U.S. patent application number 13/096364 was filed with the patent office on 2011-12-15 for vehicle heat exchanger assembly.
This patent application is currently assigned to CALSONIC KANSEI CORPORATION. Invention is credited to Takayuki KOIE, Eiichi MORI.
Application Number | 20110303395 13/096364 |
Document ID | / |
Family ID | 45095284 |
Filed Date | 2011-12-15 |
United States Patent
Application |
20110303395 |
Kind Code |
A1 |
MORI; Eiichi ; et
al. |
December 15, 2011 |
VEHICLE HEAT EXCHANGER ASSEMBLY
Abstract
A vehicle heat exchanger assembly includes first and second heat
exchangers including first and second heat exchange units,
respectively, a blower and a fan shroud. The blower causes air to
flow from the first heat exchanger to the second heat exchanger,
and is arranged in an air passage formed in a space between the
first and second heat exchange units. The fan shroud has an
enclosing wall part disposed on an external periphery of the blower
to substantially enclose the air passage formed between the first
heat exchanger and the second heat exchanger, a support part
supporting the blower, and a plurality of support stays extending
from the support par toward the enclosing wall part to connect the
support part and the enclosing wall part.
Inventors: |
MORI; Eiichi; (Kitamoto-shi,
JP) ; KOIE; Takayuki; ( Tokyo, JP) |
Assignee: |
CALSONIC KANSEI CORPORATION
Saitama-shi
JP
|
Family ID: |
45095284 |
Appl. No.: |
13/096364 |
Filed: |
April 28, 2011 |
Current U.S.
Class: |
165/104.34 |
Current CPC
Class: |
F01P 2003/187 20130101;
F01P 3/18 20130101; B60K 11/04 20130101 |
Class at
Publication: |
165/104.34 |
International
Class: |
F28F 13/12 20060101
F28F013/12 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 15, 2010 |
JP |
2010-136468 |
Claims
1. A vehicle heat exchanger assembly comprising: a first heat
exchanger having a first heat exchange unit that allows air to pass
therethrough; a second heat exchanger arranged on a downstream side
of the first heat exchanger with respect to an air flow direction,
the second heat exchanger having a second heat exchange unit
arranged parallel to the first heat exchange unit to allow air to
pass therethrough; a blower configured and arranged to cause air to
flow from the first heat exchanger to the second heat exchanger,
the blower arranged in an air passage formed in a space between the
first heat exchange unit and the second heat exchange unit; and a
fan shroud having an enclosing wall part disposed on an external
periphery of the blower to substantially enclose the air passage
formed between the first heat exchanger and the second heat
exchanger, a support part supporting the blower, and a plurality of
support stays extending from the support part toward the enclosing
wall part to connect the support part and the enclosing wall
part.
2. The vehicle heat exchanger assembly according to claim 1,
wherein each of the first heat exchanger and the second heat
exchanger has a plurality of tanks, and the fan shroud has a
plurality of extension parts arranged at positions corresponding to
at least a part of the tanks to restrict air flow through a gap
between the enclosing wall part and the tank.
3. The vehicle heat exchanger assembly according to claim 1,
wherein the first heat exchange unit of the first heat exchanger is
configured and arranged to receive a cooling medium having a
temperature lower than a temperature of a cooling medium that flows
in the second heat exchange unit of the second heat exchanger.
4. The vehicle heat exchanger assembly according to claim 2,
wherein the first heat exchange unit of the first heat exchanger is
configured and arranged to receive a cooling medium having a
temperature lower than a temperature of a cooling medium that flows
in the second heat exchange unit of the second heat exchanger.
5. The vehicle heat exchanger assembly according to claim 1,
wherein the blower includes a fan, and the enclosing wall part of
the fan shroud has a tubular member with a rectangular
cross-sectional shape taken along a plane perpendicular to a fan
axis of the blower.
6. The vehicle heat exchanger assembly according to claim 5,
wherein the rectangular cross-sectional shape of the tubular member
is substantially constant along the fan axis, and has an area
substantially equal to a cross-sectional area of the first heat
exchange unit of the first heat exchanger taken along a plane
perpendicular to the fan axis.
7. The vehicle heat exchanger assembly according to claim 6,
wherein the area of the rectangular cross-sectional shape of the
tubular member is also substantially equal to a cross-sectional
area of the second heat exchange unit of the second heat exchanger
taken along a plane perpendicular to the fan axis.
8. The vehicle heat exchanger assembly according to claim 5,
wherein the tubular member of the enclosing wall part has first and
second wall portions facing each other, the first wall portion
covering a first side of the first heat exchange unit and a first
side of the second heat exchange unit, and the second wall portion
covering a second side of the first heat exchange unit and a second
side of the second heat exchange unit.
9. The vehicle heat exchanger assembly according to claim 1,
wherein the blower includes a fan, and the enclosing wall part
includes a tubular member with a center axis extending in a
direction parallel to a fan axis of the blower, and a panel member
extending along a plane perpendicular to the fan axis of the
blower, the panel member defining a circular ventilating aperture
formed around the fan.
10. The vehicle heat exchanger assembly according to claim 9,
wherein the panel member includes at least one communication
aperture and a non-return valve configured and arranged to allow
air flow in a direction from the first heat exchanger to the second
heat exchanger through the at least one communication aperture and
to prevent air flow in a direction from the second heat exchanger
to the first heat exchanger.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims priority to Japanese Patent
Application No. 2010-136468 filed on Jun. 15, 2010. The entire
disclosure of Japanese Patent Application No. 2010-136468 is hereby
incorporated herein by reference.
