Speed sensitive air duct arrangement

Abstract

The invention relates to a speed sensitive air duct arrangement comprising an air duct having an interior space, an inlet at a front portion through which cooling air can be introduced, and an outlet at a rear portion through which cooling air can be discharged. A guide extends through the interior space of the air duct in a front-rear direction. The guide has a plurality of air baffles configured to guide the flow of cooling air and having a turning portion that changes the flow direction of the cooling air at some sections to reduce the flow of cooling air discharged to the outlet as the flow direction of the cooling air is further changed as the flow rate of cooling air entering the inlet increases.

Description

TECHNICAL FIELD

[0001] The present invention relates to a speed-sensitive air duct device. BACKGROUND

[0002] Generally, since the temperature in the combustion chamber of the engine of a vehicle reaches a high temperature of about 1500°C or more, if the combustion chamber is not properly cooled, the components of the engine main body are damaged, the viscosity of the lubricant is reduced, the quality is changed, the intake efficiency is reduced due to the expansion of the mixture gas, and abnormal combustion occurs. In addition, the operation of the engine is deteriorated, which leads to overheating of the engine, resulting in failure to operate.

[0003] Therefore, the engine is equipped with a cooling system for maintaining the temperature of the combustion chamber, cylinder, valve device, etc. at a temperature most suitable for the operation of the engine.

[0004] The cooling system of the vehicle changes the cooling performance according to the flow rate of air, which depends on the driving speed of the vehicle, and there is a problem that in the low-speed driving condition, the cooling air introduced into the engine room is insufficient, and in the high-speed driving condition, the cooling air introduced into the engine room is excessive.

[0005] That is, since excessive cooling air is introduced into the engine room in the high-speed driving condition, the heat discharged from the radiator is greater than the total heat generated by the engine, which deteriorates the fuel efficiency.

[0006] On the other hand, when the intake port is enlarged to secure cooling air in the low-speed driving condition, more excessive cooling air is introduced in the high-speed driving condition.

[0007] As described above, in the related art, there is no consideration for controlling the inflow amount of air through the air introduction duct according to the driving speed of the vehicle.

[0008] The above description of the related art as the background of the present application is only for the purpose of helping to understand the background of the present invention, and should not be understood as including the related art known to those skilled in the art. SUMMARY

[0009] Embodiments of the present invention relate to a speed-sensitive air duct device that secures the flow rate of cooling air in the low-speed driving condition of a vehicle and prevents excessive cooling air flow in the high-speed driving condition. Embodiments of the present invention can solve the problems of the known device.

[0010] For example, a speed-sensitive air duct device according to an embodiment of the present application includes an air duct having an internal space, an inlet at a front portion through which cooling air is introduced, and an outlet at a rear portion through which cooling air is discharged. A guide extends through the internal space of the air duct in a front-rear direction and has a plurality of air baffles that guide the flow of cooling air and a turning portion that changes the flow direction of the cooling air to reduce the flow rate of the cooling air discharged to the outlet as the flow direction of the cooling air is further changed as the flow rate of the cooling air entering the inlet increases.

[0011] The guide includes a plurality of first air baffles having a first turning portion at a front end to change the flow direction of the cooling air and a plurality of second air baffles having a plurality of second turning portions at a rear end to change the flow direction of the cooling air flowing in the internal space.

[0012] The first air baffles are arranged in a central region of the air duct, and the second air baffles are arranged at both sides of the first air baffles.

[0013] The protruding length of the front end of the first air baffles and the second air baffles gradually decreases from the center of the air duct to both sides.

[0014] The first air baffle arranged at the center of the first air baffles is the longest, and the other first air baffles arranged at both sides of the first air baffle at the center can gradually decrease in length as they move away from the first air baffle at the center.

[0015] The length difference of the first air baffles is set such that the length difference of the air baffles gradually increases as the air baffles move away from the central first air baffle.

[0016] The first turning portion is formed such that the width gradually increases forward at the front end of the first air baffle.

