Airflow recirculation structure for a vehicle

Abstract

Airflow recirculation structure for a vehicle which is configured to recirculate air to a heat exchanger (41) of a heat pump circuit which is arranged between an outside air inlet opening (13) and an engine room (10) of the vehicle (1), wherein the airflow recirculation structure comprises: a front closure (50) configured to open or close the outside air inlet opening (13); a fan device (44) configured to cause air to flow in a direction from the outside air inlet (13) through the heat exchanger (41) towards the engine compartment (10) when the front shutter (50) is in an open state, and to cause air to flow in a direction from the engine compartment (10) through the heat exchanger (41) towards the outside air inlet (13) when the front shutter (50) is in a closed state; and a channel element (60, 100, 101, 120) configured to direct the air, the direction of which is changed by being blown by the fan device (44) and colliding with the front closure (50) when the front closure (50) is in the closed state, to a heat source (20, 21, 22) of the vehicle (1), wherein the channel element (60, 100, 101, 120) is arranged adjacent to a lower cover (11) of the vehicle (1) and the channel element (60, 100, 101, 120) is provided with a flow channel cross-sectional area which is set to decrease from an inlet opening (610) for introducing the air, the direction of which is changed by colliding with the front closure (50), towards an outlet opening (611) for releasing the air to the heat source (20, 21, 22).

Description

AREA OF INVENTION

[0001] The present invention relates to an airflow recirculation structure for a vehicle. STATE OF THE ART

[0002] Conventionally, there is a vehicle front module, which is disclosed in patent document 1. The front module disclosed in patent document 1 comprises a vehicle front element having an outside air intake, an airflow passage that connects the outside air intake directly to an engine compartment of the vehicle, a heat exchanger, a fan, and an outside air flap. The heat exchanger is a heat exchanger for a vehicle air conditioning system and is adapted to be used optionally as a refrigerant condenser or a refrigerant evaporator, arranged in an airflow passage.

[0003] The fan is positioned in the airflow passage to blow air towards the heat exchanger. The fan is configured to rotate in reverse and, in one operating mode, blows outside air from the outside air inlet towards a power unit room, and in a second operating mode, blows air from the power unit room towards the outside air inlet.

[0004] The outside air damper opens or closes the outside air inlet. When the fan is in the first operating mode, the outside air damper is open. When the fan is in the second operating mode, the outside air damper is closed.

[0005] When the fan is in the second operating mode, high-temperature air flows through the heat exchanger in the front module disclosed in patent document 1. This air is heated in the engine compartment as it is directed by the fan towards the outside air inlet, thus preventing the heat exchanger from freezing. Since the outside air flap is closed, the outside air flowing through the heat exchanger and towards the outside air inlet collides with the flap and then returns to the engine compartment.

[0006] Further prior art is disclosed in subsequently published patent documents 2 and 3. State of the art document Patent document Patent document 1: JP 2015 - 101 333 A Patent document 2: DE 11 2016 003 786 T5 (state of the art according to §3(2) PatG) Patent document 3: DE 11 2016 005 037 T5 (state of the art according to §3(2) PatG) SUMMARY OF THE INVENTION

[0007] In the front module disclosed in patent document 1, return air flowing towards the engine compartment against the outside air damper passes through an outer circumferential element of the fan when the fan is operating in the second mode. When the return air flows outside this circumferential element, there is a possibility that some of it will be drawn into the airflow generated by the fan's rotation. In this case, the air colliding with the outside air damper enters the heat exchanger without being heated in the engine compartment. If this creates a short circuit in the airflow, heat transfer to the heat exchanger is less likely. If the heat exchanger is used as an evaporator in the heat pump circuit, this reduced heat transfer leads to a decrease in the heating performance of the heat pump circuit.

[0008] It is an object of the present invention to provide an airflow recirculation structure for a vehicle which is capable of improving the heating performance of a heat pump circuit.

[0009] The above problem is solved by an airflow recirculation structure according to claim 1.

