JPS5816419Y2 - Vehicle cooling system - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a so-called sub-engine-driven vehicle cooling system in which a vehicle such as a bus has a dedicated engine as a power source and directly drives a compressor by the engine.

As coolers for large buses, a sub-engine or driven cooling system is often used, which is equipped with an engine (sub-engine) dedicated to the cooler, separate from the engine for driving the bus (main engine), and the sub-engine is usually 4 A cycle four-cylinder diesel engine is used, and the sub-engine, compressor, evaporator, condenser, etc. are mounted on a frame to form a unit, which is usually mounted under the floor of a bus or the like.

Conventionally, in the above-mentioned vehicle cooling system, a compressor 2 is directly connected to the output shaft of an engine 1 as shown in FIG. 1, and cooling air is supplied to a condenser 3 on the other side of the output shaft. Generally, a condenser fan 4 is added, and an evaporator fan 6 provided in the evaporator 5 is driven from the condenser fan 4 side via an intermediate shaft 7.

This intermediate shaft I is connected to the frame 10 by bearings 8 and 9.
The output shaft on the condenser fan 4 side and the evaporator fan 6 are connected by pulleys 11, 12, 13, 14, V belt 15° 16, etc.
A universal joint having a spline that can slide in the axial direction is interposed on the intermediate shaft I, and the frame 10
Vibrations from the retroengine 1, which is attached to the top via a vibration-proofing rubber, can be absorbed by the universal joint.

However, in the conventional configuration, the engine 1 and the compressor 2 are connected by connecting the input shaft of the compressor 2 to the flywheel 1a of the engine 1 using a rubber fitting (as shown in FIG. 2).
Or, since the rubber cap is tightened and fixed via the IJ song 11, there is a problem that torque fluctuations in the engine 1 (due to engine explosion, etc.) are almost directly transmitted to the compressor, and the engine torque Due to the fluctuation, rattling noise is generated in the universal joint of the intermediate shaft 7, and the above-mentioned problems are severe, especially in the low rotation range of the engine 1, and the durability of the bearings, belts, splines, etc. is seriously affected. giving.

Furthermore, in the conventional structure, the power for the evaporator fan 6 is taken from the condenser fin 4 side of the engine 1, so depending on the type of engine 1, it may be difficult to install the intermediate shaft 7 and its attached parts. There are also problems in that the installation location of the shaft 1 may also have to be changed as shown by the chain line in FIG.

The present invention is aimed at solving the above-mentioned conventional problems, and will be described below with reference to the embodiments shown in FIGS. 3 to 5.

Present invention 12 As shown in FIGS. 3 to 5, a flywheel 2a is formed on the input shaft of the compressor 2, and the flywheel 2a and the flywheel 1a on the output shaft side of the engine 1 are connected by a rubber damper 18. In addition, the present invention is characterized by a structure in which power for driving the evaporator fan 6 is taken out from a pulley portion 2b of a flywheel 2a provided on the input shaft of the compressor 2.

In this way, the flywheel 2 is attached to the input shaft of the compressor 2.
By providing the section a, torsional vibration of the engine 1, especially in the low rotation range, is significantly reduced.

This torsional vibration reduction effect is determined by the ratio C=kA of the torsional spring constant k (kg-crrv'rad) of the rubber damper 18 and the moment of inertia (kg-cm-82) of the flywheel 2a. The normal rotational speed of 1 is generally 1100 to 2000 rpm, and experimentally C
2.If the torsion spring constant of the rubber damper 18 and the moment of inertia I of the flywheel 2a are set to be in the range of 1100 to 7000, the
It has been found that a stable damping effect on torsional vibration can be obtained at rpm.

As shown in Figures 3 and 4, the compressor 2 is integrated with the engine 1 and is vibration-proofly supported by the frame 10, and includes a condenser 3, an evaporator 5,
Since the evaporator fan 6 and the like are fixed to the frame 10, the intermediate shaft 7 for driving the evaporator fan supported by the frame 10 by bearings 8 and 9 has a conventional structure in which a universal joint having a sys-spline is inserted. However, in the present invention, as described above, the drive torque fluctuation is significantly reduced and smoothed at the flywheel 2a from the pulley portion 2b on the compressor 2 side to the evaporator fan via the intermediate shaft γ. 6, the negative part of the torque fluctuation is eliminated even in the low rotation range of the engine 1, the intermediate shaft I can be driven in stable rotation, and the generation of abnormal noise in the spline part is eliminated. It can significantly extend the life of bearings, splines, belts, etc.

Furthermore, the conventional system in which the power for the evaporator fan 6 is taken from the output shaft of the engine 1 has problems such as having to change the installation location of the intermediate shaft 7 depending on the type of engine. In the present invention, power for driving the evaporator fan 6 is extracted from the compressor 2, so changing the type of engine has no relation to the intermediate shaft I, and the components can be unified regardless of the type of engine. Can be done.

As described above, in the present invention, fluctuations in engine rotational torque can be smoothed with an extremely simple configuration, and the evaporator fan is driven by the smoothed rotating part, thereby reducing noise in the power transmission mechanism part to the evaporator fan. It can bring about many effects, such as reducing the amount of damage, significantly extending the life of each part, and eliminating the traditional hassle of changing parts due to differences in engine types, so it has great practical value. It is.

[Brief explanation of drawings]

Fig. 1 is an explanatory plan view showing an outline of a conventional vehicle cooling mechanism unit, Fig. 2 is a side sectional view of the main part showing an example of the structure of the joint between the engine and compressor shown in Fig. 1, and Fig. 3 is a plan view showing the outline of a conventional vehicle cooling mechanism unit. FIG. 4 is a side view of the engine and compressor section of FIG. 3, and FIG. 5 is a vertical cross-sectional view of the main part of FIG. 4. 1...Engine 1a...Flywheel, 2...Compressor, 2a...
Flywheel, 2b...Boob section, 3...
... Capacitor, 4... Capacitor fan,
5... Evaporator, 6... Evaporator fan 7... Intermediate shaft, 8, 9...
・Bearing, 10... Frame, 11.12
, 13゜14...Pulley, 15゜16...V-belt, 8...Rubber damper.

Claims (2)

[Scope of utility model registration request] (1) The engine and the engine are supported on a frame in a vibration-proof manner, and a condenser, evaporator, evaporator fan, etc. are mounted on the frame, and the engine connects the evaporator to the evaporator via an intermediate shaft with a universal joint supported on the frame. In a vehicle cooling system that drives a fan, a flywheel is provided on the input shaft of the compressor, and the flywheel of the compressor and the flywheel provided on the engine output shaft are made of an elastic material having an appropriate torsion spring constant. A vehicle cooling system characterized in that the compressor is connected via a damper and power is transmitted from the input shaft of the compressor to the evaporator fan via the universal jointed intermediate shaft. (2) The scope of the utility model registration claim, characterized in that the flywheel provided on the input shaft of the compressor is integrally provided with a pulley portion for transmitting power to an intermediate shaft with a universal joint. The vehicle cooling device according to item 1.