Cooling device of vehicle

Abstract

At a fan shroud constituting a cooling unit are provided a fan opening portion with an electric fan and a door opening portion that includes a plurality of door openings that are formed substantially vertically in line. A slant portion is formed on the door opening portion in such a manner that positions of the door openings which are located at a relatively upper level of the door opening portion and the doors provided at these door openings are located respectively forward relative to those of the other door openings and the other doors. Accordingly, any interference of the doors with other parts in the engine room can be prevented properly.

Description

BACKGROUND OF THE INVENTION

The present invention relates to a cooling device of a vehicle that comprises a radiator to cool cooling water, an electric fan, a fan shroud and the like, which are disposed at a front portion in an engine room.

Conventionally, a cooling device of a vehicle, in which an electric fan, radiator and condenser to cool the cooling water and coolant are assembled to the fan shroud, is known. According to the cooling device, traveling air is taken in by the electric fan, the cooling water of the radiator and the coolant of the condenser are cooled with the traveling air, and the engine room is scavenged with the traveling air taken in (i.e., exhaustion of heated air).

Herein, there is a problem in that the above-described structure may cause the following concern. Namely, when a vehicle travels at a low speed, the electric fan can supply a sufficient amount of traveling air passing thorough a fan opening portion at the fan shroud, thereby ensuring desirable cooling function. When the vehicle travels at a high speed, however, these fan and fan shroud may become an obstacle to increase of an improper flow resistance, so that the amount of traveling air taken in would be reduced and thereby the cooling efficiency would be deteriorated.

Then, in order to solve this problem, there has been an improved device, as disclosed in Japanese Utility Model Laid-Open Publication No. 62-195624, in which openings (air through hole) are formed at the fan shroud in addition to the fan opening portion for the electric fan, and doors are provided at the openings so as to be opened by the traveling air. Herein, when the vehicle travels at the high speed, the doors are opened by the traveling air and the sufficient amount of traveling air flows in through these openings. Thereby, the cooling function of the radiator and condenser and the scavenging function can be ensured properly even at the vehicle high-speed traveling state.

Meanwhile, recent vehicle developments have been requiring a more efficient space designing for the front portion of engine room. Namely, since ensuring a roomy cabin space and a proper safety against a vehicle frontal crash has been required particularly, it has become more difficult to properly layout components surrounding the engine in the engine room for ensuring the sufficient space at the front portion in the engine room. Especially, for the vehicle whose engine is disposed laterally in the engine room, such layout of components, such as auxiliary parts or pipes, is rather difficult due to a considerably limited layout space exiting around the engine.

Specifically, in a case where the cooling device disclosed in the above-described publication is provided in front of the engine, there is a concern that pipes or the like that are disposed between the cooling device and the engine would interfere with the doors provided at the fan shroud when the doors are opened.

SUMMARY OF THE INVENTION

The present invention has been devised in view of the above-described problem, and an object of the present invention is to provide a cooling device of a vehicle, which includes a fan shroud comprising an opening portion for an electric fan and openings with doors, that can properly prevent the doors from interfering with any other parts in an engine room.

According to the present invention, there is provided a cooling device of a vehicle, in which a cooling unit comprising a radiator and a fan shroud supporting an electric fan is disposed in front of an engine in an engine room, a plurality of openings are formed at the fan shroud so as to be located substantially vertically in line beside the electric fan, and doors are provided respectively at the openings so as to be opened by traveling air, wherein the fan shroud is configured in such a manner that an opening position of at least one of the openings is located forward relative to that of another one of the openings and a position of a rear end of the door provided at the one of the openings is located forward relative to that of a rear end of the door provided at the another one of the openings in a state where the doors are opened.

Accordingly, even when the vehicle traveling speed is low, a sufficient cooling air for the radiator can be endured by the electric fan and the fan shroud, and when the vehicle traveling speed becomes high, the doors provided at the fans shroud are opened by the traveling air and the traveling air can be allowed to come in to the engine room efficiently. Thus, the cooling function of the radiator and the scavenging function of the engine room can be improved. Also, since the position of the rear end of the door provided at the one of the openings is located forward relative to that of the rear end of the door provided at the another one of the openings in the state where the doors are opened, a layout space for pipes or the like behind the door can be ensured properly. Thereby, there can be provided properly a compact layout of the fan shroud in a narrow engine room without interference with any other components/parts.

According to an embodiment of the present invention, the engine is disposed laterally in such a manner that an intake manifold thereof is located at a front portion in the engine room, a transmission is disposed beside the engine, the electric fan is supported at one side of the fan shroud, and the fan shroud is provided in such a manner that the electric fan is located substantially in front of the transmission and the plural openings are located substantially in front of the engine.