[0010] According to the invention, a short circuit is less likely to occur in the airflow because the air colliding with the front closure is reliably guided to the heat source through the channel element. In other words, the temperature increase efficiency of the heat exchanger can be improved because the air heated by the heat source can be supplied to the heat exchanger more reliably. As a result, the heating capacity of the heat pump circuit can be improved. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram that schematically shows a configuration of a front section of a vehicle according to one embodiment. Fig. Figure 2 is a diagram that schematically shows the configuration of the front section of the vehicle according to the embodiment. Fig. Figure 3 is a perspective view showing a perspective construction of a lower channel according to the embodiment. Fig. Figure 4 is a diagram that schematically shows an operating example of a front closure and the lower closure according to the embodiment. Fig. Figure 5 is a diagram that schematically shows an operating example of the front closure and the lower closure according to the embodiment. Fig. Figure 6 is a block diagram showing an electrical configuration of a vehicle according to the embodiment. Fig. Figure 7 is a flowchart showing a processing procedure according to the embodiment, which is executed by an ECU. Fig. Figure 8 is a diagram that schematically shows a configuration of a front section of a vehicle according to another embodiment. Fig. Figure 9 is a diagram that schematically shows an operating example of a front closure and a lower closure according to another embodiment. Fig. Figure 10 is a diagram that schematically shows an operating example of the front closure and a lower closure according to another embodiment. Fig. Figure 11 is a diagram that schematically shows a configuration of a front section of a vehicle according to another embodiment. Fig. Figure 12 is a diagram that schematically shows a configuration of a front section of a vehicle according to another embodiment. Fig. Figure 13 is a perspective view showing a perspective construction of a lower channel according to another embodiment. DESCRIPTION OF THE EXECUTION FORMS

[0011] The following describes embodiments of an airflow recirculation structure for a vehicle with reference to the drawing. To facilitate understanding, identical components in the corresponding drawing are assigned the same reference numerals wherever possible, and repetitive descriptions of identical components are omitted.

[0012] As in Fig. As shown in Figure 1, in a vehicle 1 according to the present embodiment a front closure 50, a heat exchanger unit 40 and a power unit 20 are arranged in this order from a front grille 30 towards the rear of the vehicle.

[0013] The power unit 20 is arranged in a power unit compartment 10. A lower section of the power unit compartment 10 is covered by a lower cover 11. An upper section of the power unit compartment 10 is covered by a front hood 12, so that it can be freely opened or closed.

[0014] An exhaust pipe 21 for discharged exhaust air from the engine 20 is connected to a rear surface of the engine 20 on the rear side of the vehicle. A first exhaust gas purification catalyst 22 and a second exhaust gas purification catalyst 23 are provided in the exhaust pipe 21 in a specified order in the direction of exhaust gas flow towards a downstream side. For example, a three-way catalyst can be used as the first exhaust gas purification catalyst 22. For example, a catalyst of a NOx storage reduction type can be used as the second exhaust gas purification catalyst 23. The exhaust gas discharged from the engine 20 to the exhaust pipe 21 is purified by the first exhaust gas purification catalyst 22 and the second exhaust gas purification catalyst 23 and then discharged onto the outside of the vehicle 1.

[0015] The front closure 50 opens or closes an outside air intake opening 13, which is provided between the front grille 30 and the heat exchanger unit 40. The outside air intake opening 13 is an opening section provided between an inner wall section 51, extending from an end section of the front grille 30 at the top of the vehicle towards the rear of the vehicle, and a projecting wall 52, extending from a lower cover 11 towards the upper side of the vehicle. As shown in Fig. As shown in Figure 1, outside air, which is air from outside the vehicle and is introduced through the front grille 30, flows through the heat exchanger unit 40 into the engine compartment 10 when the front cover 50 is in an open position. As shown in Figure 1, outside air, which is air from outside the vehicle and is introduced through the front grille 30, flows through the heat exchanger unit 40 into the engine compartment 10 when the front cover 50 is in an open position. Fig. As shown in Figure 2, the introduction of outside air from the front grille 30 into the engine compartment 10 is blocked when the front closure 50 is in the closed position.

[0016] The heat exchanger unit 40 has an external heat exchanger 41, a high-temperature cooler 42, a low-temperature cooler 43, a fan unit 44 and a casing 45.

