U.S. patent application number 10/485607 was filed with the patent office on 2006-09-21 for cooling system for motor vehicles and method for controlling at least one air mass flow through a radiator.
Invention is credited to Friedrich Brotz, Eberhard Pantow, Bernhard Uhl.
Application Number | 20060211364 10/485607 |
Document ID | / |
Family ID | 7694006 |
Filed Date | 2006-09-21 |
United States Patent
Application |
20060211364 |
Kind Code |
A1 |
Brotz; Friedrich ; et
al. |
September 21, 2006 |
Cooling system for motor vehicles and method for controlling at
least one air mass flow through a radiator
Abstract
Cooling system for motor vehicles with at least one radiator to
which in a first operating phase, particularly in the ram pressure
phase, a first air stream can be supplied via a first air flow path
and which in an alternative or simultaneous second operating phase,
particularly during fan operation, can be supplied by means of at
least one air-conveying device, with a second air stream flowing
along a second air flow path. Among other things, it is also
provided that at least in some regions the two air flow paths are
oriented at an angle to each other so that the air-conveying device
is disposed outside or essentially outside the first air flow path.
The invention also related to a corresponding method.
Inventors: |
Brotz; Friedrich;
(Reutlingen, DE) ; Pantow; Eberhard; (Moglingen,
DE) ; Uhl; Bernhard; (Augsburg, DE) |
Correspondence
Address: |
HARNESS, DICKEY & PIERCE, P.L.C.
P.O. BOX 828
BLOOMFIELD HILLS
MI
48303
US
|
Family ID: |
7694006 |
Appl. No.: |
10/485607 |
Filed: |
July 26, 2002 |
PCT Filed: |
July 26, 2002 |
PCT NO: |
PCT/DE02/02827 |
371 Date: |
May 31, 2006 |
Current U.S.
Class: |
454/261 |
Current CPC
Class: |
Y02T 10/88 20130101;
B60K 11/085 20130101; B60K 11/08 20130101; F01P 7/10 20130101 |
Class at
Publication: |
454/261 |
International
Class: |
F24F 13/04 20060101
F24F013/04 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 1, 2001 |
DE |
101 37 717.7 |
Claims
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39. Cooling system for motor vehicles with at least one radiator to
which, in a first operating phase and particularly in the ram
pressure phase, a first air stream can be supplied via a first air
flow path and which in an alternative or simultaneous second
operating phase, particularly during fan operation, can be supplied
by means of at least one air-conveying device with a second air
stream flowing along a second air flow path, wherein the two air
flow paths are at least in some regions oriented at an angle to
each other and that the air-conveying device is located outside or
essentially outside the first air flow path.
40. Cooling system according to claim 39, for motor vehicles with
at least one radiator to which in a first operating phase,
particularly in the ram pressure phase, a first air stream can be
supplied via a first air flow path and which in an alternative or
simultaneous second operating phase, particularly during fan
operation, can be supplied by means of at least one air-conveying
device with a second air stream flowing along a second air flow
path, wherein the two air flow paths are at least in some regions
separated from each other and cross or combine in the radiator
region.
41. Cooling system according to claim 39, for motor vehicles with
at least one radiator, for example for a combustion engine, whereby
an air stream (first air stream) can be supplied to the radiator
via at least one air inlet provided in the outer wall of the motor
vehicle, and with a device for controlling the air stream flowing
through the radiator, the control device being located in the
region of air flow away from the radiator--as seen in the direction
of the air stream.
42. Cooling system particularly according to claim 39, for motor
vehicles with at least one radiator, for example for a combustion
engine, whereby an air stream (first air stream) can be supplied to
the radiator via at least one air inlet provided in the outer wall
of the motor vehicle, and with a device for controlling the air
stream flowing through the radiator, the control device being
located in the region of flow toward the radiator--as seen in the
direction of the air stream.
43. Cooling system according to claim 39, wherein the region of
flow away from the radiator is free of devices for creating an air
stream.
44. Cooling system according to claim 39, wherein the radiator is
located in the front end region or in the back end region of the
motor vehicle.
45. Cooling system according to claim 44, wherein--as seen in the
direction of forward movement of motor vehicle--the radiator is
disposed in front of the engine of the motor vehicle.
46. Cooling system according to claim 39, wherein the device for
controlling air flow (first air stream) is a covering device
capable, in a manner adjustable as a function of the desired
operating phase, of freeing, particularly essentially freeing,
partly covering or at least essentially covering and, particularly,
completely covering the cross-section of the first air flow
path.
47. Cooling system according to claim 39, wherein the covering
device is provided with at least one swivelable flap.
48. Cooling system according to claim 39, wherein the covering
device is provided with several flaps preferably arranged as in a
louver.
49. Cooling system according to claim 39, wherein the device for
controlling the first air stream is provided with several flaps
disposed in the first air flow path and adjustable to several
positions, said flaps freeing the first flow path in a first
position and closing off said flow path at least partly and
preferably completely in a second position.
50. Cooling system according to claim 39, wherein when the flaps
are swiveled into the first position, the first air stream passes
through the entire radiator surface uniformly or essentially
uniformly.
51. Cooling system according to claim 39, wherein a first number of
flaps is allotted to a first partial region and at least a second
number of flaps is allotted to at least a second partial region of
radiator, and that the first and second number of flaps can be
moved/closed independently of each other.
52. Cooling system according to claim 39, wherein at least some of
the flaps run parallel to each other and can be swiveled preferably
about a parallel or essentially parallel imagined horizontal or
vertical axis.
53. Cooling system according to claim 39, wherein a positioning
device for automatic movement is allotted to at least some of
flaps.
54. Cooling system according to claim 39, wherein the positioning
device is provided with at least one spring element and/or magnetic
element whereby at least some of flaps are moved spontaneously into
their closing-off position when the ram pressure, particularly that
of the first air stream, is below a predetermined value.
55. Cooling system according to claim 39, wherein the covering
device consists of at least one adjustable louver.
