JPH11321346A - Engine cooling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the engine output by securing the heat radiating capacity without reducing the heat radiating capacity of a heat radiating unit. SOLUTION: This engine cooling device has a radiator to cool the cooling water to circulate in a water cooling engine 1; a heat radiating unit 5 provided at the upstream side of the air flow and to cool a coolant which circulates in a refrigerator cycle; a bypass passage 8 to lead the air to the water cooling engine 1 side by detouring the radiator 4; and a bypass passage switching means 9 to increase the air amount passing through the radiator 4 by closing the bypass passage 8 when the load on the water cooling engine 1 is made more than a specific value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine cooling device having a radiator for a refrigeration cycle and a radiator for a water-cooled engine, and is effective when applied to a vehicle.

[0002]

2. Description of the Related Art As an engine cooling device, for example, in the invention described in Japanese Patent Application Laid-Open No. 4-257735, a radiator such as a condenser and a radiator are arranged in series with respect to the flow of air, and A bypass passage for bypassing the radiator and allowing the air to flow therethrough is formed.

[0003]

However, in the invention described in the above publication, since the bypass passage is provided on the radiator side, the radiator must be reduced inevitably. For this reason, the heat radiation capability of the radiator is reduced, and the pressure in the radiator is increased, so that the compression work of the refrigeration cycle is increased.

Further, in the invention described in the above publication, the water-cooled engine is disposed downstream of the air flow of the radiator, so that the air heated by the radiator is sucked into the water-cooled engine and the engine output decreases. There is also the problem of doing it. In view of the above, it is an object of the present invention to firstly prevent an increase in compression work of a refrigeration cycle, and secondly to improve an engine output.

[0005]

The present invention uses the following technical means to achieve the above object. Claim 1
According to the inventions described in 3, 5 to 9, the bypass passage (8) that bypasses the radiator (4) and guides the air to the water-cooled engine (1), and the load of the water-cooled engine (1) is equal to or more than a predetermined value. Sometimes, by closing the bypass passage (8),
A bypass passage opening / closing means (9) for increasing the amount of air passing through the radiator (4).

[0006] This makes it possible to increase the heat radiation area of the radiator (5) as compared with the case in which the bypass passage is formed below the radiator as in the invention described in the above publication. ) Can be prevented from decreasing, so that the compression work of the refrigeration cycle can be prevented from increasing. By the way, in the present invention, since the bypass passage (8) is formed on the radiator (4) side, the heat radiation area of the radiator (4) is reduced, and the heat radiation capability of the radiator (4) may be reduced.

However, the heat radiation capacity required by the radiator (4) varies depending on the load state of the water-cooled engine (1) and is not constant. That is, when the engine load is large such as when climbing a hill, a large heat dissipation capacity is required. On the other hand, when the engine load is small such as during normal running, a small heat dissipation capacity is sufficient as compared with when climbing a hill.

Accordingly, in the present invention, a water-cooled engine (1)
By closing the bypass passage (8) when the load of the engine becomes equal to or more than the predetermined value, the air flow passing through the radiator (4) is increased. In addition, it is possible to prevent the radiation performance of the radiator (4) from becoming insufficient. As mentioned above,
According to the present invention, it is possible to prevent the increase in the compression work of the refrigeration cycle and save the power of the refrigeration cycle, while securing the heat radiation capacity required for the water-cooled engine (1).

[0009] The invention according to claim 2 is characterized in that the bypass passage (8) is formed above the radiator (4). Incidentally, the intake port of the intake air of the water-cooled engine (1) is generally
In order to allow the water-cooled engine (1) to inhale low-temperature air, the air-cooled engine (1) is configured to lower the air temperature above the space in which the water-cooled engine (1) is disposed. Is desirable.