[0017] The high-temperature radiator 42 and the low-temperature radiator 43 are arranged side by side in a vertical direction within the vehicle. High-temperature coolant for cooling the engine 20 flows through the high-temperature radiator 42. Within the high-temperature radiator 42, the high-temperature coolant is cooled by heat exchange between the high-temperature coolant flowing within the radiator 42 and the air flowing outside the radiator 42. Low-temperature coolant for cooling an inverter device or similar component installed in the vehicle 1 flows through the low-temperature radiator 43. Within the low-temperature radiator 43, the low-temperature coolant is cooled by heat exchange between the low-temperature coolant flowing within the radiator 43 and the air flowing outside the radiator 43.

[0018] The external heat exchanger 41 is located at the front of the vehicle relative to the high-temperature cooler 42 and the low-temperature cooler 43. The refrigerant circulating in the heat pump circuit of the air conditioning system installed in the vehicle 1 flows through the external heat exchanger 41. The air conditioning system is a device that blows air to be conditioned into the vehicle interior to regulate the interior temperature. Heat exchange takes place in the external heat exchanger 41 between the refrigerant flowing within it and the air flowing outside the heat exchanger 41. The heat pump circuit has a known configuration. The operation of the heat pump circuit is briefly described below.

[0019] When the air conditioning system cools the vehicle interior, the heat pump circuit operates in a cooling mode to cool the air being conditioned, which is ventilated into the vehicle interior. When the heat pump circuit is operating in cooling mode, heat exchange occurs between the evaporator of the heat pump circuit and the air being conditioned. This causes the refrigerant flowing through the evaporator to evaporate, and the air being conditioned is cooled by a latent heat of vaporization. At this point, the outdoor heat exchanger 41 acts as a condenser to condense the refrigerant by facilitating heat exchange between the refrigerant circulating in the heat pump circuit and the outside air.

[0020] When the air conditioning system heats the vehicle interior, the heat exchange essentially takes place between a radiator, through which coolant from engine 20 flows, and the air to be cooled, thereby heating the air. However, in a situation where the coolant temperature for engine 20 is low, for example, when engine 20 is being started, the radiator temperature is less likely to rise, so the air to be cooled cannot be heated sufficiently. In such a situation, the heat pump circuit operates in a heating mode to heat the coolant flowing through the radiator. When the heat pump circuit is operating in heating mode, the coolant is heated by the heat exchange between the water / refrigerant heat exchanger of the heat pump circuit and the coolant flowing through the radiator.As a result, the temperature of the radiator can be increased, thus heating the air to be cooled. At this point, the outdoor heat exchanger 41 acts as an evaporator for the evaporation of the refrigerant by carrying out heat exchange between the refrigerant circulating in the heat pump circuit and the outside air.

[0021] The fan unit 44 is located behind the high-temperature radiator 42 and the low-temperature radiator 43 in the vehicle. The fan unit 44 can be operated by switching its direction of rotation between forward and reverse. When the fan unit 44 rotates forward, air is blown in one direction from the front closure 50 towards the engine compartment 10. When the fan unit 44 rotates in reverse, air is blown in one direction from the engine compartment 10 towards the front closure 50.

[0022] The casing 45 is cylindrical in shape to cover the circumference of the external heat exchanger 41, the high-temperature cooler 42, the low-temperature cooler 43, and the fan unit 44. The casing 45 directs an airflow generated by the fan unit 44 to the external heat exchanger 41, the high-temperature cooler 42, and the low-temperature cooler 43. A lower channel 60 is provided between the casing 45 and the lower cover 11. In the present embodiment, the lower channel 60 corresponds to a channel element.

[0023] The lower channel 60 has a main body section 61 and an air guide plate 62.

[0024] The main body section 61 is formed from a cylindrical component that extends in the forward-backward direction of the vehicle.

[0025] A sealing element 46 for ensuring sealing performance is arranged in a gap between the main body section 61 and the cover 45. An opening section of the main body section 61 on the front side of the vehicle is an inlet opening 610 into which air is introduced. An opening section of the main body section 61 on the rear side of the vehicle is an outlet opening 611 through which the air is discharged. As shown in Fig. As shown in Figure 3, the cross-sectional area of ​​the flow channel in the main body section 61 decreases from the inlet opening 610 towards the outlet opening 611. As a result, the velocity of the air introduced through the inlet opening 610 increases as it moves towards the outlet opening 611.