56. Cooling system according to claim 39, wherein the covering
device consists of at least two louvers which on closing can be
adjusted in relation to each other.
57. Cooling system according to claim 39, wherein to the louver
(each louver) is allotted an air-permeable support, particularly a
support grille.
58. Cooling system according to claim 39, wherein the covering
device leaves toward the radiator a free space for the creation of
at least part of the second air flow path.
59. Cooling system according to claim 39, wherein to form the free
space there is provided an air-conveying box with the covering
device, the cover of which is assigned to a flow cross-section for
the first air stream.
60. Cooling system according to claim 39, wherein laterally
relative to the flow cross-section there is disposed at least one
air inlet and/or at least one air outlet for the second air
stream.
61. Cooling system according to claim 39, wherein the cross-section
of the air inlet and/or air outlet for the second air stream is
oriented at an angle, especially at a right angle, to the flow
cross-section of the first air stream.
62. Cooling system according to claim 39, wherein the cross-section
of the second air flow path increases with increasing distance from
the air inlet and/or air outlet.
63. Cooling system according to claim 39, wherein the flap, the
flaps, the louver and/or the louvers is/are disposed in a
frame.
64. Cooling system according to claim 39, wherein the frame and the
flap attached to it and/or at least one louver attached to it form
a structural unit which is designed and disposed in a manner such
that they form a cover for the--as seen in the flow direction of
the first air stream--the back side of the radiator.
65. Cooling system according to claim 39, wherein a free space
between the cover and the back side of the radiator is defined when
at least one flap is placed into the closing-off position, and/or
at least one louver blind is placed into the closing-off position,
the periphery of said free space being at least partly, and
preferably completely closed.
66. Cooling system according to claim 39, wherein the frame
preferably consists of several frame parts and that on the frame,
preferably on at least one of the frame parts there is provided at
least one flow-through opening for connection to a device for
creating an air flow (second air stream), the said device
preferably being disposed laterally relative to the radiator.
67. Cooling system according to claim 39, wherein the air
flow-creating device is provided with at least one blower to supply
air to the free space between the cover and the back side of the
radiator at negative pressure or high pressure, or to supply air to
the free space between the cover and the front side of the radiator
when the blower is blowing.
68. Cooling system according to claim 39, wherein the radiator has
a curvature when seen in cross-section.
69. Cooling system according claim 68, wherein the curvature is
partly circular.
70. Cooling system according to claim 69, wherein the curvature or
rounding of the radiator points in the direction of forward
movement of the motor vehicle or in the opposite direction.
71. Cooling system according to claim 39, wherein the radiator--as
seen in cross-section--shows a wedge-like contour, the wedge tip
pointing in the direction of forward movement of the motor vehicle
or in the opposite direction.
72. Cooling system according to claim 39, wherein the shape of the
frame is adapted to the shape of the radiator or to the radiator
surface disposed in the first flow path and exposed to the first
air stream.
73. Cooling system according to claim 39, wherein the radiator is
part of a cooling module consisting of several heat exchangers, the
other heat exchanger/heat exchangers being disposed ahead of the
radiator, as seen in the direction of forward movement of the motor
vehicle.
74. Method for controlling at least one air mass flow through a
radiator for a motor vehicle during different operating phases of
the motor vehicle, said method comprising the following steps:
during a first operating phase, through an air inlet preferably
located in the outer wall of the motor vehicle, there is supplied a
first, free air stream which flows through the radiator,
particularly from the front side thereof, and during a second
operating phase of the motor vehicle the first air flow path is
blocked in the region of flow away from the radiator and a second
air stream created in a part of the motor vehicle lying outside the
first flow path is blown and/or sucked through the radiator.
75. Method according to claim 74, wherein during the cold-starting
phase of the motor vehicle the first air flow path is blocked in
the region of flow away from or toward the radiator, so that no
more air is sucked or blown through the radiator.
76. Method according to claim 74, wherein the volume of the first
air stream flowing through the radiator can be
controlled--preferably in stepless manner.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a National Stage of International
Application No. PCT/DE02/02827, filed Jul. 26, 2002 which claims
benefit of German patent application number 10137717.7, filed Aug.
1, 2001.
BACKGROUND AND SUMMARY OF THE INVENTION
[0002] The invention relates to a cooling system for motor vehicles
with at least one radiator. The invention also relates to a method
for controlling at least one air mass flow through the radiator of
a motor vehicle during different operating phases of the
vehicle.
[0003] In motor vehicles, for example passenger cars or trucks, the
cooling of the liquids and gases used therein is carried out by
means of appropriate heat exchangers, for example intercoolers,
coolant coolers or condensers, which are located at the front end
of the motor vehicle, often in a modular unit, namely one behind
the other as seen in the direction of forward movement of the motor
vehicle.
[0004] EP 0 487 098 B1 discloses a cooling system wherein the
radiator for the engine of the motor vehicle is located at the end
of the cooler module, namely as far from the front end of the motor
vehicle as possible. During vehicle movement, an air stream
generated by ram pressure at the front end of the motor vehicle
flows through the cooling module. To be able to provide the air
mass flow necessary for the required cooling action even while the
motor vehicle is standing or moving slowly, a centrifugal fan with
cap is provided in the air flow path downstream from the radiator
for the purpose of creating an air stream flowing through the
cooling module. Beyond a certain moving velocity, the air ram
pressure at the front end of the motor vehicle is sufficiently high
to provide any required air mass flow.
[0005] The drawback of the known cooling system is that under
operating conditions in which the air mass flow through the cooling
module is created by ram pressure at the front end of the motor
vehicle, the cover of the fan cap and the fan hub act as
resistances increasing the pressure loss caused by the cooling
module. Moreover, the fan cap, because of its alignment with the
radiator, covers large regions of the same so that the entire air
mass flow must pass through the fan opening. This results in
nonuniform flow through the radiator which also affects the heat
exchanger disposed ahead of it and, in particular, reduces its
cooling efficiency. The pressure losses which are present anyway
are further increased by the nonuniformity of the air stream.