[0017] The first turning portion of the first air baffle arranged at the center is formed such that the width gradually increases toward both sides as it extends forward, and the first turning portion of the other first air baffles arranged at both sides of the first air baffle is formed such that the width gradually increases in the opposite direction of the first air baffle arranged at the center as it extends forward.

[0018] The front end of the first turning portion is inclined rearward.

[0019] The first turning portion of the first air baffle arranged at the center is formed such that both sides are inclined rearward at the center, and the first turning portion of the other first air baffles is formed to be inclined rearward in the opposite direction of the first air baffle arranged at the center.

[0020] The inclination angle of the first turning portion of the first air baffle arranged in the center and the inclination angle of the first turning portion formed at the other first air baffles are formed such that the inclination of the first turning portion gradually increases as it moves away from the first air baffle arranged in the center.

[0021] The second air baffle includes a plurality of fixed guides extending in the front-rear direction and turning guides spaced apart from the fixed guides and extending in the front-rear direction, each of the turning guides having a second turning portion protruding toward the fixed guides at a rear end thereof.

[0022] The turning guide has a straight end portion spaced apart from the fixed guide and extending in the front-rear direction, and an extended end portion bent from the straight end portion toward the outlet. One or more second turning portions protruding laterally toward the fixed guide are formed at the extended end portion.

[0023] A first path for cooling air flow is formed between the fixed guides and between the fixed guides and the air duct, a second path is formed between the straight end portion of the turning guide and the fixed guide, and the second turning portion protrudes in the second path, so that the flow of cooling air flowing through the second path is turned to the first path.

[0024] Since the width of the first path is smaller than the width of the second path, the flow rate of cooling air in the second path is greater than the flow rate of cooling air in the first path.

[0025] The second turning portion protrudes to have a curved surface, and the protruding angle of the curved surface is an acute angle with respect to the flow direction of the cooling air.

[0026] The rear end of the fixed guide arranged adjacent to the second turning portion of the plurality of fixed guides is bent in the same direction as the curved surface of the second turning portion.

[0027] The inlet of the air duct is larger than the outlet, and a cooling unit is arranged rearward of the outlet.

[0028] According to the speed-sensitive air duct device having the above structure, a plurality of air baffles are arranged in the air duct, so that when the speed of cooling air entering the air duct is low, the cooling air flows smoothly along the air baffles, thus ensuring the flow rate of cooling air in the low-speed driving condition. When the speed of cooling air entering the air duct is high, the flow direction of the cooling air is changed by the air baffle, and the flow of the cooling air is disturbed, so that the flow rate of the cooling air is reduced in the high-speed driving condition.

[0029] Accordingly, since cooling air is ensured in the low-speed running condition of the vehicle, cooling performance is ensured. Further, in the high-speed running condition of the vehicle, excessive inflow of cooling air is prevented, thereby reducing fuel consumption due to overcooling. BRIEF DESCRIPTION OF DRAWINGS

[0030] The above and other aspects, features, and advantages of the present application will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0031] Figure 1 is a view showing a speed-sensitive air duct device according to an embodiment of the present application;

[0032] Figure 2 is a view showing Figure 1 a duct of the speed-sensitive air duct device shown in FIG. 1;

[0033] Figure 3 is a sectional view of the speed-sensitive air duct device shown in FIG. 1; Figure 1

[0034] Figures 4 to 6 is a view showing a first air baffle of the speed-sensitive air duct device shown in FIG. 1; Figure 1

[0035] Figures 7 to 9 is a view showing a second air baffle of the speed-sensitive air duct device shown in FIG. 1; Figure 1

[0036] is a graph showing effects of the speed-sensitive air duct device according to the present application. Figure 10 DETAILED DESCRIPTION Hereinafter, a speed-sensitive air duct device according to an exemplary embodiment of the present application will be described with reference to the accompanying drawings.