[0026] As in Fig. 1 and Fig. As shown in Figure 2, the air guide plate 62 is designed such that it extends from an end section of a bottom wall section 612 of the main body section 61 to the side of the outlet opening 611 at the rear of the vehicle. As shown in Fig. As shown in Figures 1 to 3, the air guide plate 62 is designed to curve upwards towards the rear of the vehicle. The air guide plate 62 changes the direction of the air discharged from the outlet opening 611 of the main body section 61 to a direction directed towards the first exhaust gas purification catalyst 22. The first exhaust gas purification catalyst 22 generates heat when it purifies exhaust gas. Therefore, the air guided by the air guide plate 62 to the first exhaust gas purification catalyst 22 absorbs heat from the first exhaust gas purification catalyst 22 and is heated as it flows through it. As described above, in the present embodiment, the first exhaust gas purification catalyst 22 acts as a heat source for heating the air.

[0027] A flow channel 63, connected to the inlet opening 610 of the main body section 61, is provided between an end section on the front side of an upper wall section 613 of the main body section 61 of the lower channel 60 and the projecting wall 52, which projects upwards from the lower cover 11 of the vehicle. The projecting wall 52 is provided with a lower closure 64 for opening and closing the flow channel 63. The lower closure 64 opens or closes the flow channel 63 by rotating about a pivot shaft 640 provided on the projecting wall 52. The lower closure 64 opens or closes in conjunction with the front closure 50.

[0028] In particular, when the front closure 50 is in the open position, the lower closure 64 is in the closed position, as shown in Fig. 4 is shown. On the other hand, if the front shutter 50 is in the closed position, the lower shutter 64 is in the open position, as shown in Fig. 5 is shown.

[0029] Next, an electrical configuration of vehicle 1 will be described.

[0030] As in Fig. As shown in Figure 6, vehicle 1 has an ECU 70, a water temperature sensor 80, and a refrigerant pressure sensor 81. The water temperature sensor 80 detects the engine coolant temperature Tw of engine 20 and outputs a signal corresponding to the detected engine coolant temperature Tw. The refrigerant pressure sensor 81 detects the pressure of the refrigerant circulating in the heat pump circuit and outputs a signal corresponding to a detected refrigerant pressure Pr.

[0031] The ECU 70 primarily consists of a microcomputer with a CPU, memory, and similar components. The ECU 70 detects the engine coolant temperature Tw and the refrigerant pressure Pr based on output signals from the water temperature sensor 80 and the refrigerant pressure sensor 81. The ECU 70 controls the fan unit 44 and the actuator 90 based on the detected engine coolant temperature Tw and the detected refrigerant pressure Pr. The actuator 90 is a device that opens or closes the front valve 50 and the lower valve 64 in conjunction with each other.

[0032] Next, an example of how to operate the ECU 70 will be described.

[0033] As in Fig. As shown in Figure 7, the ECU 70 first determines, in step S10, whether the heat pump circuit is operating in heating mode. If step S10 confirms that the heat pump circuit is operating in heating mode, the ECU 70 controls the actuator 90 as part of steps S11 and S12, closing the front valve 50 and opening the lower valve 64. Additionally, as part of step S13, the ECU 70 reverses the direction of rotation of the fan 44. As a result, air flows, as indicated by arrow W2. Fig. 2 is displayed.

[0034] In other words, the air is blown in one direction from the power unit 10 towards the front closure 50 by the reverse rotation of the fan unit 44. This causes the air to flow through the external heat exchanger 41, which is heated in the power unit 10. At this point, the external heat exchanger 41 acts as an evaporator in the heat pump circuit. This results in heat exchange between the refrigerant flowing through the external heat exchanger 41 and the air flowing through it, causing the refrigerant to evaporate.