According to the present invention, since the bypass passage (8) is formed on the upper side of the radiator (4), air not heated by the radiator (4) is discharged above the water-cooled engine (1). Can be guided to the side. Therefore, the output of the water-cooled engine (1) can be improved. According to the third aspect of the invention, the upper end portion (5a) of the radiator (5) is located above the upper end portion (4a) of the radiator (4), and the refrigerant is on the lower side of the radiator (5). The radiator (5) is characterized in that the radiator (5) is configured to flow in from the outside and flow out from the upper side.

Thus, the temperature distribution of the radiator (5) is
Since the temperature of the radiator 5 (refrigerant) decreases as it goes toward the upper side of the radiator (5), the temperature of the intake air of the water-cooled engine (1) can be further reduced. Therefore, the output of the water-cooled engine (1) can be further improved. In the invention according to claim 4, the condenser (51)
A supercooler (52) provided above the radiator (4) and a bypass passage means (8) provided above the radiator (4).
And a bypass passage opening / closing means (9) for increasing the amount of air passing through the radiator (4) when the load of the water-cooled engine (1) becomes equal to or more than a predetermined value.
2) the upper end (5a) of the radiator (4).
a) It is located above.

Thus, the temperature of the intake air of the water-cooled engine (1) can be further reduced, and the output of the water-cooled engine (1) can be further improved. The radiator (4) and the radiator (5) are similar to the fifth aspect of the present invention.
It may be housed in an air passage means (6) for forming an air passage.

The load on the water-cooled engine (1) may be detected based on the temperature of the cooling water of the water-cooled engine (1). In the invention according to claim 7, the radiator (4) is provided above the radiator (4).
And a bypass passage (8) for leading air to the water-cooled engine (1) side by bypassing the water-cooled engine (1).

Thus, the air not heated by the radiator (4) can be sucked into the water-cooled engine (1), so that the output of the water-cooled engine (1) can be improved. Incidentally, the sign in parentheses of each of the above means,
It is an example showing a correspondence relationship with specific means described in the embodiment described later.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) In this embodiment, an engine cooling device according to the present invention is applied to a vehicle. FIG. 1 shows a water-cooled engine (water-cooled internal combustion engine) 1 for running a vehicle. FIG. 2 is a schematic diagram of an engine room 2 in which is mounted.

In FIG. 1, reference numeral 3 denotes an air port for taking air into an engine room 2; 4, a radiator for cooling cooling water circulating in a water-cooled engine (hereinafter abbreviated as engine) 1; Is a vehicle refrigeration cycle (not shown)
This is a condenser that cools and condenses the refrigerant circulating inside. The condenser 5 is located on the upstream side of the air flow from the radiator 4 and, on the upper side, further cools the refrigerant flowing out of the condenser 5 and increases the degree of subcooling of the refrigerant. A vessel (subcooler) 52 is provided.

For this reason, in the present embodiment, the refrigerant flows into the condenser 52 from the refrigerant inlet 51 a formed below the condenser 51, and flows into the supercooler 52 located above the condenser 52. The refrigerant flows out of the subcooler 52 from the refrigerant outlet 52a. In the present embodiment, the condenser 51 and the subcooler 52
Are integrated, and these are collectively referred to as a radiator 5 hereinafter.

Incidentally, reference numeral 41 denotes a cooling water inlet of the radiator 4, and reference numeral 42 denotes a cooling water outlet. 6 is housed so as to cover the radiator 4 and the radiator 5, and the air port 3 is provided.
A shroud (air passage means) made of resin that forms a passage for air (hereinafter, this air is referred to as inflow air) flowing from the engine room 2, and the space inside the engine room 2 is divided into two spaces 21 by the shroud 6. , 22.

[0019] Above the shroud 6, a first opening 61 that opens toward the upper side of the engine 1, and engine accessories 7a to 7c such as an alternator (generator) that operates in conjunction with the engine 1. A second opening 62 is formed to open toward the road surface outside the engine room 2 on the lower side of the shroud 6.
An opening 63 is formed.