BACKGROUND
[0002] 1. Technical Field
[0003] The present invention relates to a vehicle heat exchanger
assembly provided with a plurality of heat exchangers that cool a
cooling medium that flows through the heat exchangers using air
blown by a cooling fan.
[0004] 2. Related Art
[0005] The vehicle heat exchanger assembly is composed of a single
heat exchanger (e.g., only a radiator for cooling an engine) or a
plurality of heat exchangers (e.g., a radiator and air conditioner)
mounted in a vehicle. In this case, the manner in which required
cooling ability is assured is important in order to efficiently
cool the heat exchangers in a wide range of engine operation such
as engine idling and high-speed travel. For this reason, the
following conventional placements, mountings, and other
arrangements of the heat exchangers and cooling fans have been
made.
[0006] In a conventional vehicle heat exchanger assembly, two
different heat exchangers, i.e., a radiator and a cooler condenser
are arranged in the vehicle front and rear, respectively, and the
external peripheral portions of the heat exchangers are connected
together by a cylindrical cooling-air guide plate. A shroud is
provided to the cooling-air guide plate in the lateral directions
or in the left or right direction of the vehicle body, and an
opening is provided in the shroud in which a cooling fan is
disposed so as to draw air into the shroud via the heat exchangers.
The airflow is discharged from the aperture toward width direction
of the vehicle body to directly cause air inside the engine
compartment to flow while neither of the heat exchangers use air
that has flowed through the other heat exchanger (e.g., see
Japanese Laid-Open Utility Model Application Publication No.
63-190517).
[0007] Another conventional vehicle heat exchanger assembly is a
multi-pass heat exchanger that uses a two-path cross-flow system in
which a shared engine coolant or the like flows in a parallel flow
or a U-turn flow between a first heat exchanger (rearward
placement) and a second heat exchanger (forward placement) in which
the air flow surfaces are arranged substantially in parallel
fashion; and an air fan unit is disposed in an air gap between the
first heat exchanger and the second heat exchanger (e.g., see
Japanese Laid-Open Patent Application Publication No. 2005-76560).
The air fan unit is composed of a rectangular parallelepiped shroud
case, circular apertures that match the circular shape of the
cooling fans are provided in the front and rear surfaces where
cooling fans are arranged facing each other, and air is made to
flow in a uniform fashion to the heat exchangers.
[0008] In yet another conventional vehicle heat exchanger assembly,
two different heat exchangers such as a radiator, an oil cooler, or
the like are housed in a cooling package main body. The cooling
package main body is composed of a quadrangular frame that covers
the external peripheral side of the heat exchangers, large
quadrangular apertures are provided in the front and rear surfaces,
and long members are made to extend from the frame corners toward
the motor support member in the aperture center position. A cooling
fan drive motor is mounted on the motor support member on the
external surface of the cooling package main body, a rotating shaft
of the motor protrudes in the opposite direction aperture plane,
and a cooling fan is mounted on the distal end of the rotating
shaft, whereby the cooling fan is set at a distance from the
cooling package main body to improve the suction ability of the
cooling fan. A shroud is provided surrounding the cooling fan from
the aperture plane, and a fan guard is disposed on the outside
thereof (e.g., see Japanese Laid-Open Patent Application
Publication No. 2008-190513).
[0009] Yet another conventional vehicle heat exchanger assembly is
one in which a radiator is used, and a fan shroud is mounted
directly on the two end parts of upper and lower tanks of the
radiator using four mounting stays integrally formed with the fan
shroud (e.g., see Japanese Laid-Open Utility Model Application
Publication No. 03-37234).
[0010] A cylindrical shell is integrally formed with a fan shroud
together with a cooling fan, the upper portion of the fan shroud
covers the heat exchanger part of the radiator, and the lower
portion of the fan shroud is formed with an opening. Holes for
travel-induced airflow are formed in the mounting stays of the
lower portion so that air is allowed to flow.
SUMMARY
[0011] However, the conventional heat exchangers for a vehicle
described above have the following problems.
[0012] First, with the vehicle heat exchanger assembly described in
Japanese Laid-Open Utility Model Application Publication No.
63-190517, air that has passed through one heat exchanger does not
pass by the other heat exchanger to provide cooling. The air inside
the engine room can be made to flow directly to and pass by both
heat exchangers, and there is a correspondingly improved cooling
effect. However, since the vanes of the cooling fan are arranged so
as to extend in the front-rear direction of the vehicle, the
radiator and condenser cannot be set at a considerable distance
from each other in the front-rear direction of the vehicle, and the
heat exchange system overall is increased in size, which imposes
considerable restrictions on the onboard layout. The cooler
condenser on the engine side draws in the high-temperature air in
the engine compartment as well as high-temperature air on the
engine side because ram pressure is not generated during engine
idling while the vehicle is stopped or traveling at very low speed.
There is a problem in this case in that high cooling capacity
cannot be obtained in the cooler condenser when the air conditioner
is operating.