[0006] The object of the invention is to provide a cooling system
of the aforesaid kind wherein operating control adaptable to all
operating phases is possible and, in particular, a more uniform
flow through the radiator is ensured under all moving
conditions/operating phases of the motor vehicle. Another object is
to indicate a method allowing exact control of at least one air
mass flow through the radiator under all movement conditions.
[0007] To reach this objective, we propose a cooling system having
the features of claim 1. In a first operating phase, the cooling
system is cooled by a first air stream along a first air flow path.
In a second operating phase, the cooling is produced by a second
air stream flowing along a second air flow path. The two air
streams can be provided alternatively or simultaneously. Because,
at least in some regions, the two air flows are at an angle or
across one another in a manner such that the air-conveying device
for the second air stream is outside or essentially outside the
first air flow path, a separation, in particular, between the ram
pressure mode and the fan operation mode is achieved, because two
routes have been formed. One route is preferred for ram pressure
operation. This concerns the first air flow path which preferably
is linear. If in the second operating phase cooling is accomplished
with the aid of an air-conveying device, the second air stream path
is used which in terms of region is preferably identical to the
first air flow path, but which in terms of region also deviates
from the first air flow path. In this manner, the air-conveying
device is outside or essentially outside the first air flow path,
which means that it does not act as a hindrance and, hence,
produces no pressure loss in the first operating phase. In this
manner, optimally adapted operation control is possible in all
operating phases.
[0008] According to the invention, the two air flow paths can at
least in some regions be separated from each other and cross each
other or combine in the radiator region. In some sections,
therefore, the two air flow paths are independent of each other,
namely the required operating means, for example an air-conveying
system, are always assigned to their "own" air flow path. Hence,
the case will not be possible in which the air-conveying system
will act as a flow hindrance in a "foreign" air flow path. Because
the two air flow paths cross each other or combine in the radiator
region, both of them serve to provide cooling air to the
radiator.
[0009] The invention is characterized by the fact that the system
for controlling the air flow through the radiator--as seen in the
direction of the air flow--is located in the region in which the
air flows away from the radiator. In this manner, it is possible to
achieve a more homogeneous, or more uniform flow through both the
radiator and possibly through another heat exchanger disposed--as
seen in the air flow direction--ahead of it over the entire cooling
surface thus increasing the cooling efficiency of the radiator and
the heat exchanger. It is also advantageous that the pressure loss
caused by the radiator, particularly under ram pressure-dominated
operating conditions, is reduced. Because the radiator and at least
one heat exchanger optionally located ahead of it produce a
relatively small pressure loss, the air mass flow through the
radiator and the heat exchanger(s) and thus the cooling efficiency
are correspondingly high so that for a predetermined, required
cooling efficiency the cooling surface can be correspondingly
small.
[0010] As an alternative, it is also possible to dispose the
control system in the region of the air flowing--as seen in the air
flow direction--toward of the radiator.
[0011] In a preferred embodiment of the invention, the radiator
serves to cool the coolant for the engine of a motor vehicle, for
example a combustion engine. In addition to the radiator, the
cooling system can include at least one additional heat exchanger,
for example an intercooler and a condenser of a heating or
air-conditioning system. In this case, the additional heat
exchanger(s) is (are) preferably disposed--as seen in the direction
of the supplied air stream--ahead of the radiator to form, coupled
with said radiator, a cooling module constituting a unit, each of
the heat exchanger/radiator operating independently of each
other.
[0012] In a particularly advantageous embodiment of the cooling
system, the region of air flow from the radiator is free of devices
for producing an air stream. This means that the cooling system,
unlike the known cooling systems, is devoid of a centrifugal fan
with an accompanying cover/cap so that a cooling system of small
depth is realizable. According to a further embodiment of the
invention, the region of air flow toward the radiator is also free
of blowers, fans and the like intended to produce an air flow
through the radiator. Hence, neither ahead of nor behind the
radiator is there provided a device for creating an air flow so
that a particularly uniform air flow can be ensured at least
through the radiator.
[0013] In a preferred embodiment of the invention, the radiator is
disposed in the front end region of the motor vehicle. In the outer
wall of the motor vehicle, there is provided at least one air inlet
through which the air stream created by ram pressure during the
movement of the motor vehicle is supplied to the radiator or the
cooling module, said air inlet preferably being disposed in the
front end of the motor vehicle. In this arrangement of the radiator
in the motor vehicle, said radiator--as seen in the direction of
forward movement--is disposed ahead of the engine. In another
embodiment, the radiator is disposed in the back end of the motor
vehicle, in which case the air inlet can be provided in a side wall
of the motor vehicle.
[0014] In another embodiment of the invention, the system for
controlling the air stream (first air stream) is a covering device
capable, in a manner adjustable as a function of the desired
operating phase, of freeing, particularly essentially freeing,
partly covering or at least essentially covering and particularly
completely covering the cross-section of the first air flow path.
Depending on the operating phases, it is therefore possible to
reduce more or less the cross-section of the first air flow path or
even completely close off said cross-section or to increase said
cross-section gradually until the complete cross-section has become
available. This closing or opening can be controlled in stepless or
stepwise manner. The covering system can be controlled and made to
take the required position depending on the desired operating
phase. A suitable actuator is provided for this purpose.
[0015] Preferably, the covering device has at least one swiveling
flap. Alternatively or additionally, the covering device can also
have several flaps preferably disposed in the manner of a louver.
By this is meant a flap arrangement in which several flaps have
parallel rotational axes, said rotational axes being disposed so
close together that in the closed position the ends of adjacent
flaps lie on top of each other thus providing coverage in the
manner of a louver. Depending on the open position of the flaps,
the cross-section of the air flow path is freed to a variable
extent.