The first and second openings 61 and 62 are formed as shown in FIG.
As shown in FIG. 2, the first blower 10a is formed alternately in the axial direction of the later-described first blower 10a, the first opening 61 is opened at the axial center of the first blower 10a, and the second opening 62 is It is open at both axial ends of one blower 10a. The third opening 63 extends in the axial direction of a second blower 10b, which will be described later, and is open substantially throughout the axial direction.

The space 21 located in the shroud 6
On the upper side of the radiator 4, as shown in FIG.
A part of the inflow air is bypassed to the radiator 4 and the first and second openings 61 and 62 (the space 22 in which the engine 1 is disposed).
Side) is formed, and the vise passage 8 is opened and closed by a first opening / closing door 9. Note that 9
Reference numeral 1 denotes a projecting wall projecting inward of the shroud 6. The projecting wall 91 closes a gap between the swing center of the first opening / closing door 9 and the upper end 4 a of the radiator 4.

The reference numeral 10a mainly forcibly removes a part of the inflow air passing through the bypass passage 8 and a part of the inflow air passing through the radiator 4 from the first and second openings 61 and 62.
The first blower blows out to the second side, and the second blower 10b blows out other inflow air mainly passing through the radiator 4 from the third opening 63 to the outside of the engine room 2.

Incidentally, both blowers 10a and 10b are shown in FIG.
As shown in FIG. 1, a cross flow fan (cross flow fan) 10f in which air passes through a cross section perpendicular to the axis of the multi-blade impeller;
An electric motor (driving means) 10m for driving the cross flow fan 10f. FIG.
Medium 12 is the first of the inflow air passing through the radiator 4.
This is a second opening / closing door for opening and closing the passage of the air taken into the blower 10a. Both the opening and closing doors 9 and 12 are swingably driven by driving means such as a servomotor.

The operation of the two doors 9, 12 and the blowers 10a, 10b is controlled by an electronic control unit (ECU) 13 as shown in FIG. It detected temperature T _W, and detects the temperature T _a of the outside air temperature sensor 15 is disposed on the air inlet 3 for detecting the temperature of the incoming air of the water temperature sensor 14 is disposed for detecting the cooling water temperature is entered.

Next, the operation of this embodiment will be described. 1. First mode (see FIG. 1) This first mode is used when the outside air temperature is high such as in summer.
Or the load (heat generation) of the engine 1 is small, and much heat is dissipated.
It is executed when the radiator 4 does not need the ability
In this embodiment, the detected temperature T of the outside air temperature sensor is used.
_aIs the predetermined temperature T _{a 0}This is the temperature detected by the water temperature sensor.
Degree T_WIs the predetermined temperature T_w0Is less than the first mode.
Is executed.

In this mode, both open / close doors 9,
12, and by operating both blowers 10a, 10b, a part of the inflow air becomes first and second openings 61,
The air blows out from 62 toward the space 22 on the engine 1 side, and the other air blows out of the engine room 3 through the third opening 63. By the way, in this embodiment, as shown in FIG. 1, the heat radiation area (core area) of the condenser 51 and the heat radiation area (core area) of the radiator 4 are substantially the same, and
2 is provided above the condenser 51, the upper end 5 a of the radiator 5 (subcooler 52) is located above the upper end 4 a of the radiator 4.

For this reason, the subcooler 52
Most of the air passing through the upper portion of the radiator 5 is blown out from the first and second openings 61 and 62 toward the space 22 on the engine 1 side via the bypass passage 8 without passing through the radiator 4. You. Here, the heat radiation area (core area) is a projection area when the heat radiation core portion (a portion formed by fins and tubes) of the radiator 4 and the condenser 51 is projected on a plane substantially orthogonal to the inflow air flow. Say

2. Second mode (see FIG. 4) In this second mode, the outside air temperature is high in summer or the like, and
A mode in which the load of the engine 1 is performed when the increase, in this embodiment, when the detected temperature T _a is a predetermined temperature T _a0 above, the detected temperature T _W is the predetermined temperature T _w0 above, This second mode is executed.