[0037]

[0038] is a view showing a speed-sensitive air duct device according to an embodiment of the present application, Figure 1 is a view showing Figure 2 a duct of the speed-sensitive air duct device shown in FIG. 1, Figure 1 Figure 3 is a sectional view of the speed-sensitive air duct device shown in FIG. 1, Figure 1 Figures 4 to 6 Figure 1 is a view showing a first air baffle of the speed-sensitive air duct device shown in FIG. 1, Figures 7 to 9 Figure 1 Figure 10 is a view showing a second air baffle of the speed-sensitive air duct device shown in FIG. 1,

[0039] ​​​​​​​like Figures 1 to 3 As shown, the speed-sensitive air duct device according to the present invention includes: an air duct 100 having an internal space 110, an inlet 120 at the front and an outlet 130 at the rear, through which cooling air is introduced and discharged through the outlet 130; and a guide 200 extending through the internal space 110 of the air duct 100 in a front-rear direction and having a plurality of air baffles 300 that guide the flow of cooling air and have a deflector 400 that changes the flow direction of the cooling air so as to further change the flow direction of the cooling air as the flow rate of the cooling air entering the inlet 120 increases, thereby reducing the flow rate of the cooling air discharged to the outlet 130.

[0040] As described above, the guide 200 is arranged in the internal space 110 of the air duct 100. The air duct 100 has an inlet 120 and an outlet 130, as well as an internal space 110 between the inlet 120 and the outlet 130. Therefore, cooling air flowing through the inlet 120 is discharged to the outlet 130 through the internal space 110. The cooling unit 500 can be arranged behind the air duct 100, and the inlet 120 is larger than the outlet 130, thus ensuring the inflow of cooling air and allowing the cooling air to flow to the cooling unit 500. Because the inlet 120 is larger than the outlet 130, the air duct has a shape with a gradually decreasing area, thus increasing the flow rate of the cooling air and improving the cooling efficiency.

[0041] The guide 200 has a plurality of air baffles 300 arranged in the front-rear direction through the interior space 110. In particular, a deflector 400 that changes the flow direction of cooling air is formed in some sections of the air baffles 300, thereby controlling the flow rate of cooling air delivered to the cooling unit 500 according to the flow rate of the cooling air, which depends on the vehicle's travel speed.

[0042] In other words, when the flow rate of the cooling air entering the inlet 120 is low, the turning portion 400 of the air baffle 300 does not significantly affect the flow of the cooling air, so the cooling air flows smoothly along the air baffle 300, thereby ensuring the flow rate of the cooling air to the cooling unit 500. Conversely, when the flow rate of the cooling air entering the inlet 120 is high, the flow of the cooling air is disturbed by the turning portion 400 of the air baffle 300, so the flow rate of the cooling air to the cooling unit 500 is reduced.

[0043] Therefore, ensuring sufficient airflow for cooling at low vehicle speeds improves cooling performance; while preventing excessive airflow at high vehicle speeds prevents overcooling.

[0044] The invention will be described in detail below. (As follows) Figure 3As shown, the guide 200 can include a plurality of first air baffles 310 having first turning portions 410 at the front end to change the flow direction of the cooling air entering the inlet 120, and a plurality of second air baffles 320 having second turning portions 420 at the rear end to change the flow direction of the cooling air flowing in the internal space 110.

[0045] As described above, the guide 200 includes the first air baffles 310 and the second air baffles 320. Since the first air baffles 310 have the first turning portions 410 at the front end, they change the flow direction of the cooling air entering the inlet 120. Also, since the second air baffles 320 have the second turning portions 420 at the rear end, they change the flow direction of the cooling air flowing in the internal space 110.

[0046] That is, the flow direction of the cooling air is changed at the inlet 120 of the air duct 100 or in the internal space 110 of the air duct 100 by the first air baffles 310 and the second air baffles 320, thereby controlling the flow rate of the cooling air according to the flow rate of the cooling air.

[0047] The first air baffles 310 can be arranged in a central region of the air duct 100, and the second air baffles 320 can be arranged on both sides of the first air baffles 310.

[0048] More cooling air is concentrated in the central region than in the side regions of the air duct 100. Therefore, the first air baffles 310 that change the flow direction of the cooling air at the inlet 120 of the air duct 100 are arranged in the central region in the air duct 100, and the second air baffles 320 that change the flow direction of the cooling air in the internal space 110 of the air duct 100 are arranged in the side regions, so that the flow rate according to the flow of the cooling air can be effectively controlled.