[0013] Air passes through the second heat exchange unit on the
upstream side in the vehicle heat exchanger assembly described in
Japanese Laid-Open Patent Application Publication No. 2005-76560,
and the flow of air in the first heat exchange unit on the
downstream side is made uniform. Therefore, the front and rear
surfaces of the shroud case have a circular opening that conforms
to the cooling fan, and other portions have a shape that covers the
heat exchanger. For this reason, there is a problem in that
travel-induced airflow cannot be sufficiently utilized when the
vehicle is traveling, and the front and rear surfaces of the shroud
case interferes with and creates resistance to the flow of air to
the heat exchange unit in areas other than the opening. Also, since
the first heat exchanger and the second heat exchanger are the same
type of heat exchanger (a radiator or the like) having the same
purpose, either the first heat exchanger or the second heat
exchanger is present between the condenser and the cooling fan in
the case that a heat exchanger having a different purposed such as
a condenser for an air conditioner must be added. Therefore, the
cooling capacity of the condenser is considerably reduced during
engine idling while the vehicle is stopped or when traveling at
very low speed.
[0014] In the vehicle heat exchanger assembly described in Japanese
Laid-Open Patent Application Publication No. 2008-190513, the
cooling fan must be set at a certain distance in the forward
direction away from the heat exchange unit in order to increase the
air-suction force of the cooling fan, and there is a problem in
that the size of the system overall is increased in the front-rear
direction. Also, the oil cooler is affected by heat released from
the radiator because the radiator, oil cooler, and other heat
exchangers are arranged adjacent to each other. As a result, the
cooling capacity of the oil cooler is considerably reduced due to
heat from the radiator in the case that a shovel or the like is
used during engine idling while the vehicle is stopped or traveling
at very low speed.
[0015] In the vehicle heat exchanger assembly described in Japanese
Laid-Open Utility Model Application Publication No. 03-37234, a fan
shroud is directly mounted on the radiator tanks and cooling fans
are made to face each other near the heat exchanger, the length in
the front-rear direction of the vehicle can be reduced, and
travel-induced airflow is more readily used due to the setting of
the aperture in the lower part and the travel-induced airflow
through-holes of the mounting stays. However, there are gaps in the
front-rear direction of the vehicle between the heat exchangers and
the cylindrical shell that houses the cooling fans. Therefore, a
problem is presented in that, during engine idling when the vehicle
is stopped, a portion of the air does not pass through the heat
exchange unit and is taken in by the cooling fan from the external
peripheral side, or passes through the cooling fan and is then
blown back and taken into the cooling fan by way of the gaps from
the external peripheral side of the cooling fan; and the cooling
capacity of the heat exchangers is reduced by a commensurate
amount.
[0016] The present invention was devised in view of the above, it
being an object thereof to provide a vehicle heat exchanger
assembly provided with a first heat exchanger and a second heat
exchanger, wherein the airflow resistance produced between the heat
exchangers can be reduced, and the effect of heat from one heat
exchanger on the other heat exchanger can be suppressed.
[0017] A vehicle heat exchanger assembly according to one aspect of
the present invention includes a first heat exchanger, a second
heat exchanger, a blower and a fan shroud. The first heat exchanger
has a first heat exchange unit that allows air to pass
therethrough. The second heat exchanger is arranged on a downstream
side of the first heat exchanger with respect to an air flow
direction. The second heat exchanger has a second heat exchange
unit arranged parallel to the first heat exchange unit to allow air
to pass therethrough. The blower is configured and arranged to
cause air to flow from the first heat exchanger to the second heat
exchanger, the blower arranged in an air passage formed in a space
between the first heat exchange unit and the second heat exchange
unit. The fan shroud has an enclosing wall part, a support part and
a plurality of support stays. The enclosing wall part is disposed
on an external periphery of the blower to substantially enclose the
air passage formed between the first heat exchanger and the second
heat exchanger. The support part supports the blower. The support
stays extend from the support par toward the enclosing wall part to
connect the support part and the enclosing wall part.
[0018] In the vehicle heat exchanger assembly of the present
invention, it is possible to suppress a reduction in cooling
capacity of the two heat exchangers by reducing airflow resistance
produced by a shroud or the like between the heat exchangers when
ram pressure is generated by, e.g., travel, and by making use of
travel-induced airflow. Even during engine idling when the vehicle
is stopped or traveling at very low speed, it is possible to reduce
the effect that the heat produced by an air conditioner or another
heat exchanger has on the radiator or another heat exchanger.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Referring now to the attached drawings which form a part of
this original disclosure:
[0020] FIG. 1 is a top plan view showing a vehicle heat exchanger
assembly of a first embodiment of the present invention;
[0021] FIG. 2 is a side view of a partial cross section of the
first embodiment of the present invention;
[0022] FIG. 3 is an exploded perspective view as seen from the rear
of a vehicle and shows the vehicle heat exchanger assembly of the
first embodiment of the present invention;
[0023] FIG. 4 is a front view of the fan shroud part of the vehicle
heat exchanger assembly of a second embodiment of the present
invention;
[0024] FIG. 5 is front view showing the fan shroud part of the
vehicle heat exchanger assembly of a third embodiment of the
present invention;
[0025] FIG. 6 is an enlarged cross-sectional view along the line
6-6 of FIG. 5; and
[0026] FIG. 7 is an enlarged perspective view as seen from the rear
of a vehicle and shows a structure of the non-return valve of the
third embodiment of the present invention.
DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS
[0027] Embodiments of the present invention are described in detail
below with reference to the examples shown in the drawings.