In this mode, the first opening / closing door 9
Is closed, the second opening / closing door 12 is opened, and both the blowers 10a and 10b are operated. As a result, the inflow air that has bypassed the radiator 4 passes through the radiator 4, and a part of the air that has passed through the radiator 4
The air blows out from the air passage 61 into the second space 62, and the other air blows out from the engine room 3 through the third opening 63.

In the present embodiment, the load of the engine 1 is detected based on the temperature of the cooling water.
In a state where the vehicle is stopped while the vehicle is idling). 3. The third mode (see Fig. 5) The third mode is a mode to be executed when the outside air temperature such as in winter is low, in the present embodiment, the detected temperature T _a of the outside air temperature sensor 15 is lower than the predetermined temperature T _a0 When
The third mode is executed.

In this mode, both openable doors 9,
While closing 12, both blowers 10a and 10b are stopped. Next, features of the present embodiment will be described. In the present embodiment, since the bypass passage 8 that bypasses the radiator 4 is formed, the radiator 5 is formed as compared with the case where the bypass passage is formed below the radiator as in the invention described in the above publication.
Can have a large heat dissipation area. Therefore, it is possible to prevent the heat radiation capability of the radiator 5 from being reduced, and to prevent the compression work of the refrigeration cycle from increasing.

In this embodiment, the radiator 4
The bypass passage 8 is formed on the side of the radiator 4
Of the radiator 4 may be reduced. However, the heat radiation capability required by the radiator 4 varies depending on the load state of the engine 1 and is not constant. That is, when the engine load is large such as when climbing a hill, a large heat dissipation capacity is required. On the other hand, when the engine load is small such as during normal running, a small heat dissipation capacity is sufficient as compared with when climbing a hill.

Therefore, in the present embodiment, when the temperature of the cooling water rises to the predetermined temperature T _w0 or more, it is considered that the load of the engine 1 has become the predetermined value or more, and the bypass passage 8 (the first opening / closing door 9) is used. Is closed to increase the amount of air passing through the radiator 4, so that even when the engine load is large, such as when climbing a hill, it is possible to prevent the radiator 4 from becoming insufficient in heat radiation capability.

As described above, in the present embodiment, it is possible to prevent the increase in the compression work of the refrigeration cycle and save the power of the refrigeration cycle, while securing the heat radiation capacity required for the engine 1. it can. When the outside air temperature is relatively high (in the first and second modes), a part of the inflowing air bypasses the radiator 4 and is led to the space 22 on the engine 1 side, so that the air not heated by the radiator 4 Into the engine 1. Accordingly, the temperature of the intake air of the engine 1 can be lowered to increase the density of the intake air (oxygen), so that the output of the engine 1 can be improved.

By the way, the intake port for the intake air is generally open above the engine room 2,
In order to make the engine 1 suck the low-temperature intake air, it is desirable to lower the temperature of the air above the space 22 in which the engine 1 is provided. According to the present embodiment, since the bypass passage 8 is formed above the radiator 4, air not heated by the radiator 4 can be guided to above the space 22, and the output of the engine 1 can be increased. Can be further improved.

The radiator 5 is configured such that the refrigerant flows in from below the radiator 5 and flows out from the upper side. The configuration is such that the temperature of the radiator 5 (refrigerant) decreases. Therefore, the temperature rise of the inflow air passing above the radiator 5 can be reduced, so that the temperature of the air blown into the space 22 via the bypass passage 8 can be further reduced, and the engine 1 Can be further improved.

Further, since the load on the engine 1 is detected based on the temperature of the cooling water, not only when the load on the engine 1 actually increases, but also as described above, the amount of air blown to the radiator 4 during a hot soak. Can be increased, so that the cooling water temperature can be prevented from excessively increasing during hot soaking. Therefore, the fuel efficiency during idling (during hot soak) can be improved.

