air discharged in this way passes through the engine upper gap 12b, so that the property that the air in the engine room 12 which is a thermal fluid naturally rises by natural convection is utilized, thereby cooling the engine room 12 Promoted.
　また、第２送風方向への送風に関し、例えば、その第２送風方向への送風を行わせる送風実施時間が予め実験的に設定されている。そして、電子制御装置５０は、第２送風方向への送風開始時から上記送風実施時間の経過後に送風機２６を停止する。ステップＳ０２が終了すると、図５のフローチャートは終了し、再びステップＳ０１から開始する。 In addition, regarding the air blowing in the second air blowing direction, for example, a blowing time for performing air blowing in the second air blowing direction is experimentally set in advance. And the electronic control apparatus 50 stops the air blower 26 after progress of the said ventilation implementation time from the time of the ventilation start to a 2nd ventilation direction. When step S02 ends, the flowchart of FIG. 5 ends and starts again from step S01.
　なお、上述した図５の各ステップでの処理は、それぞれの機能を実現する機能部を構成している。また、図５のステップＳ０１は判定部に対応し、ステップＳ０２は送風制御部に対応する。 Note that the processing in each step of FIG. 5 described above constitutes a functional unit that realizes each function. Further, step S01 in FIG. 5 corresponds to the determination unit, and step S02 corresponds to the air blowing control unit.
　上述したように、本実施形態によれば、駆動中のエンジン１４が停止させられた場合に、電子制御装置５０は、送風機２６に、図３の矢印ＦＬ２のようにエンジンルーム１２内の空気をエンジンルーム１２外へと排出する第２送風方向へと送風させる。従って、エンジン１４が停止した場合にエンジンルーム１２内に溜まった熱を早期にエンジンルーム１２外へと排出することが可能である。言い換えれば、そのエンジンルーム１２内に溜まった熱を早期に掃気することが可能である。その結果、エンジンルーム１２内に設けられた部品への熱害を防止することができる。 As described above, according to the present embodiment, when the engine 14 being driven is stopped, the electronic control unit 50 causes the air in the engine room 12 to be supplied to the blower 26 as indicated by the arrow FL2 in FIG. It blows in the 2nd ventilation direction discharged | emitted out of the engine room 12. FIG. Therefore, when the engine 14 is stopped, the heat accumulated in the engine room 12 can be discharged out of the engine room 12 at an early stage. In other words, the heat accumulated in the engine room 12 can be scavenged at an early stage. As a result, heat damage to components provided in the engine room 12 can be prevented.
　ここで、上記の本実施形態における熱害防止という効果を、図６および図７を用いて説明する。図６および図７は何れも、コンピュータシミュレーションの結果を示すエンジンルーム１２の温度分布図であり、エンジン停止時から、数秒間に設定されている所定時間が経過した時点の温度分布、要するに、エンジン停止直後の温度分布を表している。図６は、上記の図５の制御処理が実施されずエンジン停止時以降において送風機２６が停止される比較例の温度分布図であり、図７は、上記の図５の制御処理が実施される本実施形態の温度分布図である。なお、図６および図７では、各図の左上の凡例に示すように温度分布はハッチングを付して表示されている。また、図６および図７では、エンジンルーム１２、エンジン１４、車両ボデー１６、車両フード１８、およびクーリングモジュール２０などは、コンピュータシミュレーションに適用された外形で表示されている。 Here, the effect of preventing heat damage in the present embodiment will be described with reference to FIGS. FIG. 6 and FIG. 7 are both temperature distribution diagrams of the engine room 12 showing the result of the computer simulation. The temperature distribution at the time when a predetermined time set for several seconds has elapsed since the engine stopped, in short, the engine The temperature distribution immediately after the stop is shown. FIG. 6 is a temperature distribution diagram of a comparative example in which the blower 26 is stopped after the engine stop without performing the control process of FIG. 5, and FIG. 7 is the control process of FIG. It is a temperature distribution figure of this embodiment. In FIGS. 6 and 7, the temperature distribution is indicated by hatching as shown in the legend at the upper left of each figure. In FIGS. 6 and 7, the engine room 12, the engine 14, the vehicle body 16, the vehicle hood 18, the cooling module 20, and the like are displayed in outlines applied to computer simulation.