[0049] Also, the protruding length of the front end of the first air baffles 310 and the second air baffles 320 gradually decreases from the center to both sides of the air duct 100, so that the flow direction of the cooling air flowing from the front to the inside is well changed by the first air baffles 310 and the second air baffles 320. That is, since the first air baffles 310 change the flow direction of the cooling air at the inlet 120 of the air duct 100, the cooling air flows to the second air baffles 320. Also, since the second air baffles 320 change the flow direction of the cooling air in the internal space 110 of the air duct 100, the flow rate of the cooling air is controlled by the pressure generated by the cooling air flowing therein.

[0050] On the other hand, as Figure 3 and Figure 4As shown, the first air baffle 310a disposed in the center of the first air baffles 310 can be the longest, and the other first air baffles 310b disposed on both sides of the first air baffle 310a disposed in the center can gradually decrease in length as they move away from the first air baffle 310a disposed in the center.

[0051] That is, since the first air baffle 310a disposed in the center is the longest, the front end thereof protrudes the farthest forward. Also, since the other first air baffles 310b decrease in length as they move away from the first air baffle 310a disposed in the center, the front ends of the other air baffles 310b protrude forward in order.

[0052] Accordingly, the first air baffles 310 are disposed in a shape extending at an angle rearward from the center, and thus cooling air entering the central region of the air duct 100 can have a flow divided to both sides by the first turning portions 410 formed at the first air baffles 310.

[0053] Also, from Figure 4 As can be seen, the length difference of the first air baffles 310 can be set such that the length difference of the air baffles 310 gradually increases as they move away from the first air baffle 310a disposed in the center. Accordingly, the gap L2 between the front end of the next first air baffle 310b and the front end of the first air baffle 310b next thereto is greater than the gap L1 between the front end of the first air baffle 310a disposed in the center and the front end of the next first air baffle 310b adjacent thereto, and thus the length difference can gradually increase.

[0054] Accordingly, cooling air entering the central region of the air duct 100 is divided to both sides by the first turning portions 410 formed at the first air baffles 310, and thus the flow rate of cooling air can be controlled according to the flow rate of cooling air to the region of the first air baffles 310 due to the gradually increasing length difference of the first air baffles 310. Also, since the length difference is generated by the gradually decreasing length of the first air baffles 310 from the center to both sides, air resistance due to the contact of cooling air with the first air baffles 310 decreases when the vehicle travels.

[0055] From Figure 4 As can be seen, the first turning portions 410 can be formed such that the width gradually increases forward from the front end of the first air baffles 310. Accordingly, cooling air entering the front portion of the vehicle changes the flow direction to the lateral direction by contacting the first turning portions 410.

[0056] The first turning portion 410 of the first air baffle 310 arranged at the center can be formed such that the width gradually increases toward both sides as it extends forward, and the first turning portion 410b of the other first air baffle 310b arranged at both sides of the first air baffle 310a arranged at the center can be formed such that the width gradually increases in the direction opposite to the first air baffle 310a arranged at the center as it extends forward.

[0057] That is, since the width of the first air baffle 310a arranged at the center gradually increases toward both sides, the cooling air flowing to the first air baffle 310a arranged at the center has a flow divided to both sides. On the other hand, since the first turning portion 410b of the other first air baffle 310b arranged at both sides of the first air baffle 310a arranged at the center can be formed such that the width gradually increases in the direction opposite to the first air baffle 310a arranged at the center as it extends forward, the flow of the cooling air flowing to the other first air baffle 310b is guided in the direction opposite to the first air baffle 310a arranged at the center and flows to the side.

[0058] Accordingly, the flow of the cooling air flowing to the first air baffle 310 of the air duct 100 is divided to the side by the first turning portion 410 of the first air baffle 310.