[0035] The air flowing through the external heat exchanger 41 collides with the front closure 50, changing the airflow direction towards the underside of the vehicle. As a result, the air colliding with the front closure 50 is drawn from the inlet opening 610 of the lower channel 60 through the flow channel 63 into the interior of the lower channel 60. The air drawn into the lower channel 60 flows towards the outlet opening 611, increasing the airflow velocity. The air with the increased velocity flows along the air guide plate 62, and its direction changes towards the first exhaust aftertreatment catalyst 22. As the air flows through the first exhaust aftertreatment catalyst 22, its temperature increases due to heat absorption by the catalyst.The air is further heated by the heat from the engine 20 as it flows through the engine room 10 at the top. The air heated in the engine room 10 is blown towards the external heat exchanger 41 by the reverse rotation of the fan unit 44.

[0036] As described above, a short circuit in the airflow is less likely to occur in vehicle 1 because the air that collided with the front closure 50 is reliably directed through the lower channel 60 to the first exhaust gas purification catalyst 22 and the engine 20. In other words, the temperature increase efficiency of the external heat exchanger 41 is improved because the air heated by the first exhaust gas purification catalyst and the engine 20 can be supplied to the external heat exchanger 41 more reliably. As a result, the heating capacity of the heat pump circuit can be improved.

[0037] As in Fig. As shown in Figure 7, the ECU 70 controls the actuator 90 as processes of steps S14 and S15 to open the front closure 50 and close the lower closure 64 if a negative finding is made in process S10. Subsequently, as a process of step S16, the ECU 70 determines whether the engine coolant temperature Tw is equal to or greater than a predetermined temperature T1 and whether the refrigerant pressure Pr is equal to or greater than a predetermined pressure P1. If a positive finding is made in process S16, i.e., if the engine coolant temperature Tw is equal to or greater than the predetermined temperature T1 and the refrigerant pressure Pr is equal to or greater than the predetermined pressure P1, the ECU 70 causes the fan 44 to rotate forward as a process of step S17.The forward rotation of the fan unit 44 and the vehicle's forward motion cause the air to flow as indicated by arrows W1 in . Fig. 1 is shown.

[0038] In other words, the outside air, which is introduced through the front grille 30, flows through the front closure 50 and flows to the outside heat exchanger 41. At this point, the outside heat exchanger 41 acts as a condenser in the heat pump circuit. This allows heat exchange to take place between the refrigerant flowing through the outside heat exchanger 41 and the outside air flowing through it, causing the refrigerant to condense.

[0039] As in Fig. As shown in Figure 7, the ECU 70 stops the fan unit 44 as part of step S18 if a negative finding is made in step S16, i.e., if the engine coolant temperature Tw is lower than the predetermined temperature T1 or the refrigerant pressure Pr is lower than the predetermined pressure P1. In this case, the air flows due to the vehicle's forward motion, as indicated by arrow W1 in Figure 7. Fig. 1 is displayed.

[0040] According to the airflow circulation structure of vehicle 1 of the above described embodiment, the following functions and effects (1) to (5) can be achieved. (1) The vehicle 1 has, as an airflow recirculation structure for recirculating the air to the external heat exchanger 41, the front cover 50, which opens or closes the external air inlet opening 13, the reverse-rotating fan unit 44, and the lower channel 60, which directs the air to the first exhaust gas purification catalyst 22, the direction of which is changed by collision with the front cover 50. As a result, the air, which has been heated by the engine 20 and the first exhaust gas purification catalyst 22, can be supplied more reliably to the external heat exchanger 41, thus improving the heating performance of the heat pump circuit. (2) The lower channel 60 is located adjacent to the lower cover 11 of the vehicle 1. The lower channel 60 is designed such that the cross-sectional area of ​​the flow channel decreases from the inlet opening 610 towards the outlet opening 611. As a result, the airflow velocity increases further from the inlet opening 610 towards the outlet opening 611, allowing the air to be applied more reliably to the first exhaust gas purification catalyst 22. Since the air can be heated more reliably, the heating capacity of the heat pump circuit can be further improved. (3) The lower channel 60 has the air guide plate 62, which changes the direction of the air discharged from the outlet opening 611 towards the first exhaust gas purification catalyst 22. This allows the air to be directed more reliably onto the first exhaust gas purification catalyst 22. Since the air can be heated more reliably, the heating capacity of the heat pump circuit can be further improved. (4) The vehicle 1 has, as an airflow recirculation structure that circulates the air to the external heat exchanger 41, the lower closure 64, which opens or closes the flow channel 63 that directs the air to the inlet opening 610, which is abutted by the front closure 50. As a result, the lower closure 64 is closed when the heat pump circuit is operating in cooling mode, consequently the outside air drawn in through the outside air inlet opening 13 is less likely to flow into the lower channel 60. In other words, the deterioration of the function of the external heat exchanger 41 as a condenser can be reduced, since the outside air drawn in through the outside air inlet opening 13 flows more reliably through the external heat exchanger 41. This makes it possible to reduce the deterioration of the cooling function of the heat pump circuit. (5) The vehicle 1 has, as its airflow recirculation structure for recirculating air to the external heat exchanger 41, the actuator 90 to couple the opening and closing of the front closure 50 with the opening and closing of the lower closure 64. As a result, the design can be simplified compared to a case in which an actuator for opening and closing the lower closure 64 is provided in addition to the actuator for opening and closing the front closure 50.