[0016] Also preferred is a cooling system characterized in that the
system for controlling the first air stream has, in particular,
several swivelable flaps assigned to the first air flow path,
capable of taking several positions and freeing the first air
stream in a first position and closing it off, at least partly but
preferably completely, in a second position. The preferably
lamellar flaps are preferably so optimized from a flow standpoint
that in their first position in which they free the air flow path
they do not affect the air flow through the radiator practically at
all, or at least affect it only to a minor extent such that the
resulting pressure loss is therefore not significant. In other
words, the design of the flaps and their arrangement in the freeing
position is such that the entire cooling surface is uniformly
exposed to, and homogeneously contacted by, the air stream.
[0017] In place of or in addition to the said flaps, it is also
possible for the covering device to have at least one adjustable
roller blind. Depending on the position of the roller blind, the
assigned air flow path is more or less covered/closed. To prevent
the air pressure from swinging the roller blind out excessively, an
air-permeable support, particularly a supporting grille, is
preferably provided. The roller blind can assume a flat position on
the support and thus not be displaced to an unacceptable extent
even at higher air pressures. The air-permeable support has an
adequately fine-meshed structure so that it does not affect the air
flow or affects it only to a negligible extent.
[0018] According to another embodiment of the invention, the
covering system leaves toward the radiator a free space to allow
the formation of at least part of the second air flow path. During
the first operating phase, the first air stream also passes through
this free space so that said first air stream can flow over the
cooling surface unhindered. When the second operating phase takes
place, the covering device closes thereby limiting the free space.
However, because the covering device is disposed at a distance from
the radiator, the second air stream can bring about the cooling of
the radiator by being blown into the free space at an angle to the
direction of the aforesaid first air stream and/or sucked out of
the free space so that--for example, in the case of suction--the
sucked-out air of the second air stream passes through the
radiator, reaches the free space and now, because of the covering
device being closed, can flow off in a direction vertical to the
radiator surface, to cool, in particular, the combustion engine of
the motor vehicle, but because the covering device is closed, it
leaves the free space laterally. This lateral exiting allows the
installation of an air conveying device laterally to the radiator
so that the first air flow path remains undisturbed, namely so that
the flow is not hindered. The wording "installation of an
air-conveying device laterally to the radiator" means that the
first air flow path contains no hindrances. The air-conveying
device, however, can also assume positions other than the lateral
one if it is connected via an appropriate air-guiding tube or the
like to the lateral surfaces or at least one lateral surface of the
free space. In such a case, too, it is necessary to make sure that
the air-conveying device is not causing a hindrance in the first
air flow path.
[0019] It is possible, in particular, to provide for the formation
of the free space an air-conveying box containing the covering
device the covering action of which is assigned to a flow
cross-section for the first air stream. In particular, at least one
air inlet and/or at least one air outlet for the second air stream
is provided laterally. Preferably, the cross-section of at least
one air inlet and/or air outlet for the second air stream is
disposed at an angle, particularly at a right angle, to the flow
cross-section of the first air stream.
[0020] To reduce the pressure losses during suction or blowing, it
is possible to enlarge the cross-section of the second air flow
path in the region of the air inlet and/or air outlet, In
particular, the said air-conveying box can be shaped as a frame,
with the covering device located on the frame. In accordance with
the increase in cross-section in the region of the air inlet and/or
air outlet, the depth of the frame at the air inlet and/or air
outlet is larger than in the other regions of the air-conveying
box. The flap, the flaps, the roller blind and/or the roller blinds
are thus preferably disposed on the frame.
[0021] Other advantageous embodiments of the cooling system are
indicated by the other subclaims.
[0022] To reach the objective, we also propose a method for
controlling at least one air mass flow through the radiator of a
motor vehicle during the various operating phases of the motor
vehicle, said method having the features indicated in claim 36.
According to this method, during the first, ram pressure-dominated
operating phase of the motor vehicle, namely during a forward
movement of the motor vehicle at a sufficiently high speed at which
a desired ram air pressure is created at the font end of the motor
vehicle, a first free air stream is supplied to the radiator
through at least one air inlet provided in the outer wall of the
motor vehicle, said air stream flowing through the radiator from
the front end thereof. By "free air stream" is meant that said
stream is created exclusively as a result of the ram pressure
prevailing at the front end. During this operating phase, any
required air mass flow through the cooling module or through the
radiator can be made available. Moreover, by said method it is
possible that during the second operating phase of the motor
vehicle, namely when said vehicle is standing or when it moves at
low speed, the air flow path, especially in the region of air flow
away from the radiator, is blocked in a suitable manner, and a
second air stream created in a part of the motor vehicle lying
outside the air flow path is sucked through the radiator. The
method is characterized in that in every moving condition of the
motor vehicle, exact control of the air mass flow through the
radiator is possible without the need for a flow-disturbing blower
being located in regions of air flow to and/or from the
radiator.
[0023] Also preferred is an embodiment of the method of the
invention which is characterized in that during the cold-starting
phase of the motor vehicle, the air flow path in the regions of air
flow from or toward the radiator is blocked, and no air is sucked
or blown through the radiator. The blocked air flow path causes the
air to dam up at the radiator, or not to reach the radiator, so
that the cooling efficiency of the radiator is only minimal. In
this manner, rapid heat-up of the cooling medium flowing through
radiator is achieved.
[0024] Other advantageous embodiments of the method of the
invention are indicated by the other sub-claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] The present invention will become more fully understood from
the detailed description and the accompanying drawings,
wherein:
[0026] FIG. 1 is a schematic representation of a section of an
embodiment of the cooling system of the invention;
[0027] FIG. 2 is a view in perspective of a first embodiment of a
cover equipped with swiveling flaps or a covering device for a
radiator with the flaps in the air flow-freeing position;
[0028] FIG. 3 is a view in perspective of the cover of FIG. 2 with
the flaps assuming the stopping/blocking position;
[0029] FIG. 4 is a view in perspective of a second embodiment of
the cover;
[0030] FIG. 5 is a view in perspective of the cover of FIG. 4 and
showing the flap arrangement;
[0031] FIG. 6 is a view in perspective of a third embodiment of the
cover;
[0032] FIG. 7 is a cross-section of a second embodiment of the
radiator with a fourth embodiment of the cover;
[0033] FIG. 8 is a cross-section of a third embodiment of the
radiator with a fifth embodiment of the cover;
[0034] FIG. 9 is a view in perspective of another covering
device;
[0035] FIG. 10 is a variant of an embodiment of the covering device
of FIG. 9;
[0036] FIG. 11 is a modified version of the covering device of FIG.