　図６に示すように比較例では、エンジン停止時以降において送風機２６が停止されるので、エンジン停止直後では、エンジンルーム１２内においてエンジン１４の後方に熱が溜まる。そして、高温のエキゾーストマニホールド１４１（図１参照）に隣接するエンジン後方空間１２ｃでは高温雰囲気が継続する。このことから、比較例では、エンジン後方空間１２ｃを積極的に冷却することが困難であり、その高温になっているエンジン後方空間１２ｃにて熱害が進行し易くなる。 As shown in FIG. 6, in the comparative example, since the blower 26 is stopped after the engine is stopped, heat is accumulated behind the engine 14 in the engine room 12 immediately after the engine is stopped. The high-temperature atmosphere continues in the engine rear space 12c adjacent to the high-temperature exhaust manifold 141 (see FIG. 1). For this reason, in the comparative example, it is difficult to actively cool the engine rear space 12c, and thermal damage easily proceeds in the engine rear space 12c that is at a high temperature.
　一方、本実施形態では、駆動中のエンジン１４が停止させられた場合に、送風機２６は図３の矢印ＦＬ２のようにエンジンルーム１２内の空気をエンジンルーム１２外へと排出する第２送風方向へと送風する。そのため、図７に示すように、エンジン停止直後において、エンジン後方空間１２ｃの高温の領域が図６の比較例に対し大幅に縮小している。これにより、エンジンルーム１２内に設けられた部品への熱害、特にエンジン後方空間１２ｃに隣接する部品への熱害を防止することができる。なお、この図７のコンピュータシミュレーションにおいて、本実施形態では、矢印ＦＬｏｕｔのようにエンジンルーム１２から温風が吹き出されることが確認されている。 On the other hand, in the present embodiment, when the driving engine 14 is stopped, the blower 26 discharges the air in the engine room 12 to the outside of the engine room 12 as indicated by an arrow FL2 in FIG. To blow. Therefore, as shown in FIG. 7, immediately after the engine is stopped, the high temperature region of the engine rear space 12c is greatly reduced as compared with the comparative example of FIG. Thereby, the heat damage to the components provided in the engine room 12, especially the heat damage to the components adjacent to the engine rear space 12c can be prevented. In the computer simulation of FIG. 7, in this embodiment, it is confirmed that warm air is blown out from the engine room 12 as indicated by the arrow FLout.
　また、駆動中のエンジン１４が停止させられた場合に、例えば本実施形態とは逆に第１送風方向（すなわち、図２の矢印ＦＬ１方向）へと送風することも考えられる。しかしながら、そのように第１送風方向へ送風したとしても、エンジン後方空間１２ｃを十分に冷却することは困難である。 Further, when the driving engine 14 is stopped, for example, it is conceivable that the air is blown in the first blowing direction (that is, the direction of the arrow FL1 in FIG. 2) contrary to the present embodiment. However, even if the air is blown in the first air blowing direction, it is difficult to sufficiently cool the engine rear space 12c.
　また、本実施形態によれば、電子制御装置５０は、軸流式のファン２６１を逆回転方向へ回転させることにより、送風機２６に上記第２送風方向へと送風させる。従って、エンジン１４の駆動中に上記第１送風方向へ送風する送風機２６のファン２６１を用いて第２送風方向への送風を行うことが可能である。要するに、送風機２６は、第１送風方向へ送風するファンとは別個に第２送風方向へ送風するファンを有する必要がないというメリットがある。 Further, according to the present embodiment, the electronic control unit 50 causes the blower 26 to blow in the second blowing direction by rotating the axial flow type fan 261 in the reverse rotation direction. Therefore, it is possible to blow in the second blowing direction using the fan 261 of the blower 26 that blows in the first blowing direction while the engine 14 is driven. In short, the blower 26 has an advantage that it is not necessary to have a fan that blows air in the second air blowing direction separately from the fan that blows air in the first air blowing direction.