First Embodiment
[0028] First, the overall configuration of the first embodiment
will be described.
[0029] The heat exchanger of the first embodiment is mainly
composed of a condenser 1 as a first heat exchanger, a radiator 2
as a second heat exchanger, a motor fan 3 as a blower, and a fan
shroud 4 for supporting the motor fan, as shown in FIGS. 1 and 2.
The above are integrally mounted in the front-rear direction of the
vehicle in the sequence of the condenser 1, the fan shroud 4 that
supports the motor fan 3, and the radiator 2 from the front side of
the vehicle, and the assembly is supported by the vehicle body by a
radiator-core support (not shown).
[0030] The condenser 1 as the first heat exchanger is used as an
air conditioner, and is provided with a first heat exchange unit
(condenser core) 11 through which air can flow in the front-rear
direction of a vehicle, a left-side tank 12 and right-side tank 13
mounted on the left- and right-side ends, respectively, and a
liquid tank (not shown) mounted on the side surface in the forward
area of the left-side tank 12, as shown in FIG. 3.
[0031] The first heat exchange unit 11 has a plurality of tubes 11a
through which a cooling medium flows between the tanks 12, 13 and
of which the two end parts are connected to the left-side tank 12
and the right-side tank 13, respectively; and corrugated fins 11b
mounted between the adjacent tubes 11a, 11a. The upper and lower
ends of the left and right tanks 12, 13 are connected to each other
by a reinforcement 14. A cooling medium intake port P1 is provided
to the upper-side part in the upper area of the right-side tank 13,
and an outlet port Q2 is provided to a lower area.
[0032] The radiator 2 as the second heat exchanger is used for
cooling the engine, and is disposed parallel to the first heat
exchange unit 11 of the condenser 1 in the rear of the vehicle,
which is the downstream side of the condenser 1. The radiator 2 is
provided with a second heat exchanger (radiator core) 21 through
which air can flow in the front-rear direction of the vehicle, and
a left-side tank 22 and right-side tank 23 mounted on the left- and
right-side ends, respectively.
[0033] The second heat exchanger 21 has a plurality of tubes 21a
through which a cooling medium flows between the tanks 22, 23, the
two end parts of the tubes 21a being connected to the left-side
tank 22 and the right-side tank 23, respectively; and corrugated
fins 21b mounted between the adjacent tubes 21a, 21a. The upper and
lower ends of the left and right tanks 22, 23 are connected to each
other by a reinforcement 15. A cooling medium intake port Q1 that
protrudes rearward is provided to the upper portion of the
right-side tank 23, and an outlet port PQ that protrudes rearward
is provided to a lower portion of the left-side tank 22.
[0034] In this embodiment, the first heat exchange unit 11 of the
condenser 1 is configured and arranged to receive a cooling medium
having a temperature lower than a temperature of a cooling medium
that flows in the second heat exchange unit 21 of the radiator
2.
[0035] The motor fan 3 as a blower causes a cooling fan to rotate
using an electric motor 31 so as to cause air to flow from the
condenser 1 toward the radiator 2, and is configured such that a
fan 32 having four vanes is mounted on a fan axis FA (the rotating
shaft) of the electric motor 31. The fan 32 has the distal ends of
each vane connected to a ring 33, which forms the external
peripheral portion of the fan 32.
[0036] The motor fan 3 configured in the manner described above is
disposed in an air passage 5 (described further below) formed in
the interior space of the fan shroud 4, which is arranged between
the condenser 1 and the radiator 2.
[0037] The fan shroud 4 links the areas between the condenser 1 and
the radiator 2, and the motor fan 3 is accommodated in and covered
by the fan shroud 4.
[0038] The fan shroud 4 is made of resin and has a enclosing wall
part 41 for covering the external periphery of the motor fan 3, a
support part 42 for supporting the electric motor 31 of the motor
fan 3, and four support stays 43 that extend outward in the radial
direction from the support part 42 to the enclosing wall part 41
and connect the support part 42 and the enclosing wall part 41. It
is preferred that the support stays 43 have to the extent possible
a reduced width on the side with which the airflow makes contact
and that the length in the depth direction (corresponding to the
axial direction of the electric motor 31) be increased by a
commensurate amount in order to assure sufficient strength while
reducing airflow resistance.
[0039] The enclosing wall part 41 of the fan shroud 4 is arranged
so as to connect the areas between the external periphery of the
first heat exchange unit 11 of the condenser 1 and the external
periphery of the second heat exchanger 21 of the radiator 2. The
space inside the enclosing wall part 41 forms an air passage 5 for
directing air that has passed through the condenser 1 to the
radiator 2.
[0040] In the present example, the air passage 5 has a ventilation
cross-sectional area that is substantially equal in size to the
cross-sectional area in the ventilation direction of the space (the
space enclosed by the dash-dot line S in FIG. 3) formed by the
connection between the external periphery of the first heat
exchange unit 11 and the external periphery of the second heat
exchanger 21, and does not narrow inward (the ventilation
cross-sectional area is not greatly reduced) at an intermediate
point.