10;
[0037] FIG. 12 is another modification of the covering device;
[0038] FIG. 13 is also another modification of a covering
device;
[0039] FIG. 14 is a view in perspective of an air flow-creating
device designed in the form of a blower;
[0040] FIG. 15 shows an air conveyor between the radiator,
particularly the radiator cover frame, and the blower;
[0041] FIG. 16 shows another embodiment of an air conveyor;
[0042] FIG. 17 is a view of the air conveyor of FIG. 15 along the
longitudinal axis of a motor vehicle equipped with a cooling
system;
[0043] FIG. 18 is a top view of the representation of FIG. 17;
[0044] FIG. 19 is a view, in the direction of the longitudinal axis
of the motor vehicle, of an air conveyor according to another
embodiment according to FIG. 16, and
[0045] FIG. 20 is a top view of the air conveyor of FIG. 19.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0046] Cooling system 1 described in the following can be used
generally for motor vehicles 3, for example passenger cars, trucks,
buses and the like, having as an engine, for example, a combustion
engine. Cooling system 1 can readily be used also in electric
vehicles or hybrid vehicles.
[0047] FIG. 1 shows a schematic diagram of an embodiment of cooling
system 1 disposed in front end 5 of motor vehicle 3, shown with
broken lines, in a motor space 7. During forward movement, motor
vehicle 3 moves in the direction from right to left of FIG. 1, as
indicated by arrow 8. Cooling system 1 or a component thereof is
located in the space between a combustion engine 9 and an outer
wall 11 forming the vehicle front. In the outer wall 11 is provided
a wall opening 13 forming air inlet 12 in which opening is disposed
an air-conveying device 15 the function of which is to supply to
cooling system 1, during the movement of motor vehicle 3, a first
air stream 53, here moving in horizontal direction indicated by
arrows, along a first air flow path 57. This will be discussed in
greater detail in the following.
[0048] Here, cooling system 1 comprises a first heat exchanger 17
consisting of a radiator 19 for cooling the coolant for the
combustion engine, for example water. Radiator 19 has a connector
21 through which the coolant enters radiator 19 and at least one
other connector, not shown in the representation of FIG. 1, through
which the coolant is recycled to combustion engine 9. The design
and the function of radiator 19 are generally known and do not
require additional discussion here. It is to be kept in mind that
radiator 19 can be exposed to air stream 53 introduced through air
inlet 12, as indicated by the arrows referring to first air flow
path 57, the first air stream 53 entering at the front side 23 of
radiator 19 and exiting at the opposite, back side 25 of the same
without being deflected in radiator 19. This means that first air
stream 53 flowing toward radiator 19 in horizontal direction and
essentially vertical to radiator front 23 passes through radiator
19 in a straight line and again exits at the radiator back side 25
while maintaining its horizontal orientation.
[0049] On the side opposite combustion engine 9, in the region
between air inlet 12 and radiator 19, there is disposed in the
first air flow path 57 another heat exchanger 26, for example an
intercooler or a condenser of an air-conditioning unit through
which first air stream 53 is introduced into motor space via air
inlet 12 or which in this embodiment of heat exchanger 26 flows
through this space, as indicated by arrows in FIG. 1. Heat
exchanger 26 and radiator 19 can be coupled to form a cooling
module (not shown) which can be preassembled. Cooling system 1 can
be provided with additional heat exchangers besides those shown in
FIG. 1, all such additional heat exchangers preferably being
disposed between outer wall 11 and radiator 19. In the preferred
embodiment, the space between radiator 19 and combustion engine 9
is free of devices for creating an air flow through radiator 19 or
through the cooling module and of heat exchangers of cooling system
1 so as to ensure that the free flow of the air stream leaving the
radiator backside 25 is not hindered.
[0050] Moreover, cooling system 1 is provided with a device 28 for
controlling the air stream flowing through radiator 19 and which
has a cover/covering device 27 disposed on the radiator back side
25. Preferably, covering device 27 is combined with radiator 19 to
a preassemblable unit. Covering device 27 comprises a frame 29
which, as shown in FIG. 2 which is a view in perspective of the
covering device 27 shown in FIG. 1, has in this embodiment, as can
be seen, the shape of a rectangle corresponding in size and shape
to the radiator surface on the radiator back side 25. Frame 29
consists of frame parts 29.1, 29.2, 29.3 and 29.4. Each of frame
parts 29.1 and 29.2 is provided with two elongated, preferably
flow-optimized flow-through openings 31 forming cross-section 63 of
an air outlet and to which is connected a device, not shown, for
creating an air stream, said device--seen in the direction of
forward movement 8 of motor vehicle 3--being disposed laterally
relative to radiator 19. For this purpose, the air stream-creating
device comprises at least one blower, particularly a suction fan,
for example a centrifugal fan. To each of the flow-through openings
31 is connected suction tube 33, FIG. 2 showing only one of such
tube. By means of suction tube 33, the air can be removed from
motor space 7 in a specific manner, particularly through radiator
19. Suction tube 33 can consist, for example, of a hose,
particularly a flexible hose, or of a channel with rigid side
walls.
[0051] Covering device 27 also comprises a number of flaps 35
attached to frames 29 and which run parallel to each other, each
flap being able to swivel about an axis 37 that is vertical to the
plane of the drawing. To this end, each flap 35 is provided at its
end with a pivot pin/bearing pin located in corresponding openings
in lateral frame parts 29.1 and 29.2, and each of which is aligned
with a flow-through opening 31 allocated to a flap 35. Flaps 35 are
disposed within the region of air flow away from radiator 19 and
can swivel into several positions.