　また、本実施形態によれば、電子制御装置５０は、イグニッションスイッチ５２に対し所定のエンジン停止操作がエンジン１４の駆動中に為された場合に、駆動中のエンジン１４が停止させられたと判定する。従って、第２送風方向への送風開始を判定するための信号を容易に得ることが可能である。 Further, according to the present embodiment, the electronic control unit 50 determines that the engine 14 being driven is stopped when a predetermined engine stop operation is performed on the ignition switch 52 while the engine 14 is being driven. . Therefore, it is possible to easily obtain a signal for determining the start of blowing in the second blowing direction.
　また、本実施形態によれば、送風機２６はエンジン１４に対する一方側（具体的には、車両前方）に配置されている。そして、エンジンルーム１２はエンジン１４に対する他方側（具体的には、車両後方）をダッシュパネル１６１で塞がれている。そのため、エンジン１４の停止直後においてエンジン後方空間１２ｃに熱が溜まりやすく、そのエンジン後方空間１２ｃの熱を、第２送風方向への送風によって効果的に排出することができる。なお、上記のエンジンルーム１２がエンジン１４に対する他方側をダッシュパネル１６１で塞がれていることは、その他方側を完全に塞ぐことに限らず、例えばエンジン後方空間１２ｃに熱が溜まりやすくなる程度に或る程度塞ぐことを含む意味である。 Further, according to the present embodiment, the blower 26 is disposed on one side (specifically, in front of the vehicle) with respect to the engine 14. The engine room 12 is covered with a dash panel 161 on the other side (specifically, the vehicle rear side) with respect to the engine 14. Therefore, heat is easily accumulated in the engine rear space 12c immediately after the engine 14 is stopped, and the heat in the engine rear space 12c can be effectively discharged by blowing in the second blowing direction. Note that the fact that the engine room 12 is closed on the other side with respect to the engine 14 by the dash panel 161 is not limited to completely closing the other side, and for example, heat is likely to accumulate in the engine rear space 12c. It means to include a certain amount of blockage.
　また、本実施形態によれば、エキゾーストマニホールド１４１は、エンジン１４の中で車両後方寄りに配置されている。そして、エキゾーストマニホールド１４１には、エンジン１４における燃料の燃焼により高温の燃焼ガスが流入し、エキゾーストマニホールド１４１はエンジン駆動中における高温の熱源となっている。そのため、エンジン１４の停止直後において、エキゾーストマニホールド１４１に隣接するエンジン後方空間１２ｃには熱が溜まりやすく、そのエンジン後方空間１２ｃの熱を、第２送風方向への送風によって効果的に排出することができる。 Further, according to the present embodiment, the exhaust manifold 141 is disposed closer to the rear of the vehicle in the engine 14. High-temperature combustion gas flows into the exhaust manifold 141 due to the combustion of fuel in the engine 14, and the exhaust manifold 141 serves as a high-temperature heat source during driving of the engine. Therefore, immediately after the engine 14 is stopped, heat tends to accumulate in the engine rear space 12c adjacent to the exhaust manifold 141, and the heat in the engine rear space 12c can be effectively discharged by blowing air in the second air blowing direction. it can.