[0059] Further, since the front end of the first turning portion 410 is inclined rearward, the cooling air flowing to the first air baffle 310 can be guided along the inclined portion of the first turning portion 410.

[0060] The first turning portion 410a of the first air baffle 310 arranged at the center can be formed such that both sides are inclined rearward at the center, and the first turning portion 410b of the other first air baffle 310b can be formed such that it is inclined rearward in the direction opposite to the first air baffle 310a arranged at the center. Accordingly, the flow of the cooling air flowing to the first air baffle 310 is divided to both sides along the inclined surface of the first turning portion 410 of the first air baffle 310. That is, the first turning portion 410a of the first air baffle 310a arranged at the center divides the cooling air to both sides, and the other air baffle 310b guides the flow of the cooling air in the direction opposite to the first air baffle 310a arranged at the center, thereby the flow of the cooling air flowing to the first turning portion 410 divided to the side can be formed.

[0061] The inclination angles of the first turning portions 410 of the first air baffle 310 arranged in the center and the first turning portions 410b formed at the other first air baffles 310b are formed such that the inclination of the first turning portions 410 gradually increases as they are away from the first air baffle 310 arranged in the center.

[0062] That is, the inclination angle A2 of the first turning portion 410b formed at the next first air baffle 310b is greater than the inclination angle Al of the first turning portion 410a formed at the first air baffle 310 arranged in the center, and the inclination angle A3 of the first turning portion 410b formed at the first air baffle 310b after the next first air baffle 310b is greater than the previous inclination angle A2, so the inclination angle of the first turning portion 410 gradually increases.

[0063] Therefore, the cooling air entering the central region of the air duct 100 is divided to both sides by the first turning portions 410 formed at the first air baffles 310. In addition, since the inclination angles of the first turning portions 410 formed at the first air baffles 310 gradually increase, the cooling air can flow smoothly to the first air baffles 310 when the flow rate of the cooling air is low, and the cooling air flowing into the region in which the first air baffles 310 are formed can be reduced when the flow rate of the cooling air is high.

[0064] In addition, since the inclination angles of the first turning portions 410 of the first air baffles 310 gradually increase as they extend to both sides, air resistance due to contact of the cooling air with the first air baffles 310 is reduced when the vehicle is driven.

[0065] The flow direction of the cooling air generated by the first air baffles 310 is as follows.

[0066] As Figure 5 shown, when the vehicle is in a low-speed driving condition and the flow rate of the cooling air is correspondingly low, the first turning portions 410 formed at the front ends of the first air baffles 310 do not greatly affect the flow of the cooling air, and thus the cooling air flows into the air duct 100 through the first turning portions 410. In addition, the cooling air flowing at a low flow rate can flow into the air duct 100 and over the first turning portions 410 smoothly through the length difference of the first air baffles 310 and the inclination angles of the first turning portions 410. Therefore, the cooling performance is ensured in the low-speed driving condition of the vehicle.

[0067] On the other hand, as Figure 6As shown, when the vehicle is in a high-speed driving condition and the flow speed of the cooling air is high, the flow of the cooling air changes at a large angle through the first turning portion 410 formed at the front end of the first air baffle 310. That is, due to the length difference of the first air baffle 310 and the inclination angle of the first turning portion 410, the flow direction of the cooling air flowing at a high flow speed changes through the first turning portion 410, so the cooling air is divided to both sides without entering the air duct 100. Therefore, it is prevented that the cooling air excessively flows into the interior in the high-speed driving condition of the vehicle, thereby reducing the fuel consumption due to overcooling.

[0068] On the other hand, as shown in Figure 3 and Figure 7 The second air baffle 320 can include a plurality of fixed guides 330 extending in the front-rear direction, and turning guides 340 spaced apart from the fixed guides 330 and extending in the front-rear direction, each of the turning guides 340 having a second turning portion 420 protruding toward the fixed guides 330 at a rear end thereof.