[0052] In an embodiment not represented in the figures, swivel axes
37 of flaps 35 are oriented parallel to frame parts 29.1, 29.2.
Basically, any arrangement of flaps 35 on cover 27 is possible. It
is important that the region of air flow away from the radiator can
be, at least essentially partly and preferably completely, closed
off.
[0053] In FIGS. 1 and 2, flaps 35 are swiveled into a first
position in which they free the air flow path in the region of flow
away from radiator 19 in a manner such that the first air stream 53
uniformly flowing through radiator 19 is not affected, namely
blocked or diverted. In this manner, it is ensured that covering
device 27 will produce practically no pressure loss, that the air
stream will impinge uniformly on the entire radiator surface and
that said surface will be exposed at least essentially to uniform
flow.
[0054] In FIG. 3, the flaps are shown to have swiveled into a
second position in which the first air flow path 57 in the region
of flow away from radiator 19 is completely closed off or blocked.
This means that covering device 27 causes first air stream 53 to be
dammed up behind radiator 19--as seen in the direction of flow of
first air stream 53--so that said stream can no longer flow off
freely.
[0055] As can be seen from FIGS. 1 to 3, flaps 35 when swiveled
into the closing position (FIG. 3) define between the covering
device/cover 27 and the radiator back side 25 a free space 39 which
on its periphery is completely closed toward motor space 7 by frame
parts 29.1, 29.2, 29.3 and 29.4. The gap between radiator 19 and
frame 29 in the region where they are connected to each other can
optionally be sealed by means of a suitable seal, not shown, so as
to prevent any air flow from motor space 7 into free space 39.
[0056] Flow-through openings 31 in frame parts 29.1 and 29.2 are
disposed in the space between flaps 35 and the radiator back side
25 so that a negative pressure can be applied to free space 39 by
means of the air flow-creating device. In this manner, when flaps
35 are closed, a defined, preferably adjustable second air stream
55 can be aspirated along a second air flow path 59, via the
cooling module, namely heat exchanger 26 and radiator 19, as
indicated by arrow 41 in FIG. 2.
[0057] In the embodiment of covering 27 shown in FIGS. 1 to 3,
flaps 35 attached to it in swivelable manner are appropriately
force-coupled to each other and can be actuated automatically by a
positioning device that is not shown. To this end, the positioning
device is provided with a suitable drive or is coupled with the
drive of another device of motor vehicle 3. Control of the flap
actu-ation is brought about by a control/regulation device of
cooling system 1, not shown. In other words, all flaps 35 are
swiveled together into the closing-off position and into the
flow-release position. According to an advantageous variant of the
embodiment, the drive of the positioning device for flaps 35
swivels said flaps into their closing-off position (FIG. 3), the
restoration into the flow-release position occurring in spontaneous
manner by means of a spring element, namely when the ram pressure
of the first air stream 53 falls below a certain level. It is, of
course, also possible for all flaps 35 to be swiveled into the
closing-off as well as into the flow-release position by means of
the drive of the positioning device.
[0058] Cover 27 shown in FIGS. 1 to 3 has only minor, space-saving
depth. It should be kept in mind, however, that between cover 27
and combustion engine 9 no structural elements are present that
would affect the air flow through radiator 19 so that the air
stream leaving radiator back side 25 impinges on combustion engine
9 and optionally flows around it.
[0059] The method of the invention for controlling the air mass
flow through radiator 19 during the different operating phases or
movement conditions of motor vehicle 3 can readily be understood
from the description of FIGS. 1 to 3. As can be seen, during the
first operating phase of motor vehicle 3, namely during forward
movement and above a certain, predetermined speed, a first free air
stream 53 created by ram pressure flows through radiator 19 via an
air inlet 12, said air stream flowing through front end 23 of
radiator 19. To this end, flaps 35 disposed within the first air
flow path 57 in the region of flow away from radiator 19 are
swiveled into their flow-release position (FIGS. 1 and 2). In this
position, in which flaps 35 are oriented in the first air flow path
57 with their narrow side oriented in the direction of air flow
thus offering practically no resistance to the first air stream 53
flowing through radiator 19, the flow through said radiator is
uniform. It is also advantageous that, as a result of the absence
of structural elements in first air flow path 57, the air mass flow
through radiator 19 in the region of flow away from the radiator
is, even at relatively low speeds of motor vehicle 3, so high that
any required cooling efficiency can be realized. During a second
operating phase of motor vehicle 3, in which said vehicle is
standing or is moving at low forward speed, flaps 35 are swiveled
into their closing-off position in which they completely block
first air flow path 57 in the region of flow away from radiator 19.
With the aid of the air-flow creating device disposed ouside first
air flow path 57, a second, adjustable air stream 55 is sucked
through radiator 19 along second air flow path 59 so that even
under vehicle movement conditions not dominated by ram pressure an
air mass flow required to achieve the desired cooling efficiency
passes through radiator 19. In the region of air flow toward
radiator 19, the two air flow paths 57 and 59 are formed equal, at
least in some sections. In the region of air flow away from
radiator 19, the two air flow paths 57 and 59 are different.
[0060] As a result of cover 27 being disposed between radiator 19
and combustion engine 9, there is provided the advantageous
possibility of accelerating the warming of the coolant flowing
through radiator 19 during the cold start-up phase. To this end,
flaps 35 are swiveled into their blocking/closing-off position thus
closing off first air flow path 57. Moreover, during the cold
start-up phase no air is removed from free space 39 by suction. The
air is thus dammed up at radiator 19 which as a result shows
correspondingly low cooling efficiency. In this manner, the coolant
is warmed up more rapidly.