　また、本実施形態によれば、送風機２６は、エンジン冷却水を放熱させるラジエータ２４を含むクーリングモジュール２０の一部を構成し、そのラジエータ２４に空気を流す。従って、ラジエータ２４に空気を流す送風機２６を用いて第２送風方向への送風を行わせることが可能であり、第２送風方向への送風のために特別に送風機を用意する必要がない。 Further, according to the present embodiment, the blower 26 constitutes a part of the cooling module 20 including the radiator 24 that dissipates the engine cooling water, and causes the air to flow through the radiator 24. Accordingly, it is possible to cause the radiator 24 to blow air in the second blowing direction using the blower 26 that flows air, and it is not necessary to prepare a special blower for blowing in the second blowing direction.
　（他の実施形態）
　（１）上述の実施形態において、エキゾーストマニホールド１４１はエンジン１４の中で車両後方寄りに配置されている。しかしながら、これは一例であり、エキゾーストマニホールド１４１の配置は特に限定されず、例えば、エキゾーストマニホールド１４１がエンジン１４の中で車両前方寄りに配置されていても差し支えない。 (Other embodiments)
(1) In the above-described embodiment, the exhaust manifold 141 is disposed closer to the rear of the vehicle in the engine 14. However, this is merely an example, and the arrangement of the exhaust manifold 141 is not particularly limited. For example, the exhaust manifold 141 may be arranged closer to the front of the vehicle in the engine 14.
　（２）上述の実施形態において、送風機２６が有するファン２６１は１つである。しかしながら、これは一例であり、送風機２６は複数のファン２６１を有していても差し支えない。例えば、送風機２６は、図２の矢印ＦＬ１のように第１送風方向へ送風する第１の専用ファンと、図３の矢印ＦＬ２のように第２送風方向へ送風する第２の専用ファンとをそれぞれ有していても差し支えない。この場合には、第１および第２の専用ファンは何れも軸流式ファンである必要はなく、例えば遠心式ファンであってもよい。 (2) In the above-described embodiment, the blower 26 has one fan 261. However, this is an example, and the blower 26 may have a plurality of fans 261. For example, the blower 26 includes a first dedicated fan that blows air in the first blowing direction as indicated by an arrow FL1 in FIG. 2 and a second dedicated fan that blows air in the second blowing direction as indicated by an arrow FL2 in FIG. You may have each. In this case, both the first and second dedicated fans do not need to be axial flow fans, and may be centrifugal fans, for example.
　（３）上述の実施形態において、エンジン１４の駆動中に送風機２６は、図２に示す矢印ＦＬ１のように第１送風方向へ間欠的に送風する。しかしながら、これは一例であり、送風機２６は、間欠的にではなく連続的に送風しても差し支えない。 (3) In the above-described embodiment, the fan 26 intermittently blows air in the first air blowing direction as indicated by the arrow FL1 shown in FIG. However, this is only an example, and the blower 26 may be blown continuously instead of intermittently.
　（４）上述の実施形態において、エンジンルーム１２は車両１０の中で前方に設けられている。しかしながら、これは一例であり、逆に、エンジンルーム１２は車両１０の中で後方に設けられていても差し支えない。また、エンジンルーム１２は、車室の下方に設けられていても差し支えない。 (4) In the above-described embodiment, the engine room 12 is provided in front of the vehicle 10. However, this is an example, and conversely, the engine room 12 may be provided rearward in the vehicle 10. Further, the engine room 12 may be provided below the passenger compartment.
　（５）上述の実施形態において、イグニッションスイッチ５２は、具体的にはキースイッチである。しかしながら、これは一例であり、イグニッションスイッチ５２の作動方式に限定はなく、イグニッションスイッチ５２は、例えば押しボタン式スイッチであっても差し支えない。 (5) In the above-described embodiment, the ignition switch 52 is specifically a key switch. However, this is merely an example, and the operation method of the ignition switch 52 is not limited, and the ignition switch 52 may be, for example, a push button switch.
　（６）上述の実施形態において、図１の車両１０はエンジン車両である。しかしながら、これは一例であり、その車両１０は、エンジン１４の他に走行用モータを備えたハイブリッド車両であっても差し支えない。 (6) In the above-described embodiment, the vehicle 10 in FIG. 1 is an engine vehicle. However, this is an example, and the vehicle 10 may be a hybrid vehicle provided with a traveling motor in addition to the engine 14.