[0041] The above embodiment can also be implemented by the following configuration.

[0042] As in Fig. As shown in Figure 8, the lower channel 60 can have the bottom wall section 612, which extends to a vehicle-side side of the front closure 50, and the projecting wall 614, which extends from an end section of the bottom wall section 612 on the vehicle-side to the upper side of the vehicle. Using the lower channel 60 described above necessitates the formation of the projecting wall 52 on the lower cover 11.

[0043] The lower closure 64 is not limited to the configuration actuated by the actuator device 90 for opening or closing, but can be configured to be actuated based on a compressive force applied by an elastic element such as a spring. For example, as in Fig. As shown in Figure 9, the lower closure 64 is held in the open state by the compressive force applied by an elastic element (not shown) when the front closure 50 is in the closed state. As shown in Figure 9. Fig. As shown in Figure 10, the lower closure 64 is held in the closed position by the air pressure of the outside air drawn in through the outside air inlet opening 13, against the pressure force of the elastic element, when the front closure 50 is in the open position. According to the configuration described above, the lower closure 64 can be opened and closed with a simpler structure.

[0044] The design of the channel element that directs the air to the first exhaust gas purification catalyst 22, the direction of which has changed due to collision with the front closure 50, is not limited to the design of the lower channel 60 and can be modified accordingly. For example, channel elements 100 and 101 can be used, as shown in Fig. Figure 11 shows that the channel element 100 is arranged in the right-hand direction of the vehicle relative to the fairing 45 and the engine 20. The channel element 101 is arranged in the left-hand direction of the vehicle relative to the fairing 45 and the engine 20. The channel elements 100 and 101 are arranged so that they extend from the vicinity of the fairing 45 to the vicinity of the first exhaust gas purification catalyst 22. The same effects can be achieved using the channel elements 100 and 101 described above as in the embodiment described above.

[0045] If the power machine is 20, as in Fig. As shown in Figure 12, a front exhaust engine can be used, a duct element 120, as shown in the figure. The duct element 120 is arranged in the outer wall along a floor wall section 450, which is located at the bottom of the vehicle. This outer wall covers the perimeter of the external heat exchanger 41, the high-temperature radiator 42, and the low-temperature radiator 43 in the fairing 45. The duct element 120 is designed to extend the floor wall section 450 of the fairing 45 towards the rear of the vehicle. As a result, the air is directed as indicated by arrow W3 in the figure. Fig. 12 is indicated, without a short circuit to the exhaust pipe 21 and the first exhaust gas purification catalyst 22 of the engine 20, which are heat sources when the air colliding with the front closure 50 flows through a gap between the fairing 45 and the lower cover 11. This allows the air supplied to the external heat exchanger 41 to be heated more reliably, thus improving the heating performance of the heat pump circuit.

[0046] As in Fig.As shown in Figure 13, a flow-splitting section 620 can be formed in the air guide plate 62 of the lower channel 60. The flow-splitting section 620 divides the flow of air discharged from the outlet opening 611 of the lower channel 60, so that it flows in the left-right direction of the vehicle along both side surfaces of the first exhaust aftertreatment catalyst 22. According to the configuration described above, ventilation resistance can be reduced as the air discharged from the lower channel 60 flows through the first exhaust aftertreatment catalyst 22.