[0069] The second air baffle 320 includes the fixed guides 330 and the turning guides 340, and the second turning portion 420 is formed at the rear end of the turning guides 340, so the flow direction of the cooling air flowing to the second air baffle 320 changes through the second turning portion 420, thereby the flow rate of the cooling air can be controlled. In this configuration, the fixed guides 330 and the turning guides 340 can be spaced apart from each other, and the position of the fixed guides can depend on the position of the turning guides 340 and the second turning portion 420 formed.

[0070] In detail, as shown in Figure 7 The turning guide 340 has a straight end portion 341 spaced apart from the fixed guide 330 and extending in the front-rear direction, and an extended end portion 342 bent from the straight end portion 341 toward the outlet 130. One or more second turning portions 420 protruding laterally toward the fixed guide 330 can be formed at the extended end portion 342.

[0071] The straight end 341 extends in the front-rear direction together with the fixed guide 330, and guides the flow of cooling air in cooperation with the fixed guide 330, and the extended end 342 extending from the straight end 341 and being bent changes the flow direction of the cooling air. The extended end 342 can be formed to correspond to the shape of the air duct 100 having the larger inlet 120 and the smaller outlet 130, and the second turning portion 420 protruding toward the fixed guide 330 is formed at the extended end 342, so the flow direction of the cooling air flowing on the straight end 341 is changed by the second turning portion 420. This serves to control the flow rate of the cooling air according to the flow rate of the cooling air. When the flow rate of the cooling air is low, the flow direction is changed by the second turning portion 420, but the influence is small, so the cooling air flows to the outlet 130 smoothly. When the flow rate of the cooling air is high, the flow direction is changed by the second turning portion 420, so the cooling air collides with the cooling air traveling along another path, so that the pressure increases, and in turn, the flow of the cooling air is disturbed.

[0072] In detail, the first path P1 for the flow of cooling air is formed between the fixed guides 330 and between the fixed guides 330 and the air duct 100, the second path P2 is formed between the straight end 341 of the turning guide 340 and the fixed guide 330, and the second turning portion 420 protrudes in the second path P2, so the flow of the cooling air flowing through the second path P2 can be turned to the first path P1.

[0073] From Figure 7 As can be seen, the second air baffle 320 forms the first path P1 and the second path P2 using the fixed guide 330 and the turning guide 340. Although the cooling air flows through the first path P1 and the second path P2, the second turning portion 420 is formed in the second path P2, so the flow of the cooling air flowing through the second path P2 is turned to the first path P1. That is, the cooling air flowing through the second path P2 is turned to the first path P1 by the second turning portion 420, and interferes with the cooling air flowing through the first path P1, so the flow rate of the cooling air can be controlled according to the flow rate of the cooling air.

[0074] The width of the first path P1 can be smaller than the width of the second path P2, so that the flow rate of the cooling air in the second path P2 is greater than the flow rate of the cooling air in the first path P1. Therefore, when the flow rate of the cooling air is high, the cooling air flowing in the second path P2 is turned to the first path P1 by the second turning portion 420, so high pressure is generated in the first path P1, thereby reducing the flow rate of the cooling air. In contrast, when the flow rate of the cooling air is low, the influence of the second turning portion 420 on the cooling air flowing in the second path P2 is reduced, so the cooling air can flow to the outlet 130 together with the cooling air flowing in the first path P1.

[0075] In addition, from Figure 7 As can be seen, the second turning portion 420 is protruded to have a curved surface, and a protruding angle A3 of the curved surface is an acute angle with respect to the flow direction of the cooling air. Therefore, the cooling air flowing through the second passage P2 can smoothly change in the flow direction, and flow on the curved surface of the second turning portion 420. In particular, since the protruding angle of the curved surface of the second turning portion 420 is an acute angle with respect to the flow direction of the cooling air, the cooling air passing through the second passage P2 can be caused to collide with the cooling air passing through the first passage P1 when changing the flow direction of the cooling air by the second turning portion 420. Therefore, when the flow rate of the cooling air is high, high pressure is generated in the first passage P1, and thus the flow of the cooling air can be stopped. In addition, when the flow rate of the cooling air is low, the disturbance to the flow of the cooling air is reduced, and thus the cooling air can smoothly pass through the inner space 110 of the duct 100.