Further, since the shroud 6 is formed between the radiator 4 and the engine 1 and serves as a partition wall for partitioning into the space 21 and the space 22, the air flowing through the radiator 4 directly collides with the engine 1. Can be prevented.
Therefore, the engine 1 is not cooled by the inflow air, for example, in winter or at a cold start (starting in a state where the engine 1 is cold), so that the warm-up operation can be promoted.

Further, since the air passing through the radiator 4 can be prevented from directly colliding with the engine 1, the air colliding with the engine 1 passes through the gap between the inner wall side of the engine room 2 and the radiator 4 to be radiated. 4 can be prevented from sneaking up to the upstream side. Therefore, the air heated by the radiator 4 and the engine 1 can be prevented from passing through the radiator 4 again.
Can be prevented from deteriorating the heat radiation ability.

That is, according to the vehicle cooling device of the present embodiment, it is possible to prevent the radiator 4 from having a reduced heat radiation capability while shortening the warm-up operation time. By the way, if the first to third openings 61 to 63 are not formed, there is no place for the inflowing air that has passed through the radiator 5 and the radiator 4, so that fresh outside air flows from the air port 3 into the space 21. (Engine room 2)
Not only do not flow into the inside, but also the problem that the air passing through the radiator 4 collides with the shroud 6 and flows backward toward the air port 3 may occur.

On the other hand, in the present embodiment, since the first to third openings 61 to 63 for blowing the inflow air out of the space 21 (outside the engine room 3 and toward the space 22) are formed, the above problem occurs. Therefore, it is possible to prevent the radiation performance of the radiator 4 and the radiator 5 from being lowered, and in the first and second modes, a part of the inflowing air causes the second opening 62. From auxiliary equipment 7a
7c, the air-cooled auxiliary machines 7a to 7c can be cooled even when the engine room 2 is partitioned by the shroud 6.

The outer shape of the radiator 4 is generally substantially rectangular, whereas the shape of the engine room 3 is not necessarily similar to the outer shape of the radiator 4. It is difficult to completely seal the gap with the inner wall. Therefore, simply forming the first to third openings 61 to 63 causes the air passing through the radiator 4 to pass through the radiator 4 and the engine room 2.
May flow back to the upstream side of the radiator 4 from the gap with the inner wall of the radiator 4.

On the other hand, in this embodiment, the first and second blowers 1 forcibly discharging the inflow air to the outside of the first space 31 are provided.
0a and 10b, the air passing through the radiator 4 is prevented from flowing back to the upstream side of the radiator 4 even if the sealing between the radiator 4 and the inner wall of the engine room 2 is incomplete. it can. Therefore, it is possible to reliably prevent the radiation performance of the radiator 4 from being reduced.

The air port 2 and the first to third openings 61
Considering the ventilation resistance (pressure loss) between the bypass passages 8 and 63, in the present embodiment, as described above, the amount of air passing through the radiator 4 is adjusted by opening and closing the bypass passage 8. When the opening is opened, the ventilation resistance is smaller than when the bypass passage 8 is closed. Therefore, in the first mode in which the bypass passage 8 is opened, the amount of air passing through the radiator 5 can be increased as compared with the other modes. Can be increased.

On the other hand, in the first mode, the load on the engine 1 is small, and the engine speed is usually relatively low.
The amount of the refrigerant circulating in the refrigeration cycle is also reduced, and the cooling capacity (refrigeration capacity) may be reduced. But the first
In the mode, as described above, since the heat radiation capability of the radiator 5 is increased, it is possible to prevent the cooling capability from being excessively reduced.