[0047] The heat source to which the air is directed through the duct element is not limited to the first exhaust gas purification catalyst 22, the exhaust pipe 21 and the power unit 20, but can be, for example, an exhaust manifold, a turbocharger, an engine or an inverter.

[0048] The present invention is not limited to the specific examples described above. The specific examples above, adapted by a person skilled in the art within the scope of the following claims, are also included within the scope of the present invention, provided that the adapted specific examples have the features of the present invention. Each element included in each specific example described above, as well as the arrangement, position, shape, and the like of the element, are not limited to those shown and can be adapted as appropriate. The elements included in each specific example described above can be combined as appropriate, provided that there is no technical contradiction.

Claims

[1] Airflow recirculation structure for a vehicle which is configured to recirculate air to a heat exchanger (41) of a heat pump circuit which is arranged between an outside air inlet opening (13) and an engine room (10) of the vehicle (1), wherein the airflow recirculation structure comprises: a front closure (50) configured to open or close the outside air inlet opening (13); a fan device (44) configured to cause air to flow in a direction from the outside air inlet (13) through the heat exchanger (41) towards the engine compartment (10) when the front shutter (50) is in an open state, and to cause air to flow in a direction from the engine compartment (10) through the heat exchanger (41) towards the outside air inlet (13) when the front shutter (50) is in a closed state; and a channel element (60, 100, 101, 120) configured to direct the air, the direction of which is changed by being blown by the fan device (44) and colliding with the front closure (50) when the front closure (50) is in the closed state, to a heat source (20, 21, 22) of the vehicle (1), wherein the channel element (60, 100, 101, 120) is arranged adjacent to a lower cover (11) of the vehicle (1) and the channel element (60, 100, 101, 120) is provided with a flow channel cross-sectional area which is set to decrease from an inlet opening (610) for introducing the air, the direction of which is changed by colliding with the front closure (50), towards an outlet opening (611) for releasing the air to the heat source (20, 21, 22). [2] Airflow recirculation structure for a vehicle (1) according to claim 1, wherein the duct element (60, 100, 101, 120) has an air guide plate (62) which changes the direction of the air discharged from the outlet opening (611) in a direction towards the heat source (20, 21, 22). [3] Airflow recirculation structure for a vehicle (1) according to claim 1 or 2, further comprising a lower closure (64) which opens or closes a flow channel to direct the air to the inlet opening (610) which collides with the front closure (50). [4] Airflow recirculation structure for a vehicle (1) according to claim 3, wherein the lower closure (64) is held in an open state on the basis of a compressive force applied by an elastic element when the front closure (50) is in the closed state, and the lower closure (64) is configured to come into a closed state by pressure from the air drawn in through the outside air inlet opening (13) when the front closure (50) is in the open state. [5] Airflow recirculation structure for a vehicle (1) according to claim 3, further comprising an actuator device (90) configured to couple the opening or closing state of the front closure (50) with the opening or closing state of the lower closure (64). [6] Airflow recirculation structure for a vehicle (1) according to any one of claims 1 to 5, wherein the heat source (20, 21, 22) is at least one of an exhaust manifold, a turbocharger, an exhaust gas purification catalyst (22), an engine, or an inverter of the vehicle (1). [7] Airflow recirculation structure for a vehicle (1) according to claim 2, further comprising a flow dividing section (620) provided in the air guide plate (62) and configured to divide a flow of air discharged from the outlet opening (611) of the channel element (60, 100, 101, 120) to flow in a left-right direction of the vehicle (1) along both side surfaces of the heat source (20, 21, 22). [8] Airflow recirculation structure for a vehicle (1) according to any one of claims 1 to 7, wherein the channel element (60, 100, 101, 120) has a plurality of channels which are provided along a left-right direction of the vehicle (1). [9] Airflow recirculation structure for a vehicle (1) according to any one of claims 1 to 8, wherein the outside air intake opening (13) is provided with an inner wall section (51) extending from a front grille (30) towards the engine compartment (10), and the front closure (50) is provided between the front grille (30) and the heat exchanger (41).

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