Accordingly, the compact layout of the fan shroud having the electric fan and the like in front of the laterally-disposed engine can be attained. Namely, the transmission does not generally project forward so much compared to the laterally-disposed engine equipped with the intake manifold and the like at its front. Thus, by applying the layout in which the electric fan having a certain rearward projection is located substantially in front of the transmission and the plural openings are located substantially in front of the engine, a gap formed between the fan shroud and the engine can be made as narrow as possible, thereby attaining the compact layout of the fan shroud.

According to another embodiment of the present invention, the cooling unit further comprises a condenser provided substantially in front of the radiator, the opening position of the opening that is located at a relatively upper level of the fan shroud is located forward relative to that of another opening that is located at a relatively lower level of the fan shroud, and the door provided at the opening that is located at the relatively upper level is located at a position where a rear end part thereof does not interfere with a pipe that is provided to be coupled to the condenser in the sate where the door is opened.

Generally, the condenser is provided along with the radiator and the fan shroud, so the pipe coupled to the condenser may be disposed near the fan shroud. Herein, by applying the layout in which the door at the opening located at the relatively upper level of the fan shroud is located forward relative to another door at the opening located at the relatively lower level of the fan shroud, any interference of rear end part of the doors with the pipe can be prevented surely in the state where the doors are opened.

According to another embodiment of the present invention, the doors provided at the openings have substantially an identical shape. Thereby, the layout in which the opening position of at least one of the openings is located forward relative to that of another one of the openings can bring up the layout in which that the position of the rear end of the door provided at the one of openings is located forward relative to that of the rear end of the door provided at the another of openings in the state where the doors are opened. Thus, reduction of manufacturing costs can be also improved.

Herein, it is preferable that the fan shroud be formed in a bowl shape to project rearward so that the traveling air can be gathered at the fan opening portion as much as possible and the traveling air can be supplied efficiently into the engine room by the electric motor at the vehicle low-speed traveling state. However, the above-described forward-location of the openings and doors might. cause a concern that the sufficient amount of the traveling air could not be gathered at the fan opening portion and thereby the cooling function of the condenser and the radiator or the scavenging function of the engine room might be deteriorated.

Meanwhile, there is generally provided a front grill to let a large amount of traveling air flow in to the engine room at a front portion of the vehicle. Herein, a lower opening portion located at a relatively lower part of the engine room is configured to be relatively large sized to intake much of the air easily, while an upper opening portion located at a relatively upper part of the engine room is configured to be relatively small sized not to intake so much of the air easily.

However, the above-described forward-location of only the opening(s) and the door(s) that are located at the upper part of the fan shroud would not influence badly on the entire supply function of the traveling air. Because, as described above, the amount of traveling air that flows in through the upper opening portion is originally small, compared to the traveling-air amount flowing in through the lower opening portion. Thus, the entire supply function of the traveling air that may be affected mainly by the traveling air flowing in through the lower opening portion would not be influenced badly by the above-described forward-location, and thus the proper layout space of the pile or the like, which is described above, can be ensured properly.

Other features, aspects, and advantages of the present invention will become apparent from the following description which refers to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a vehicle front portion in an engine room of an automotive vehicle equipped with a cooling device of a vehicle according to an embodiment of the present invention.

FIG. 2 is a sectional view of an example of the vehicle front portion, taken along line II-II of FIG. 1.

FIG. 3 is a perspective view of a cooling unit.

FIG. 4 is a rear view of a radiator equipped with a fan shroud, when viewed from the rear of the vehicle.

FIG. 5 is an enlarged perspective view showing a position relationship between door openings of the fan shroud and an inlet pipe.

DETAILED DESCRIPTION OF THE INVENTION

Hereinafter, a preferred embodiment of the present invention will be described referring to the accompanying drawings. The following descriptions are just about an example of the present invention, and therefore these descriptions should not limit any application or usage of the present invention.

FIGS. 1 and 2 show a vehicle front portion in an engine room of a vehicle equipped with a cooling device according to an embodiment of the present invention. An engine 1 equipped with a super charger is disposed laterally in such a manner that an intake manifold 12 is located at a front portion in the engine room. A transmission 2 is disposed beside the engine 1, and a metal-made intercooler 3 is disposed above the engine 1 slantingly in such a manner that its rear end is positioned above its front end (see FIG. 2). Herein, illustrating of a hood and part of bumper is omitted in FIG. 1.