In the second mode, since the air flow passing through the radiator 5 is small, the cooling capacity may be reduced. However, when the load of the engine 1 is large, the rotation speed of the engine 1 is generally high. Since the amount of the refrigerant circulating in the refrigeration cycle also increases, the cooling capacity does not significantly decrease. (Second Embodiment) In the above-described embodiment, the first and second blowers 10a and 10b having the cross flow fan 10f (hereinafter, abbreviated as the fan 10f) suck the inflow air to distribute the air. According to tests and research by the inventors,
Depending on the characteristics of the fan 10f, both the blowers 10a, 10
It has been found that the power consumption (power consumption) of b may become excessively large.

Therefore, in this embodiment, as shown in FIG. 6, the third blower 10c is connected to the first and second blowers 10a, 10b.
6 and 7, the air taken in by the first blower 10a is set to blow out from the first opening 61 toward the upper side of the space 22. As shown in FIG. 7, the air is blown from the fourth opening 64 and the fifth opening 65 toward the upper side and the lower side of the engine 1.

FIG. 8 shows the characteristics of the blower in the engine cooling device according to the first embodiment (dashed line) and the characteristics of the blower in the engine cooling device according to the second embodiment (solid line). As is clear from this figure,
It can be seen that in the engine cooling device according to the second embodiment, the fan efficiency η _{f at the same} operating point Po is approximately twice as high as that of the engine cooling device according to the first embodiment.
Therefore, the power consumption (power consumption) of the engine cooling device
Can be reduced.

The operating point Po is the total pressure ΔP of the blower.
And the curve R indicating the ventilation resistance in the ventilation system of the engine cooling device. The terms of the total pressure ΔP and the fan efficiency η _f are based on JIS B 0132, and the test methods of the graphs shown in FIG. 8 and FIGS. 10 and 11 described later are based on JIS B 8330.

(Third Embodiment) In the present embodiment, as shown in FIG. 9, a fourth blower 10d is added to the second embodiment to make four blowers. Note that FIG.
5 shows the characteristics of the blower in the engine cooling device according to the first embodiment (dashed line) and the characteristics of the blower in the engine cooling device according to the third embodiment (solid line).
Figure 11 is a characteristic of the fan when the ram pressure (running wind pressure) is applied to both engine cooling system, the operating point P ₁ is first
A working point of the engine cooling system according to the embodiment, the operating point P ₂ is the operating point of the engine cooling apparatus according to the second embodiment.

As is clear from FIGS. 10 and 11, the engine cooling device according to the third embodiment has a higher fan efficiency η _f than the engine cooling device according to the first embodiment. Power consumption (power consumption) can be reduced. (Fourth Embodiment) In this embodiment, as shown in FIGS. 12 and 13, when the motor efficiency η _m of the electric motor 10m (hereinafter abbreviated as “motor”) is maximized, the motor rotation speed and the fan efficiency η _f are reduced. This is based on the fact that the maximum fan speed does not always match.

That is, as shown in FIGS. 14 and 15, the driving force of the motor 10m is applied to a toothed belt (cog belt).
Transmission mechanism 11 including toothed pulleys 11c to 11f meshing with toothed belts 11a and 11b
, Each fan 10f is driven. Thus, even if the motor rotation speed at which the motor efficiency η _m is maximum is different from the fan rotation speed at which the fan efficiency η _f is maximum, the gear ratio of the transmission mechanism 11 is appropriately selected, so that the motor 10 m Drive power to fan efficiency η _f
Can be transmitted to the motor at the maximum rotational speed, so that both the motor 10m and the fan 10f can be operated efficiently.

In the present embodiment, the toothed pulleys 11c to 11f and the fan 10f are directly connected. However, the driving force can be intermittently connected between the toothed pulleys 11c to 11f and the fan 10f. By disposing an electromagnetic clutch (clutch means) for transmitting, the first to third blowers 1
You may make it operate only a required blower among 0a-10c.