　（７）上述の実施形態において、送風機２６を制御する電子制御装置５０とエンジン１４を制御するエンジン制御装置とは各々別個の制御装置として構成されている。しかしながら、これは一例であり、その電子制御装置５０とエンジン制御装置とが一体として１つの制御装置を構成していても差し支えない。 (7) In the above-described embodiment, the electronic control device 50 that controls the blower 26 and the engine control device that controls the engine 14 are each configured as separate control devices. However, this is an example, and the electronic control device 50 and the engine control device may be integrated to form one control device.
　（８）上述の実施形態において、図５のフローチャートに示す各ステップの処理はコンピュータプログラムによって実現されるものである。しかしながら、これは一例であり、そのフローチャートに示す各ステップの処理は、ハードロジックで構成されるものであっても差し支えない。 (8) In the above-described embodiment, the processing of each step shown in the flowchart of FIG. 5 is realized by a computer program. However, this is only an example, and the processing of each step shown in the flowchart may be configured by hard logic.
　なお、本開示は上記した実施形態に限定されるものではない。本開示は、様々な変形例や均等範囲内の変形をも包含する。また、上記実施形態において、実施形態を構成する要素は、特に必須であると明示した場合および原理的に明らかに必須であると考えられる場合等を除き、必ずしも必須のものではないことは言うまでもない。また、上記実施形態において、実施形態の構成要素の個数、数値、量、範囲等の数値が言及されている場合、特に必須であると明示した場合および原理的に明らかに特定の数に限定される場合等を除き、その特定の数に限定されるものではない。また、上記実施形態において、構成要素等の材質、形状、位置関係等に言及するときは、特に明示した場合および原理的に特定の材質、形状、位置関係等に限定される場合等を除き、その材質、形状、位置関係等に限定されるものではない。 Note that the present disclosure is not limited to the above-described embodiment. The present disclosure includes various modifications and modifications within the equivalent range. Further, in the above-described embodiment, it is needless to say that elements constituting the embodiment are not necessarily indispensable except for the case where it is clearly indicated that the element is essential and the case where the element is clearly considered to be essential in principle. . Further, in the above embodiment, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is particularly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to a specific number except for cases. Further, in the above embodiment, when referring to the material, shape, positional relationship, etc. of the component, etc., unless otherwise specified and in principle limited to a specific material, shape, positional relationship, etc. The material, shape, positional relationship and the like are not limited.

Claims (7)

  1. 　車両（１０）用のエンジン（１４）が収容されているエンジンルーム（１２）内へ前記エンジンルーム外の空気を流入させる第１送風方向へと前記エンジンの駆動中に送風する送風機（２６）の制御装置であって、
    　駆動中の前記エンジンが停止させられたか否かを判定する判定部（Ｓ０１）と、
    　送風制御部（Ｓ０２）とを備え、
    　前記送風機は、前記第１送風方向へ送風可能であることに加え、前記エンジンルーム内の空気を前記エンジンルーム外へと排出する第２送風方向へも送風可能であり、
    　前記送風制御部は、駆動中の前記エンジンが停止させられたと前記判定部によって判定された場合に、前記送風機に前記第２送風方向へと送風させる車両用送風機の制御装置。     Of a blower (26) that blows air while driving the engine in a first blowing direction in which air outside the engine room flows into the engine room (12) in which the engine (14) for the vehicle (10) is housed. A control device,
    A determination unit (S01) for determining whether or not the engine being driven is stopped;
    A ventilation control unit (S02),
    In addition to being able to blow in the first blowing direction, the blower can also blow in the second blowing direction for discharging the air in the engine room to the outside of the engine room,
    The blower control unit is a control device for a vehicle blower that causes the blower to blow air in the second blowing direction when the determination unit determines that the engine being driven is stopped.