[0076] Meanwhile, the rear end of the fixed guide 330 disposed adjacent to the second turning portion 420 of the plurality of fixed guides 330 is curved in the same direction as the curved surface of the second turning portion 420, and thus the cooling air can smoothly flow to the curved portions at the second turning portion 420 and the rear end of the fixed guide 330. In addition, the rear end of the fixed guide 330 disposed adjacent to the second turning portion 420 of the plurality of fixed guides 330 can be spaced forward from the second turning portion 420.

[0077] The flow direction of the cooling air generated by the second air partition 320 is as follows.

[0078] As Figure 8 shown, when the vehicle is in a low-speed driving condition and thus the flow rate of the cooling air is low, the cooling air flowing in the inner space 110 of the duct 100 flows along the fixed guide 330 and the turning guide 340. When the flow rate of the cooling air is low, the cooling air is not much affected by the second turning portion 420 formed at the turning guide 340, and thus the cooling air flows through the second turning portion 420 to the outlet 130. Therefore, the cooling performance is secured in the low-speed driving condition of the vehicle.

[0079] On the other hand, as Figure 9As shown, when the vehicle is in a high speed driving condition and the flow speed of the cooling air is high, the flow of the cooling air changes at a large angle through the second turning portion 420 formed at the turning guide 340 of the second air partition 320. That is, the flow direction of the cooling air flowing through the second path P2 is changed to the first path P1 through the second turning portion 420, and thus the cooling air is disturbed by the cooling air flowing through the first path P1. In addition, high pressure is generated at the corresponding position, and thus the flow rate of the cooling air is reduced. Accordingly, the cooling air is prevented from excessively flowing into the interior in the high speed driving condition of the vehicle, thereby reducing fuel consumption due to overcooling.

[0080] The effects of the speed-sensitive air duct 100 device according to the present application can be described with reference to the graph shown in FIG. 2. Figure 10

[0081] As shown in FIG. 1, the conventional air duct 100 is formed in a straight line shape, and thus the flow of the cooling air is not changed in the low speed driving condition and the high speed driving condition. Figure 10 As shown in FIG. 2, the graph G1 of the conventional air duct 100 shows that the energy corresponding to the inflow of the cooling air is significantly reduced in the low speed driving condition, and the inflow of the cooling air is excessively increased in the high speed driving condition.

[0082] However, as shown in FIG. 2, the graph G2 of the air duct 100 according to the present application shows that the inflow of the cooling air is secured in the low speed driving condition, and the inflow of the cooling air is reduced in the high speed driving condition.

[0083] As described above, when the speed of the cooling air entering the air duct 100 is low, the cooling air smoothly flows along the air partition, and thus the flow rate of the cooling air is secured in the low speed driving condition. When the speed of the cooling air entering the air duct 100 is high, the flow direction of the cooling air is changed by the air partition, and thus the flow rate of the cooling air is reduced in the high speed driving condition.

[0084] Accordingly, since the cooling air is secured in the low speed driving condition of the vehicle, the cooling performance is secured. In addition, the excessive inflow of the cooling air is prevented in the high speed driving condition of the vehicle, thereby reducing fuel consumption due to overcooling.

[0085] Although the present application has been provided above with respect to the specific embodiments shown in the drawings, it will be apparent to those skilled in the art that the present application can be changed and modified in various ways without departing from the scope of the present application, and the scope of the present application is described in the following claims.​

Claims

1. A speed-sensitive air duct device comprising: an air duct having an internal space, an inlet at a front portion through which cooling air can be introduced, and an outlet at a rear portion through which cooling air can be discharged; and a guide member extending through the internal space of the air duct in a front-rear direction, the guide member having a plurality of air baffles configured to guide the flow of cooling air and having a turning portion that changes the flow direction of the cooling air at some sections to reduce the flow rate of the cooling air discharged to the outlet as the flow direction of the cooling air is further changed as the flow rate of the cooling air entering the inlet increases; wherein the guide member includes a plurality of first air baffles having a first turning portion at a front end to change the flow direction of the cooling air entering the inlet, and a plurality of second air baffles having a plurality of second turning portions at a rear end to change the flow direction of the cooling air flowing in the internal space.