[0041] The enclosing wall part 41 of the fan shroud 4 has left and
right sidewalls 41a, 41b that extend in the horizontal direction,
and an upper wall 41c and lower wall 41d that extend in the
vertical direction and connect the upper and low ends of the left
and right sidewalls 41a, 41b together to form a tubular member
defining an opening 46, as shown in FIG. 3. In this embodiment, the
tubular member formed by the left and right sidewalls 41a, 41b and
the upper and lower walls 41c, 41d has a center axis that
substantially coincides the fan axis FA of the fan 32. As mentioned
above, the air passage 5 enclosed by the tubular member does not
narrow inward. In other words, the tubular member has a rectangular
cross-sectional shape taken along a plane perpendicular to the fan
axis FA of the fan 32 which is substantially constant along the fan
axis FA as shown in FIGS. 1-3. The rectangular cross-sectional
shape defined by the left and right sidewalls 41a, 41b and the
upper and lower walls 41c, 41d has an area (ventilation
cross-sectional area) substantially equal to a cross-sectional area
of the first heat exchange unit 11 of the condenser 1 taken along a
plane perpendicular to the fan axis FA, and a cross-sectional area
of the second heat exchange unit 21 of the radiator 2 taken along a
plane perpendicular to the fan axis FA.
[0042] The enclosing wall part 41 has extension parts 44a, 44b that
extend from the front edge part of the left and right sidewalls
41a, 41b in the outward width direction of the vehicle and then in
forward direction of the vehicle, and that align with the
vehicle-rear-facing external surface of the left-side tank 12 and
the right-side tank 13 of the condenser 1.
[0043] The enclosing wall part 41 also has extension parts 45a, 45b
that extend from the rear edge part of the left and right sidewalls
41a, 41b in the outward width direction of the vehicle and then in
rearward direction of the vehicle, and that align with the
vehicle-front-facing external surface of the left-side tank 22 and
the right-side tank 23 of the radiator 2.
[0044] The enclosing wall part 41 has pawl parts 44c, 44d that
extend from the front edge part of the upper wall 41c and the lower
wall 41d to the forward direction of the vehicle, and that retain
the upper and lower surfaces of the reinforcement 14 disposed in
the upper and lower edges of the first heat exchange unit 11 of the
condenser 1. Thus, the upper wall 41c (one example of the first
wall portion) covers an upper side (one example of the first side)
of the first heat exchange unit 11 and an upper side of the second
heat exchange unit 21, and the lower wall 41d (one example of the
second wall portion) covers a lower side (one example of the second
side) of the first heat exchange unit 11 and a lower side of the
second heat exchange unit 21.
[0045] The enclosing wall part 41 has pawl parts 45c, 45d that
extend from the rear edge part of the upper wall 41c and the lower
wall 41d to the rearward direction of the vehicle, and that retain
the upper and lower surfaces of the reinforcement 15 disposed in
the upper and lower edges of the second heat exchanger 21 of the
radiator 2.
[0046] The vehicle heat exchanger assembly configured in the manner
described above is integrally assembled in a state in which the
condenser 1, the fan shroud 4 for supporting the motor fan 3, and
the radiator 2 are superimposed in sequence from the front side FR
of the vehicle in the front-rear direction of the vehicle. In their
assembled state, the left and right tanks 12, 13 of the condenser 1
and the extension parts 44a, 44b that align with a part of the
external surfaces thereof are in close contact, or even if a gap
formed therebetween, the gap is formed to be as narrow as possible
so that air that flows from an external space of the enclosing wall
part 41 into the internal space (air passage 5) of the enclosing
wall part 41 is reduced. Similarly, in their assembled state, the
pawl parts 44c, 44d and the reinforcement 14 above and below the
condenser 1 are in close contact, or even if a gap is formed
therebetween, the gap is formed to be as narrow as possible so that
air that flows from an external space of the enclosing wall part 41
into the internal space (air passage 5) of the enclosing wall part
41 is reduced.
[0047] Similarly, the left and right tanks 22, 23 of the radiator 2
and the extension parts 45a, 45b of the enclosing wall part 41 that
cover a part of the external surfaces thereof are in close contact,
or even if a gap is formed therebetween, the gap is formed to be as
narrow as possible so that air that flows from an external space of
the enclosing wall part 41 into the internal space (air passage 5)
of the enclosing wall part 41 is reduced. Similarly, in their
assembled state, the pawl parts 45c, 45d and the reinforcement 15
above and below the radiator 2 are in close contact, or even if a
gap is formed therebetween, the gap is formed to be as narrow as
possible so that air that flows from an external space of the
enclosing wall part 41 into the internal space (air passage 5) of
the enclosing wall part 41 is reduced.
[0048] Next, the effect of the first embodiment will be
described.
[0049] Since the speed is zero or very low during engine idling
when the vehicle is parked, traveling at very low speed, or the
like, the condenser 1 and the radiator 2 are not expected to be
cooled by travel-induced airflow from the forward direction of the
vehicle. Therefore, in such a state, the electric motor 31 is
energized and the fan 32 is caused to rotate to forcibly take in
external air from the forward area of the condenser 1. The external
air is passed through the heat exchanger 11 of the condenser 1,
whereby the cooling medium that flows through the tubes 11a is
cooled by heat exchange via the fins 11b or in part by direct air
contact with tubes 11a.
[0050] Air that passes through the condenser 1 passes by the fan 32
and flows to the second heat exchanger 21 of the radiator 2.
[0051] The air that passes through the condenser 1 is directed with
slightly reduced speed to the air passage 5 formed inside the
enclosing wall part 41 of the fan shroud 4 and moves toward the
radiator 2 with good efficiency.