In the present embodiment, the driving force of the motor 10m is transmitted through the transmission mechanism 11 to each of the blowers 10a to 10c.
Although the transmission is performed to the (fan 10f), the driving force of the engine 1 may be transmitted to each of the blowers 10a to 10c (fan 10f) via the transmission mechanism 11 instead of the motor 10m. Further, instead of the motor 10m, a hydraulic motor that exerts a rotational force (driving force) by hydraulic pressure may be used.

(Other Embodiments) In the above embodiment, the bypass passage 8 and the like are opened and closed using the plate-like opening and closing doors 9 and 12, but as shown in FIGS. An opening / closing door (rotary door) 16 may be used.
6 shows a state of the opening and closing door 16 in the first mode, FIG. 7 shows a state of the opening and closing door 16 in the second mode, and FIG. 8 shows a state of the opening and closing door 16 in the third mode.

In the above embodiment, the shroud 6
Although the radiator 4 and the radiator 5 are accommodated to form the air passage means for forming the passage of the inflow air, the shroud 6 may be omitted and the engine room 2 itself may be used as the air passage means. Also, in the above embodiment,
A supercooler 52 is disposed above the condenser 51 so that
Although the radiator 5 in which the radiators 5 and 1 are integrated is used, the radiator 5 according to the present invention is not limited to this. The condenser 52 may be used.

In the above-described embodiment, the refrigerant flows from the lower side of the radiator 5 and flows out from the upper side. However, the present invention is not limited to this. May flow in from the upper side and flow out from the lower side. Further, the refrigeration cycle is not limited to a refrigerant using fluorocarbon as a refrigerant, and may be a refrigeration cycle using other substances such as carbon dioxide as a refrigerant.

Also, the engine cooling device according to the present invention
The present invention is not limited to vehicles, but can be applied to other types. Further, the engine 1 is not limited to a so-called port injection type engine that injects fuel into an intake port, and may be a so-called direct injection type gasoline engine or diesel engine that injects fuel into a combustion chamber.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a first mode according to a first embodiment.

2A is a front view of a first blower, FIG. 2B is a cross-sectional view taken along line AA of FIG. 2A, and FIG. 2C is a cross-sectional view taken along line BB of FIG.
It is sectional drawing.

FIG. 3 is a control block diagram of the engine cooling device according to the first embodiment.

FIG. 4 is a schematic diagram showing a second mode according to the first embodiment.

FIG. 5 is a schematic diagram showing a third mode according to the first embodiment.

FIG. 6 is a schematic diagram of an engine cooling device according to a second embodiment.

7A is a front view of a third blower, FIG. 7B is a sectional view taken along the line AA in FIG. 7A, and FIG. 7C is a sectional view taken along the line BB in FIG.
It is sectional drawing.

FIG. 8 is a graph showing characteristics of a blower in the engine cooling device.

FIG. 9 is a schematic diagram of an engine cooling device according to a third embodiment.

FIG. 10 is a graph showing characteristics of a blower in the engine cooling device.

FIG. 11 is a graph showing characteristics of a blower in the engine cooling device.

FIG. 12 is a graph showing fan characteristics.

FIG. 13 is a graph showing motor characteristics.

FIG. 14 is a schematic diagram of an engine cooling device according to a fourth embodiment.

FIG. 15 is a front view of the engine cooling device as viewed from a flowing direction of inflow air.

FIG. 16 is a schematic diagram showing a first mode according to a modification of the present invention.

FIG. 17 is a schematic diagram showing a second mode according to a modification of the present invention.

FIG. 18 is a schematic diagram showing a third mode according to a modification of the present invention.

[Explanation of symbols]

1 ... water-cooled engine, 2 ... engine room, 3 ... air port,
4 radiator, 5 radiator, 6 shroud, 8 bypass passage, 9 first open / close door (bypass passage opening / closing means), 10a first blower, 10b second blower.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Toshio Morikawa 1-1-1, Showa-cho, Kariya-shi, Aichi Pref. (72) Inventor: Manabu Miyata 1-1-1, Showa-cho, Kariya-shi, Aichi, Japan Denso Co., Ltd.