The intercooler 3, which has substantially a rectangular shape, is covered by an intercooler cover 4 from its top. The cover 4 has a wide area that is enough to cover over the entire top of the intercooler 3, and part of the cover 4 that corresponds to the intercooler 3 has a grid shape so as to allow traveling air to come in toward the intercooler 3.

Below a hood 6, as shown in FIG. 2, is provided an intercooler duct 5 to take in the traveling air to the intercooler 3 so as to extend from the front to the intercooler 3. This duct 5 is made of a resin material and has a flat shape to form an air passage S therein. The duct 5 has an air inlet port 5a with a flat shape at its front end. Thus, the traveling air taken in from the inlet port 5a is supplied to the intercooler 3 via the air passage S in the intercooler duct 5.

In front of the engine 1 is provided a shroud frame 10 supporting. a cooling unit 7 (cooling device) that comprises a condenser 21 and a radiator 22. The shroud frame 10 comprises a cooling-unit support portion 10a to support the cooling unit 7 and connecting portions 10b, 10b that extend from the support portion 10a rearward and laterally and are fixed to a vehicle body, respectively, which has substantially a bowl shape as a whole, when viewed from above. The cooling unit 7 is configured to cool cooling water of the engine 1 and coolant of an air conditioner with the traveling air that comes in through a front grill 9, which is formed below a bumper 8 with a bumper beam 8a and the like, and an air inlet 11, which is formed above the bumper 8.

As shown in FIG. 2, the traveling air coming in through the front grill 9 mainly flows down toward a lower part of the cooling unit 7, and the traveling air coming in through the air inlet 11 mainly flows down toward an upper part of the cooling unit 7. Herein, since the air inlet 11 has a considerably smaller passage section than the front grill 9, the air-flow amount from the inlet 11 is rather small compared to that from the front grill 9 does. Accordingly, cooling function of the cooling unit 7 or scavenging function of the engine room may be influenced primarily by the flow amount of the air passing through the lower part of the cooling unit 7, not so much by the flow amount of the air passing through the upper part of the cooling unit 7.

The cooling unit 7 is formed by assembling the condenser 21, radiator 22, and fan shroud 23 which are disposed in order from the front, as shown in FIG. 3. The traveling air flows down passing through the condenser 21 and radiator 22, whereby the coolant of the air conditioner flowing in the condenser 21 and the cooling water of the engine flowing in the radiator 22 can be cooled. The condenser 21 and the fan shroud 23 are held by hooks 22c, 22c, . . . provided at the radiator 22, which will be described below in detail.

The radiator 22, which is formed in a flat shape as shown in FIG. 4, is a cross-flow type of radiator in which there are provided a cooling-water outlet portion 22f to be coupled to a cooling-water pipe feeding the cooling water from the radiator 22 to the engine 1, a cooling-water inlet portion 22g to be coupled to another cooling-water pipe feeding the cooling water from the engine 1 to the radiator 22 at its both-side ends. Namely, tank portions 22a, 22b filled with the cooling water are located at the both sides in a vehicle width direction, and a core portion comprising fins and tubes (not illustrated) is located at its center portion between the tank portions 22a and 22b.

At front and rear faces of the tank portions 22a, 22b are respectively provided a plurality of hooks 22a, 22c, . . . to hold the fan shroud 23 and the condenser 21 (only hooks to hold the fan shroud 23 at the rear face are illustrated in FIG. 4). At upper and lower ends of the tank portions 22a, 22b are respectively provided pin portions 22d, 22d, 22e, 22e to be inserted into engagement holes formed at the cooling-unit support portion 10a of the shroud frame 10.

Herein, a mounting member, not illustrated, is configured to engage with tip portions of the above pin portions 22d, 22d, 22e, 22e that have been inserted into the engagement portions of the shroud frame 10. A resilient member is provided between the radiator 22 and the shroud frame 10, so the cooling unit 7 with the radiator 22 and the condenser 21 is supported resiliently at the shroud frame 10.

The condenser 21 is also, as shown in FIG. 3, formed in the flat shape so as to extend in the vehicle width direction like the radiator 22. The coolant of the air conditioner flows in a longitudinal direction in the condenser 21. Namely, the condenser 21 comprises, like the radiator 22, a core portion 21c comprising fins and tubes and tank portions 21a and 21b provided at its both sides. To the tank portions 21a, 21b are coupled an inlet pipe 31 to feed the gas-state coolant to the tank portions from an evaporator of the air conditioner via a compressor, and an outlet pipe 32 to feed the liquid-state coolant cooled at the core portion 21c to the evaporator.