[0061] FIG. 4 depicts a second embodiment of cover 27, with flaps
35 not showing, and which differs from cover 27 described with the
aid of FIGS. 1 to 3 particularly in that additional frame parts
29.5 and 29.6 are provided between frame parts 29.1 and 29.2 that
form the side walls of cover 27, said additional frame parts being
disposed parallel to frame parts 29.1 and 29.2. As can be seen from
FIG. 5, a first number of flaps 35.1 is held in swivelable manner
at frame parts 29.1 and 29.6, a second number of flaps 35.2 is held
at frame parts 29.6 and 29.5, and a third number of flaps 35.3 is
held at frame parts 29.5 and 29.2. Flaps 35.1 to 35.3, each
allotted to a partial region of the radiator surface are swivelable
independently of each other so that only parts of cover 27 can be
closed and the air flow path is only partly blocked. It is thus
possible for the air mass flow over the cooling module to consist
of a combination of ram pressure flow and suction via flow-through
openings 31.
[0062] In FIG. 5, flaps 35.2 located in the central region of the
air flow path are swiveled into their flow-release position whereas
flaps 35.1 and 35.3 located outside are closed thus blocking the
air flow path in these regions. In this embodiment, the radiator
surface covered by flaps 35.2 is greater than the radiator surface
coverable by means of flaps 35.1 and 35.2. To this end, flaps 35.3
are correspondingly longer. When all flaps 35.1 to 35.3 are
swiveled into their closing-off position, the air flow path is
completely blocked. Naturally, flaps 35.1 to 35.3 can have lengths
other than those shown in the figures.
[0063] As indicated in FIG. 4, a suction channel 43 is integrated
into each of frame parts 29.5 and 29.6, said channel penetrating
the upper frame part 29.3 and being attachable to the device for
creating suction flow. Suction channels 43 are connected to free
space 39 via openings 45. The additional frame parts 29.5 and 29.6
also improve the rigidity of cover 27.
[0064] FIG. 6 depicts another embodiment of cover 27, with flaps 35
not shown. Cover 27 differs from covers 27 described by way of
FIGS. 4 and 5 in that in the middle between frame parts 29.1 and
29.2 there is present only one additional frame part 29.5 which is
provided with a suction channel 43. Between frame parts 29.1 and
29.5 is held in swivelable manner a first number of flaps and
between parts 29.5 and 29.2 a second number of flaps, as in the
embodiment depicted in FIG. 5, said flaps being swivelable
independently of each other so that, if necessary, only parts of
cover 27 can be closed off.
[0065] It should be kept in mind that cover 27 can readily also be
designed so that more than three partial regions can be closed or
opened independently of each other. In the embodiment described
with the aid of FIGS. 4 to 6, these partial regions are disposed
next to each other--as seen in the direction of air flow--and
extend over the entire height of the air flow path. Naturally, it
is also possible to design cover 27 so that in at least one partial
region, flaps 35 disposed therein are swivelable so that only a
section of this partial region is closed off, whereas the flaps
disposed in another section of this partial region are in the
flow-release position.
[0066] If in the embodiment of cover 27 described with the aid of
FIGS. 4 to 6 the swivel axes 37 of flaps 35 are parallel to frame
parts 29.1, 29.2, the additional frame part 29.5 or parts 29.5 and
29.6 may be omitted. Even so, it is quite possible for some of
flaps 35 to be made to move independently of each other so that,
for example, only certain parts of the region of flow away from the
radiator are closed while other flaps are disposed in the air flow
path in a manner such that the air can flow between flaps 35.
Compared to the above-described embodiments, this embodiment of
cover 27 has a reduced number of parts.
[0067] FIG. 7 shows a schematic representation of a further
embodiment of radiator 19 and cover 27 in cross-section. Identical
parts are identified by the same reference numerals, the reader
therefore being referred to FIGS. 12 to 6. Radiator 19 has a curved
shape, the curvature being oriented in the direction of forward
movement 8 of motor vehicle 3. On radiator back side 25 there is
provided cover 27 whose frame 29 is adapted to the shape of
radiator 19 or to the radiator surface disposed in the air flow
path thus being exposed to the air stream. As can be seen, in this
form of radiator 19, too, small structural depth is realizable.
This would not be possible if a centrifugal fan were located in the
region of air flow away from the radiator as is the case in known
cooling systems.
[0068] In an embodiment deviating from that represented in FIG. 7,
other curved shapes of radiator 19 are also possible, for example
any free forms allowing an optimum, preferably space-saving
placement of radiator 19 in motor space 7 that is ideally adapted
to the available space. The curved radiator and the cover adapted
to the shape of the radiator can also be at an angle to the
longitudinal extension of the motor vehicle. Other arrangements are
also possible.
[0069] FIG. 8 shows a schematic representation of a third
embodiment of radiator 19 and cover 27 in cross-section. Parts that
have already been described with the aid of the foregoing figures
are indicated by the same reference numerals. Radiator 19 has a
wedge-shaped contour with the tip of the wedge pointing in the
direction of forward movement 8 of motor vehicle 3. Frame 29 of
cover 27 that is disposed on the radiator back side 25 is adapted
to the shape of radiator 19 and it, too, is wedge-shaped. This is
achieved by disposing lateral frame parts 29.1 and 29.2 at an
appropriate angle. This design, too, has only a small structural
depth. The orientation of the radiator and of the cover can be
chosen so that during forward movement of the motor vehicle the tip
of the wedge is directed in the direction opposite to that of
forward movement, namely in a direction that is exactly opposite to
that shown for the embodiment represented in FIG. 8.
[0070] Flaps 35 of cover 27 shown in FIGS. 7 and 8 can be swiveled
about an axis 37 that is vertical to the plane of the drawing and
parallel to an imagined horizontal axis. In FIGS. 7 and 8, these
flaps are swiveled into their flow-release position. In the
closing-off/blocking position, flaps 35 are not disposed vertical
to the air flow through radiator 19 as is the case in the
embodiment described with the aid of FIGS. 1 to 3, but at an angle.
Complete blocking of the first air flow path 57, optionally by
appropriately curved flaps 35, can still be ensured.