Claims (9)

[Claims] A radiator (4) for cooling cooling water circulating in a water-cooled engine (1); and a radiator (4) disposed upstream of the radiator (4) for air flow.
A radiator that cools the refrigerant circulating in the refrigeration cycle (5)
A bypass passage (8) for bypassing the radiator (4) to guide air to the water-cooled engine (1); and a bypass passage when a load of the water-cooled engine (1) becomes equal to or more than a predetermined value. An engine cooling device comprising: a bypass passage opening / closing means (9) for increasing a flow rate of air passing through the radiator (4) by closing (8). 2. The engine cooling device according to claim 1, wherein the bypass passage (8) is formed above the radiator (4). 3. A radiator (4) for cooling cooling water circulating in a water-cooled engine (1); and a radiator (4) disposed upstream of the radiator (4) in air flow.
A radiator that cools the refrigerant circulating in the refrigeration cycle (5)
A bypass passage (8) formed above the radiator (4) to bypass the radiator (4) and guide air to the water-cooled engine (1); and a load of the water-cooled engine (1). A bypass passage opening / closing means (9) for closing the bypass passage (8) to increase the amount of air passing through the radiator (4) when the value exceeds a predetermined value; The upper end (5a) of the radiator (4) is located above the upper end (4a) of the radiator (4).
An engine cooling device characterized in that it is configured to flow in from below and flow out from above. 4. A radiator (4) for cooling cooling water circulating in a water-cooled engine (1), and a radiator (4) disposed upstream of the radiator (4) in air flow.
A condenser (5) for condensing the refrigerant circulating in the refrigeration cycle
1), a supercooler (52) provided above the condenser (51) to increase the degree of supercooling of the refrigerant flowing out of the condenser (51), and an upper side of the radiator (4). A bypass passage means (8) for bypassing the radiator (4) and leading air to the water-cooled engine (1) side; and when a load of the water-cooled engine (1) becomes a predetermined value or more, A bypass passage opening / closing means (9) for increasing an air flow passing through the radiator (4) by closing the bypass passage (8); and an upper end (5a) of the subcooler (52) An engine cooling device, which is located above an upper end (4a) of the radiator (4). 5. A radiator (4) for cooling cooling water circulating in a water-cooled engine (1); and a radiator (4) disposed upstream of the radiator (4) in air flow.
A radiator that cools the refrigerant circulating in the refrigeration cycle (5)
An air passage means (6) that houses the radiator (4) and the radiator (5) and forms an air passage; and that the radiator (4) is formed in the air passage means (6). By closing the bypass passage (8) when the load of the water-cooled engine (1) becomes equal to or more than a predetermined value, and a bypass passage (8) for guiding air to the water-cooled engine (1) side by detouring. An engine cooling device comprising: a bypass passage opening / closing means (9) for increasing an amount of air passing through the radiator (1). 6. The engine cooling system according to claim 1, wherein the load of the water-cooled engine is detected based on a temperature of cooling water of the water-cooled engine. apparatus. 7. A radiator (4) for cooling the cooling water circulating in the water-cooled engine (1), and a radiator (4) formed above the radiator (4) and bypassing the radiator (4). 1) An engine cooling device having a bypass passage (8) for guiding air to the side. 8. A cross flow fan (10f) through which air passes through a cross section perpendicular to the axis of the multi-blade impeller, and said cross flow fan (1f).
The engine cooling device according to any one of claims 1 to 7, further comprising at least three blowers (10a to 10d) having driving means (10m) for rotationally driving 0f). 9. The cross-flow fan (10f) according to claim 8, wherein the driving force of the driving means (10m) is transmitted to the cross flow fan (10f) via a speed change mechanism (11) for changing a rotation speed. Engine cooling device.