2. The velocity-sensitive air duct arrangement of claim 1, wherein, The first air baffles are arranged in a central region of the air duct, and the second air baffles are arranged at opposite sides of the first air baffles.

3. The velocity-sensitive air duct arrangement of claim 2, wherein, The protruding length of the front end of the first air baffles and the second air baffles gradually decreases from the center of the air duct to both sides.

4. The velocity-sensitive air duct arrangement of claim 1, wherein, A central first air baffle arranged at the center of the first air baffles has a length greater than the lengths of all other first air baffles arranged at the sides of the central first air baffle.

5. The velocity-sensitive air duct arrangement of claim 4, wherein, The other first air baffles are shorter as they are farther away from the central first air baffle.

6. The velocity-sensitive air duct arrangement of claim 5, wherein, The length difference of the first air baffles is set such that the length difference of the air baffles gradually increases as the air baffles are farther away from the central first air baffle.

7. The velocity-sensitive air duct arrangement of claim 1, wherein, The first turning portion is formed such that the width increases forward at the front end of the first air baffle.

8. The velocity-sensitive air duct arrangement of claim 7, wherein, The first turning portion of the central first air baffle arranged at the center of the first air baffles is formed such that the width gradually increases to both sides as it extends forward. The first turning portion of the other first air baffles arranged at the sides of the central first air baffle is formed such that the width gradually increases in the direction opposite to the central first air baffle as it extends forward.

9. The velocity-sensitive air duct arrangement of claim 7, wherein, The front end of each first turning portion is inclined rearward.

10. The velocity-sensitive air duct arrangement of claim 9, wherein, The first turning portion of the central first air baffle arranged at the center of the first air baffles is formed such that the sides are inclined rearward at the center. The first turning portion of the other first air baffles is formed to be inclined rearward in the direction opposite to the central first air baffle.

11. The velocity sensitive air duct arrangement of claim 10, wherein, The inclination angle of the first turning portion of the central first air baffle and the inclination angle of the first turning portion formed at the other first air baffles are formed such that the inclination of the first turning portion gradually increases as it is farther away from the central first air baffle.

12. The velocity-sensitive air duct arrangement of claim 1, wherein, The second air baffles include: a plurality of fixed guide members extending in the front-rear direction; and turning guide members spaced apart from the fixed guide members and extending in the front-rear direction, each turning guide member having a second turning portion protruding toward the fixed guide members at a rear end.

13. The velocity-sensitive air duct arrangement of claim 12, wherein, Each turning guide has a straight end portion spaced apart from the fixed guide and extending in the front-rear direction, and an extended end portion bent from the straight end portion toward the outlet; One or more second turning portions protruding laterally toward the fixed guide are formed at the extended end portion.

14. The velocity-sensitive air duct arrangement of claim 13, wherein, A first path for cooling air flow is formed between the fixed guides and between the fixed guide and the air duct, a second path is formed between the straight end portion of the turning guide and the fixed guide, and the second turning portion protrudes in the second path, so that the flow of cooling air flowing through the second path is turned to the first path.

15. The velocity-sensitive air duct arrangement of claim 14, wherein, The width of the first path is smaller than the width of the second path, so that the flow rate of cooling air in the second path is greater than the flow rate of cooling air in the first path.

16. The velocity-sensitive air duct arrangement of claim 12, wherein, The second turning portion protrudes with a curved surface, and the protruding angle of the curved surface is an acute angle with respect to the flow direction of the cooling air.

17. The velocity-sensitive air duct arrangement of claim 16, wherein, The rear end of the fixed guide arranged adjacent to the second turning portion of the plurality of fixed guides is bent in the same direction as the curved surface of the second turning portion.

18. The velocity-sensitive air duct arrangement of claim 1, wherein, The inlet of the air duct is larger than the outlet, and a cooling unit is arranged rearward of the outlet.

Images