[0052] When the air passes through the second heat exchanger 21 of
the radiator 2, the cooling medium that flows through tubes 21a is
cooled by heat exchange via the fins 21b or in part by direct air
contact with tubes 1a.
[0053] In the case that the condenser 1 and the radiator 2 are
cooled, the engine speed is kept low during idling while the
vehicle is parked, during very low speed travel, or at other times.
Therefore, the amount of heat is not as great in comparison with
ordinary travel, but the air conditioner is often used during such
times, so the required cooling capacity of the condenser 1 is
increased.
[0054] In the vehicle heat exchanger assembly of the first
embodiment, the condenser 1 is cooled to a greater extent than when
using air that has once passed through the radiator 2 because the
condenser 1 is in front of the radiator 2, and as a result, air is
initially sent to the condenser 1 by the motor fan 3. Therefore,
the condenser 1 can be sufficiently cooled even when the air
conditioner is operated during idling or very low speed travel. On
the other hand, although the air that passes through the radiator 2
has been warmed once by the condenser 1 and has less cooling
capacity, the cooling medium that flows through the engine during
idling in which heat output is low does not have a temperature as
high as during ordinary travel, and the radiator 2 is therefore
sufficiently cooled.
[0055] A portion of the air that passes through the second heat
exchanger 21 makes contact with the engine and is discharged from
below the vehicle. A portion of the air that has made contact with
and rebounded from the engine is blown back to the radiator 2 side,
and the left and right tanks 22, 23 of the radiator 2, the
reinforcement 15, and the extension parts 45a, 45b and pawl parts
45c, 45d formed in the enclosing wall part 41 of the fan shroud 4
are arranged in close contact or with a slight gap. Therefore, the
air blown back through the area is returned from the exterior of
the enclosing wall part 41 to the front surface of the radiator 2
and the cooling capacity of the radiator 2 is not reduced.
Similarly, the left and right tanks 12, 13 of the condenser 1, the
reinforcement 14, and the extension parts 44a, 44b and pawl parts
44c, 44d are arranged in close contact or with a slight gap.
Therefore, the air blown back through the area is returned from the
exterior of the enclosing wall part 41 to the front surface of the
radiator 2 or motor fan 3, and the cooling capacity of the radiator
2 is not reduced.
[0056] On the other hand, the amount of airflow that passes through
the condenser 1 and the radiator 2 is considerably increased
because ram pressure is generated in the front portion of the
vehicle during ordinary vehicle travel. At this point, the engine
generates high heat because the engine is operating at higher speed
than during idling. However, even when air warmed by cooling the
cooling medium in the condenser 1 is sent to the radiator 2, the
amount of air that flows through the second heat exchanger 21 of
the radiator 2 increases dramatically and cooling capacity is
therefore considerably increased. Therefore, the condenser 1, as
well as the radiator 2, is sufficiently cooled during ordinary
high-speed vehicle travel. At this point, the inside of the
enclosing wall part 41 of the fan shroud 4 forms an air passage 5
in the space (the space surrounded by the dash-dot line S) that
connects the external peripheral surfaces of the condenser 1 and
the radiator 2 together, and since only the four support stays 43
of the motor fan 3 and fan shroud 4 are present in the air passage
5, the air that moves from the condenser 1 to the radiator 2
undergoes little resistance from the fan shroud 4 and cooling of
the radiator 2 during travel is further enhanced. The motor fan 3
may be caused to rotate as required during travel, i.e., only in
the case that cooling by ram pressure is insufficient.
[0057] As described above, the following effects can be obtained in
the vehicle heat exchanger assembly of the first embodiment.
[0058] (1) In the device of the first embodiment, the condenser 1
and radiator 2 are arranged on the upstream side and the downstream
side, respectively, a fan shroud 4 having an air passage 5 is
provided therebetween, and a motor fan 3 arranged under support by
the support stays 43 at an intermediate point in the air passage 5.
The ventilation cross-sectional area of the air passage 5 formed
inside the enclosing wall part 41 of the fan shroud 4, which is
arranged so as to connect the areas between the external
peripheries of the first heat exchange unit 11 and the second heat
exchanger 21, is designed so as to remain substantially unchanged
from the surface areas of the first heat exchange unit 11 and the
second heat exchanger 21.
[0059] The airflow resistance in the condenser 1 can thereby be
reduced and the condenser 1 as well as the downstream radiator 2
can be sufficiently cooled even when the engine produces high heat
during travel when, e.g., ram pressure is produced during travel in
a vehicle heat exchanger assembly provided with a condenser 1 and a
radiator 2.
[0060] (2) In the case that ram pressure is not generated such as
during engine idling or the like when the vehicle is parked or
traveling in very low speed, the cooling medium of the condenser 1
can be sufficiently cooled by causing the motor fan 3 to rotate
even when the air conditioner is being operated because the
condenser 1 is upstream from the radiator 2. In this case, in
comparison with the case in which the condenser is arranged behind
the radiator, the condenser airflow amount is increased by an
amount commensurate with the reduction in radiator airflow
resistance because the condenser 1 is arranged in front of the
radiator 2. Therefore, the condenser 1 can be readily cooled.
[0061] On the other hand, there is no concern for reduced cooling
capacity in this case even if the radiator 2 is cooled by air
warmed by the condenser 1 because the engine is producing a low
amount of heat.