Hereinafter, the inlet pipe 31 will be described in detail. The inlet pipe 31 is one that is provided between a compressor 33 to increase temperature and pressure of the gas-state coolant from the evaporator and the tank portion 21a of the condenser 21. It has an observing window 31a for checking the flow of coolant at its middle portion. This window 31a is located at a portion near an upper portion of the engine room so as to provide an easy checking. Meanwhile, since the compressor 33 is generally located at a lower portion of the engine room, the inlet pipe 31 interconnecting the compressor 33 and the condenser 21 needs to be provided so as to extend from the lower portion to the upper portion of the engine room. Also, since there is little space in front of the engine 1 of the engine room as shown in FIG. 1, the inlet pipe 31 may pass in back of the cooling unit 7, namely just behind the fan shroud 23.

The fan shroud 23 is made of resin and has the bowl shape, which is provided behind the radiator 22. It has also a fan opening portion 23a, in which an electric fan 24 is provided, and a door opening portion, which includes a plurality of door openings 23c (air-passing through holes) and doors 23d. These opening portions 23a, 23b are disposed side by side as shown in FIG. 4. The fan shroud 23 is attached to the radiator 22 in such a manner that the door opening portion 23b is located on the side of engine 1 and the fan opening portion 23a is located on the transmission 2. Thus, the fan opening portion 23a with the electric fan 24 is disposed on the side of the transmission 2 that does not project forward very much. Accordingly, the distance between the engine 1/the transmission 2 and the cooling unit 7 can be made small, thereby providing a compact layout in the narrow engine room.

The fan opening portion 23a is configured to project rearward and has a recess portion for accommodating the electric fan 24 therein in a state where the fan shroud 23 is installed in the engine room. Its center has an through hole 23e for providing a motor 24a of the fan 24. And, at the fan opening portion 23a is provided an opening 23f that are disposed in a donut shape to encompass the though hole 23e. There are also provided a plurality of ribs that extend radially and a plurality of enforcing ribs that interconnect the ribs at the opening 23f.

According to the above structure, the traveling air passing through the condenser 21 and the radiator 22 flows in the engine room via the fan opening portion 23a under the operation of the electric fan 24. Herein, a state of the operation of the electric fan 24 includes a situation where the vehicle travels at a low speed and therefore a sufficient amount of traveling air to cool the condenser 21 and radiator 22 and scavenge in the engine room may not be obtained. Meanwhile, when the sufficient amount of the traveling air is obtained at the high-speed traveling state, the operation of the electric fan 24 may cause an improper increase of flow resistance and thereby the scavenging function and the like may be deteriorated to the contrary. Accordingly, in this case the traveling air is supposed to be allowed to pass through the door opening portion 23b and to flow in the engine room.

A plurality of door openings 23c, 23c, . . . , which are substantially rectangular-shaped opening with a laterally-elongated shape, are formed substantially vertically in line on the door opening portion 23b. And, the doors 25, 25, . . . are provided at the door openings 23c, 23c, . . . to as to be rotable. Specifically, as shown in FIG. 5, each door 25 has likewise substantially a rectangular shape so as to cover the door opening 23c. To the door 25 are fixed pins 26 that extend laterally, both ends of which are pivotally supported at both ends of a frame portion of each door opening 23c. A fixing position of the pin 26 to the door 25 is offset upward from the center of the door 25 in the vertical direction.

This offset fixing of the pin 26 to the door 25 can facilitate a smooth rotation of the door 25 according to the traveling air coming in from the front and provide a proper closing of the door opening 23c by the door 25 due to its weight when the door 25 does not receive any force of the traveling air or the like.

As described above, at the fan shroud 23 are provided the fan opening portion 23a with the electric fan 24 and the door opening portion 23b where the doors 25 open or close the door openings 23c according to the traveling air. Accordingly, when the vehicle traveling speed is so low that the traveling air is not sufficient, the operation of the electric fan 24 can ensure the cooling function of the condenser 21 and the radiator 22 and the scavenging function of the engine room. Meanwhile, when the sufficient traveling air is provided as the vehicle traveling speed increases, the traveling air can be also allowed to come in through the door opening portion 23b, thereby ensuring the above functions.

And, the door opening portion 23b is configured in such a manner that its upper part is located forward relative to its lower part. Namely, the opening position of the top two door openings 23c, 23c, which are located at a relatively upper level, is located forward relative to that of the other door openings 23c, 23, . . . , which are located at a relatively lower level. And, the position of rear ends of the doors 25, 25 at these two top door openings 23c, 23c is located forward relative to that of rear ends of the other doors 25, 25, . . . in a sate where the doors are opened.