  2. 　前記送風機は、空気流を生じさせる軸流式のファン（２６１）を有し、該ファンが正回転方向へ回転することで前記第１送風方向へ送風する一方で、該ファンが前記正回転方向とは逆向きの逆回転方向へ回転することで前記第２送風方向へ送風し、
    　前記送風制御部は、前記ファンを前記逆回転方向へ回転させることにより、前記送風機に前記第２送風方向へと送風させる請求項１に記載の車両用送風機の制御装置。     The blower has an axial-flow fan (261) that generates an air flow, and the fan blows in the first blowing direction by rotating in the positive rotation direction, while the fan rotates in the positive rotation direction. And air in the second air blowing direction by rotating in the reverse rotation direction opposite to
    The said blower control part is a control apparatus of the blower for vehicles of Claim 1 which makes the said air blower blow to the said 2nd ventilation direction by rotating the said fan to the said reverse rotation direction.
  3. 　前記判定部は、乗員に操作される操作装置（５２）に対し、前記エンジンを停止させる予め定められたエンジン停止操作が前記エンジンの駆動中に為された場合に、駆動中の前記エンジンが停止させられたと判定する請求項１または２に記載の車両用送風機の制御装置。 The determination unit stops the engine that is being driven when a predetermined engine stop operation for stopping the engine is performed while the engine is being driven with respect to the operating device (52) operated by a passenger. The control device for a vehicle blower according to claim 1, wherein the control device determines that the operation has been performed.
  4. 　前記送風機が前記エンジンに対する一方側に配置され、且つ、前記エンジンルームが前記エンジンに対する他方側を壁（１６１）で塞がれている前記車両に適用される請求項１ないし３のいずれか１つに記載の車両用送風機の制御装置。 4. The vehicle according to claim 1, wherein the blower is disposed on one side with respect to the engine, and the engine room is applied to the vehicle in which the other side with respect to the engine is closed with a wall (161). The blower control device for a vehicle according to the above.
  5. 　前記送風機が前記エンジンに対する車両前方に配置され、且つ、前記エンジンルームが前記エンジンに対する車両後方を壁（１６１）で塞がれている前記車両に適用される請求項１ないし３のいずれか１つに記載の車両用送風機の制御装置。 4. The vehicle according to claim 1, wherein the blower is disposed in front of the engine with respect to the engine, and the engine room is applied to the vehicle with a wall (161) covering the rear of the engine with respect to the vehicle. The blower control device for a vehicle according to the above.
  6. 　前記車両において、前記エンジンは、該エンジンの燃焼ガスが流れるエキゾーストマニホールド（１４１）を有し、該エキゾーストマニホールドは、前記エンジンの中で車両後方寄りに配置されている請求項５に記載の車両用送風機の制御装置。 6. The vehicle according to claim 5, wherein the engine has an exhaust manifold (141) through which combustion gas of the engine flows, and the exhaust manifold is disposed closer to the rear of the vehicle in the engine. Blower control device.
  7. 　前記送風機が、前記エンジンの冷却水を放熱させるラジエータ（２４）を含むクーリングモジュール（２０）の一部を構成し該ラジエータに空気を流す前記車両に適用される請求項１ないし６のいずれか１つに記載の車両用送風機の制御装置。 The blower is applied to the vehicle that constitutes a part of a cooling module (20) including a radiator (24) that dissipates the cooling water of the engine and allows air to flow through the radiator. The vehicle blower control device according to claim 1.
PCT/JP2016/050388 2015-01-20 2016-01-07 Control device of blower for vehicle WO2016117377A1 (en)

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JP2022014683A (en) 2020-07-07 2022-01-20 ヤマハ発動機株式会社 vehicle

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WO2021228494A1 (en) * 2020-05-12 2021-11-18 Valeo Systemes Thermiques Cooling module for an electric motor vehicle, comprising a tangential-flow turbomachine
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