[0062] (3) Since the motor fan 3 is disposed between the condenser
1 and the radiator 2, the heat received by the condenser 1 from the
radiator 2 can be reduced. It is therefore possible to prevent the
cooling capacity of the condenser 1 from degrading.
[0063] (4) The enclosing wall part 41 of the fan shroud 4 has
extension parts 44a, 44b that extend so as to align with the
vehicle-rear-facing external surface of the left-side tank 12 and
the right-side tank 13 of the condenser 1 from the front edge part
of the left and right sidewalls 41a, 41b of the enclosing wall part
41, and has extension parts 44a, 44b that extend so as to align
with the vehicle-front-facing external surface of the left-side
tank 22 and the right-side tank 23 of the radiator 2 from the rear
edge part of the left and right sidewalls 41a, 41b of the enclosing
wall part 41.
[0064] The extension parts 44a, 44b, 45a, 45b can thereby prevent
air blown backward from the engine side from returning to the front
surface of the radiator 2 via gaps between the enclosing wall part
41 of the fan shroud 4 and the tanks 12, 13, 22, 23 and prevent a
reduction in cooling efficiency of the radiator 2, and also improve
air utilization efficiency.
[0065] (5) Pawls 44c, 44d extend from the front edge part of the
upper and lower walls 41c, 41d of the enclosing wall part 41 of the
fan shroud 4 so as to retain the upper and lower surfaces of the
reinforcement 15 provided to the upper and lower edges of the first
heat exchange unit 11 of the condenser 1; and pawls 45c, 45d extend
from the rear edge part of the upper and lower walls 41c, 41d of
the enclosing wall part 41 so as to retain the upper and lower
surfaces of the reinforcement 16 provided to the upper and lower
edges of the second heat exchanger 21 of the radiator 2.
[0066] The pawl parts 44c, 44d, 45c, 45d can thereby prevent air
blown backward from the engine side from returning to the front
surface of the radiator 2 via gaps between the enclosing wall part
41 of the fan shroud 4 and the reinforcements 15, 16 and prevent a
reduction in cooling efficiency of the radiator 2, and also improve
air utilization efficiency.
[0067] (6) The motor fan 3 is covered by the fan shroud around the
external periphery between the condenser 1 and the radiator 2 and
it is therefore possible to prevent human hands and tools from
making contact with the motor fan 3 during maintenance and
inspection, and safety can be assured.
[0068] (7) Since the tanks of the condenser 1 and the radiator 2
are crimped or otherwise fabricated in a conventional manner, the
crimped portions are arranged so as to avoid contact with each
other in the case that the radiator is arranged on the downstream
side of the condenser and the motor fan is disposed on the
downstream side of the radiator and the condenser. Therefore, the
gap between the condenser and the radiator are unavoidably
enlarged. However, in the first embodiment, the entire heat
exchanger can be made more compact in terms of the length (depth)
in the front-rear direction of the heat exchanger because the motor
fan 3 is disposed between the condenser and the radiator and the
condenser 1 and the radiator 2 are arranged so as to be connected
by the fan shroud 4.
[0069] Other examples will be described next. Illustration or
description of the same constituent elements having the same
reference numerals as the first embodiment are omitted in the
description of the other examples, and only points of difference
will be described.
Second Embodiment
[0070] Referring now to FIG. 4, a vehicle heat exchanger assembly
in accordance with a second embodiment will now be explained. In
view of the similarity between the first and second embodiments,
the parts of the second embodiment that are identical to the parts
of the first embodiment will be given the same reference numerals
as the parts of the first embodiment. Moreover, the descriptions of
the parts of the second embodiment that are identical to the parts
of the first embodiment may be omitted for the sake of brevity.
[0071] The second embodiment shows another example of the fan
shroud portion in the first embodiment, and FIG. 4 is a front view
showing the fan shroud part of the vehicle heat exchanger assembly
of the second example.
[0072] The vehicle heat exchanger assembly of the second embodiment
is different from the first embodiment described above in that the
portion around a circular ventilating aperture 47 for directing air
blown by the motor fan is blocked by a panel member 48 inside the
frame of the enclosing wall part 41 in the fan shroud 4. However,
the interior of the enclosing wall part 41 of the fan shroud 4 has
the same size and shape as the first embodiment on the upstream and
downstream sides of the ventilating aperture 47.
[0073] Therefore, in the second embodiment, the airflow resistance
in the fan shroud 4 is slightly increased in the effect (1) of the
first embodiment, but the following effect can be obtained in
addition to the same effect as the first embodiment.
[0074] (8) Since the portions other than the ventilating aperture
47 are blocked, it is possible to further prevent backflow of heat
from the radiator 2 side to the condenser 1 side in comparison with
the first embodiment. Reduction in the cooling efficiency of the
condenser 1 can thereby be prevented.
Third Embodiment
[0075] Referring now to FIGS. 5 to 7, a vehicle heat exchanger
assembly in accordance with a third embodiment will now be
explained. In view of the similarity between the second and third
embodiments, the parts of the third embodiment that are identical
to the parts of the second embodiment will be given the same
reference numerals as the parts of the second embodiment. Moreover,
the descriptions of the parts of the third embodiment that are
identical to the parts of the second embodiment may be omitted for
the sake of brevity.