[0071] In the embodiment represented in FIG. 9 is shown a covering
device 27 built in the form of a frame and which in the region of
each of its vertical sides 65, 67 is provided with roller blind box
69, 71. From roller blind box 69, 71, roller blinds 73, 75 can be
pulled out in the direction toward one another or they can be
pulled out by means of a suitable drive system. This can be done in
stepless manner. Consequently, the size of flow-through
cross-section 77 of first air flow path 57 can be adjusted in
accordance with the positions of roller blinds 73, 75. Toward the
radiator, not shown, roller blinds 73, 75, for the purpose of
forming a free space, are disposed at a distance from each other so
that in the region of the two sides 65 and 67 cross-sections 79 and
81 of the second air flow path are formed. The operation during use
is the same as the operation of a covering device 27 provided with
flaps so that this aspect does not need further discussion.
[0072] The embodiment of FIG. 10 also shows a covering device
equipped with roller blinds 73, 75 but differing from that of FIG.
9 in that there is provided an air-permeable support 83 in the form
of a support grille 85. Support 83 is located downstream from the
corresponding roller blinds 73, 75 preventing said blinds 73, 75
from being deformed or moved by the air pressure.
[0073] The embodiment of FIG. 11 shows a covering device 27 that
greatly resembles that shown in FIG. 10. The difference consists in
that in the region of sides 65 and 67 cross-sections 79 and 81
become wider with increasing distance from the center of covering
device 27, which results in unusually low pressure losses. In the
case that a second air stream is created by suction, the pressure
losses during suction are reduced and the surface intended for
suction is enlarged because of the smaller structural depth of the
air conveyor at the sides of device 28. This widening of the
cross-section can occur by appropriate inclination--as seen in
longitudinal cross-section--of the corresponding surfaces. It is
also possible, however, to use circle segments of appropriate
radii.
[0074] The embodiment of FIG. 12 takes into consideration the
recently issued Pedestrian Protection Decree for which it may be
necessary for radiator 19 to be lower or to be placed at an angle.
This embodiment meets the requirements of this decree in that the
support grille and/or the opened cover, not shown in detail, for
example the roller blinds, are disposed in a vertical plane while
radiator 19 is inclined. As a result, a free space 39 is formed
which decreases in the upper part of its depth while becoming
gradually larger toward the bottom. Correspondingly, cross-section
79 is then also located at the bottom to create second air flow
path 59 for second air stream 55.
[0075] FIG. 13 shows a covering device 27 in which, in relation to
the direction of first air stream 53, radiator 19 is located
downstream from covering device 27. This means that the incoming
first air flow 53 first reaches free space 39 (provided the cover
is closed) and then passes through radiator 19. If the cover is
closed, there is preferably provided an air stream-creating device
that does not aspirate but blows, meaning that it blows sideways
into free space 39 so that radiator 19 is supplied with cooling air
from free space 39. This air passes through the radiator and then
preferably reaches the adjacent combustion engine 9 (not
shown).
[0076] FIG. 14 shows a blower 88 constituting the air flow-creating
device consisting of several structural components. Blower 88 shown
in this figure is designed as a tube fan 89 that is provided with a
constant-pressure impeller followed by a guide wheel. For
simplicity, FIG. 14 does not show the housing enveloping said
wheels.
[0077] Alternatively, a centrifugal fan (not shown) can also be
used as blower 88. For both the said centrifugal fan and the said
tube fan, the impeller diameter amounts to about 30 to 60% of the
vertical dimension of the radiator, particularly the vertical
dimension of the radiator core (active elements of the
radiator).
[0078] Blower 88 can be either a blowing or a sucking fan.
[0079] Blower 88 or the fan are preferably installed laterally or
essentially laterally relative to radiator 19. The orientation of
the air flow thus created is either parallel or at right angles to
the longitudinal axis of a motor vehicle equipped with cooling
system 1. An intermediate angle between this parallel or
right-angle orientation and including the flow toward the
longitudinal axis of the motor vehicle is also conceivable.
[0080] FIGS. 15, 17 and 18, on the one hand, and FIGS. 16, 19 and
20, on the other, show air conveyors of different structural
design. In the embodiment of FIGS. 15, 17 and 18, the air flow is
at right angles to the longitudinal axis of the motor vehicle
whereas for the air conveyor in the embodiment of FIGS. 16, 19 and
20 said air flow is parallel to the longitudinal axis of the motor
vehicle. FIGS. 15 and 20 show air conveyors 90 with a blower seat
for only one half of radiator 19. Air conveyor 90 is located
between radiator 19 or the radiator cover frame and blower 88 and
is designed as a special channel. FIGS. 15 to 20 show cover 27
allocated to radiator 19, from which cover air conveyor 90
originates. From the aforesaid figures, it can be seen that air
conveyor 90, designed as a channel, is always located in the lower
region of cover 27. Alternatively, it is, of course, also
conceivable to locate said conveyor in the middle or in the upper
region. It can also be seen from the said figures that only one
channel is allocated to a cover 27. Naturally, it is also
conceivable for several channels to lead to a cover 27, in which
case one blower is assigned to several channels or one blower is
assigned to each channel. To be able to orient the channel in the
direction of the longitudinal axis of the motor vehicle, in the
embodiment of FIGS. 16, 19 and 20 there is provided a deflecting
zone for the air flow. In the embodiments of FIGS. 15, 17 and 18,
this deflection is not necessary, because the channel is oriented
across the longitudinal axis of the motor vehicle.
[0081] In all embodiments, with regard to the channel for air
control between the radiator cover and the fan/blower, it is
possible to provide at least one device, particularly guide
baffles, to improve the flow.
[0082] It is also possible to provide after the blower/fan a flow
channel or several flow channels to be able to undertake specific
control of air flow out of the motor space of the motor vehicle.
This additional flow channel or these additional flow channels
downstream from the fan/blower can also be used to direct air
toward specific components of the motor space.
* * * * *