Specifically, a slant portion 23g is formed on the door opening portion 23b between the upper part and the lower part. Thereby, the positions of the door openings 23c, 23c and the doors 25, 25 that are positioned above the slant portion 23g are located forward relative to the positions of the other door openings 23c, 23c, . . . and the other doors 25, 25, . . . that are positioned below the slant portion 23g. According to this structure, the upper-positioned doors 25, 25 can be properly prevented from interfering with the above-described inlet pipe 31 that extends vertically just behind the fan shroud 23 (see FIGS. 2 and 5).

The fan shroud 23 is formed in the bowl shape so that the traveling air can be gathered at the fan opening portion 23a as much as possible. Accordingly, the above-described forward-location of the door openings 23c, 23c may cause a concern that a sufficient amount of the traveling air could not be gathered at the fan opening portions 23a and thereby the cooling function of the condenser 21 and the radiator 22 or the scavenging function of the engine room might be deteriorated.

However, since, as described above, the mount of the traveling air that flows down from the front grill 9 to the lower part of the cooling unit 7 is much larger than that of the traveling air that flows down from the air inlet 11 formed at the bumper 8 to the upper part of the cooling unit 7, the forward-location of only the door openings 23c, 23c and the doors 25, 25 that are located at the upper part of the door opening portion 23b would not influence badly on the entire cooling function of the cooling unit 7 or the scavenging function of the engine room.

Accordingly, interference of the doors 25, 25 provided at the fan shroud 23 with the inlet pipe 31 of the condenser 21 can be prevented surely without providing any bad influence on the cooling function of the condenser 21 and radiator 22 or the scavenging function of the engine room.

According to the above-described embodiment, since the positions of the door openings 23c, 23c which are located at the relatively upper level of the door opening portion 23b of the fan shroud 23 and the doors 25, 25 provided at these door openings 23c, 23c are located respectively forward relative to those of the other door openings 23c, 23c, . . . , and the other doors 25, 25, a layout space for the pipe can be provided just behind the fan shroud 23.

Further, since the fan shroud 23 is configured in such a manner that the door opening portion 23b is located on the side of engine 1 that projects forward and the fan opening portion 23a is located on the transmission 2 that does not project forward very much, a compact layout of the cooling unit 7 in the narrow engine room can be provided.

Also, since the fan shroud 23 is configured in such a manner, as described above, that the opening position of the door openings 23c, 23c which are located at the relatively upper level of the door opening portion 23b of the fan shroud 23 is located forward relative to that of the other door openings 23c, 23c, . . . , the above-described function and effect can be obtained even by using substantially an identical shape/size of the doors 25, 25, . . . provided at the door openings 23c, 23c, . . . Thus, manufacturing costs can be also reduced.

The present invention should not be limited to the above-described embodiment, and any other modifications and improvements can be applied. For example, although the positions of the upper door openings 23c, 23c and the upper doors 25, 25 are located respectively forward relative to those of the other door openings 23c, 23c, . . . , and the other doors 25, 25 in the above-described embodiment, the door openings 23c and doors 25 whose positions should be located forward relative to others may be properly selected according to the layout of the pipe or the like. Also, the number of such door openings 23c and doors 25 whose positions should be located forward should not be limited to the two, and any other number, one or three or more, may be applied.

Claims

1. A cooling device of a vehicle, in which a cooling unit comprising a radiator and a fan shroud supporting an electric fan is disposed in front of an engine in an engine room, a plurality of openings are formed at the fan shroud so as to be located substantially vertically in line beside the electric fan, and doors are provided respectively at the openings so as to be opened by traveling air,

wherein the fan shroud is configured in such a manner that an opening position of at least one of the openings is located forward relative to that of another one of the openings and a position of a rear end of the door provided at the one of the openings is located forward relative to that of a rear end of the door provided at the another one of the openings in a state where the doors are opened.

2. The cooling device of a vehicle of claim 1, wherein the engine is disposed laterally in such a manner that an intake manifold thereof is located at a front portion in the engine room, a transmission is disposed beside the engine, the electric fan is supported at one side of the fan shroud, and the fan shroud is provided in such a manner that the electric fan is located substantially in front of the transmission and the plural openings are located substantially in front of the engine.

3. The cooling device of a vehicle of claim 1, wherein the cooling unit further comprises a condenser provided substantially in front of the radiator, the opening position of the opening that is located at a relatively upper level of the fan shroud is located forward relative to that of another opening that is located at a relatively lower level of the fan shroud, and the door provided at the opening that is located at the relatively upper level is located at a position where a rear end part thereof does not interfere with a pipe that is provided to be coupled to the condenser in the sate where the door is opened.

4. The cooling device of a vehicle of claim 1, wherein the doors provided at the openings have substantially an identical shape.