[0076] The third embodiment shows a modified example of the fan
shroud portion in the second embodiment. FIG. 5 is a front view
showing the fan shroud part of the vehicle heat exchanger assembly
of the third embodiment. FIG. 6 is an enlarged cross-sectional view
along the line 6-6 of FIG. 5. FIG. 7 is a perspective view as seen
from the rear of a vehicle and shows the main part of the third
embodiment.
[0077] Flow from the condenser 1 side to the radiator 2 side is
allowed in the four corners in portions other the ventilating
aperture 47 in the panel member 48 of the fan shroud 4, but the
vehicle heat exchanger assembly of the third embodiment is
different from the second embodiment in that a communication
aperture 50 has a non-return valve 49 that prevents backflow from
the radiator 2 side to the condenser 1 side.
[0078] In other words, the ventilating aperture 47 for directing
air blown from the motor fan 3 is disposed substantially in the
center of the panel member 48 that blocks the area within the frame
of the enclosing wall part 41 in the fan shroud 4, and the
communication aperture 50 is disposed in each of the four corners
away from the ventilating aperture 47 in the panel member 48.
[0079] The non-return valve 49 blocking the communication aperture
50 from the radiator 2 side is provided to the upper-side aperture
edge part of each communication aperture 50 and is capable of
rotating about the center of a hinge part 51 formed in the
upper-side aperture edge part.
[0080] The non-return valve 49 has a bottom plate part 49b that
folds toward the communication apertures 50 in the lower edge part
of the bottom plate part 49b which has a width sufficient to close
off the communication aperture 50. Left and right sidewall parts
49c, 49c for blocking a triangular portion formed by a line
connecting the upper end of a plate-shaped flap 49a and the distal
ends of the bottom plate part 49b are formed in the left and right
edge parts of the bottom plate part 49b and the plate-shaped flap
49a.
[0081] In the vehicle heat exchanger assembly of the third
embodiment, the configuration described above produces a state in
which the communication aperture 50 is blocked by the weight of the
non-return valve 49, as shown by the solid line representation in
FIG. 6, when the vehicle is stopped or idling, and the heated air
of the radiator 2 side is prevented from flowing to the condenser 1
side. Reduction in the cooling efficiency of the condenser 1 can
thereby be prevented.
[0082] The non-return valve 49 is opened to the radiator 2 side by
the pressure of travel-induced airflow, as shown by the dashed line
in FIG. 6, when the vehicle is traveling. Therefore, the
travel-induced airflow passed through to the radiator 2 side with
good efficiency. Cooling efficiency of the radiator 2 can thereby
be improved.
[0083] The present invention was described above on the basis of
examples, but the present invention is not limited to these
examples; design modifications or the like can be performed within
a range that does not depart from the spirit of the present
invention.
[0084] The examples describe a case in which the first heat
exchanger is a condenser and the second heat exchanger is a
radiator, but the first heat exchanger may be a radiator and the
second heat exchanger may be a condenser. The heat exchangers may
both be radiators or another heat exchanger. In such instances it
is sometimes the case that, when a second heat exchanger is
disposed at least on the downstream side, in a hybrid automobile
that is operated using an engine and an electric motor as power
sources, the temperature of the cooling medium in the heat
exchanger on the engine side is lower than in the heat exchanger
for cooling the inverter on the electric motor side during engine
idling while the vehicle is stopped or during travel at very low
speed. In an electric automobile, there is no engine power source
and therefore no radiator, but an inverter is used because the
vehicle is operated by an electric motor as the power source. In
such cases, for example, a heat exchanger for cooling the inverter,
and a condenser for the air conditioner must be arranged.
[0085] Therefore, the second heat exchanger is preferably arranged
on the downstream side as the heat exchanger having less cooling
capacity than the first heat exchanger.
[0086] There has been described a case in which tanks have been
provided to the left and right of the condenser and the radiator,
but it is also possible to apply the present invention to cases in
which the tanks are provided above and below.
[0087] Also, the extension parts and pawl parts formed in the
enclosing wall part of the fan shroud may be provided so as to
conform to a portion of the inlet pipe and outlet pipe of the heat
exchangers as required.
GENERAL INTERPRETATION OF TERMS
[0088] In understanding the scope of the present invention, the
term "comprising" and its derivatives, as used herein, are intended
to be open ended terms that specify the presence of the stated
features, elements, components, groups, integers, and/or steps, but
do not exclude the presence of other unstated features, elements,
components, groups, integers and/or steps. The foregoing also
applies to words having similar meanings such as the terms,
"including", "having" and their derivatives. Also, the terms
"part," "section," "portion," "member" or "element" when used in
the singular can have the dual meaning of a single part or a
plurality of parts. Finally, terms of degree such as
"substantially", "about" and "approximately" as used herein mean a
reasonable amount of deviation of the modified term such that the
end result is not significantly changed. For example, these terms
can be construed as including a deviation of at least .+-.5% of the
modified term if this deviation would not negate the meaning of the
word it modifies.
[0089] While only selected embodiments have been chosen to
illustrate the present invention, it will be apparent to those
skilled in the art from this disclosure that various changes and
modifications can be made herein without departing from the scope
of the invention as defined in the appended claims. Furthermore,
the foregoing descriptions of the embodiments according to the
present invention are provided for illustration only, and not for
the purpose of limiting the invention as defined by the appended
claims and their equivalents.
* * * * *