Vehicle cooling device and duct for vehicle cooling device

Abstract

To enhance vehicle cooling efficiency by variably adjusting wind velocity distribution of cooling air supplied to a vehicle, thereby equalizing a wind velocity at an air outlet.SOLUTION: Cooling air of a vehicle cooling device is supplied to a test vehicle through a duct 2. The duct 2 comprises: a duct body 2a with an air inlet 2b and an air outlet 2c for the cooling air formed thereon; a group of drive rods 12 which is installed in a width direction of the duct body 2a and rotatable; and a group of blades 15 extended in a direction from each drive rod 12 to the air inlet 2b. Each blade 15 has a main blade 20 which moves in a vertical direction according to a rotation direction of the drive rod 12 and a sliding plate 21 which is installed on the main blade 20 and slidable in an anteroposterior direction.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a vehicle cooling device for a vehicle testing apparatus that simulates indoor road driving of a test vehicle. [Background technology]

[0002] The cooling device of the chassis dynamometer system is placed in front of the test vehicle, which has its tires mounted on rollers, and cools the engine, intercooler, etc. by supplying cooling air to the test vehicle from the outlet at the end of the cooling fan's duct.

[0003] Since the cooling fan has a set range of cooling air speed according to its rating, the air volume is adjusted according to the speed of the test vehicle by moving the air outlet closer to the test vehicle. However, there are cases where it is difficult to adjust the air volume due to space restrictions, etc., and the cooling device described in Patent Document 1 has been proposed. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 5304167 Summary of the Invention [Problem to be solved by the invention]

[0005] The cooling device of Patent Document 1 increases and decreases the opening area by providing a variable mechanism at the air outlet at the end of the duct of the cooling fan. With this configuration, it is possible to obtain an air volume (wind speed) according to the vehicle speed, but local wind speed differences occur within the duct, making it impossible to adjust the wind speed distribution at the air outlet.

[0006] As a result, localized variations in wind speed occur at the air outlet, making it difficult to distribute the wind speed uniformly, which may result in a deterioration in cooling efficiency. In particular, when the duct shape is flared, the opening area of ​​the air outlet is larger than the intake area on the cooling fan side, making it even more difficult to distribute the wind speed uniformly.

[0007] The present invention has been made to solve such conventional problems, and its problem is to make the wind speed distribution of the cooling air supplied to the vehicle variable, thereby uniformly distributing the wind speed at the air outlet and improving the cooling efficiency of the vehicle. [Means for solving the problem]

[0008] (1) One aspect of the present invention is a vehicle cooling device that supplies cooling air to a vehicle through a duct, The duct is The cooling air intake; A blower port for the cooling air; A group of blades disposed between the air inlet and the air outlet; Equipped with Each of the blades is characterized in that it is configured so that its length can be extended or contracted and its angle can be adjusted in the direction of the intake port.

[0009] (2) Another aspect of the present invention is a duct for a vehicle cooling device that supplies cooling air to a vehicle, comprising: The cooling air intake; A blower port for the cooling air; A group of blades disposed between the air inlet and the air outlet; Equipped with Each of the blades is characterized in that it is configured so that its length can be extended or contracted and its angle can be adjusted in the direction of the intake port. Effect of the Invention

[0010] According to the present invention, the wind speed distribution of the cooling air supplied to the vehicle can be made variable, thereby making it possible to uniformly distribute the wind speed of the blown air and improve the cooling efficiency of the vehicle. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a side view showing a vehicle cooling device according to a first embodiment. [Diagram 2] The same plan view. [Diagram 3](a) is a front view showing the duct's air outlet, and (b) is a left side view of the duct. [Figure 4] (a) is a cross-sectional view taken along the line AA in Figure 3(a), and (b) is a diagram of the state after the tips of the blade group in (a) have been adjusted to form a circular arc. [Diagram 5] Cross-sectional view taken along line B-B in Figure 3(a). [Figure 6] FIG. 1(a) is a perspective view of the duct showing the state before the length of the blade group is adjusted, FIG. 1(b) is a partial perspective view of FIG. 1(a), and FIG. 1(c) is a partial perspective view showing the state after the blades have been extended from the state shown in FIG. [Figure 7] FIG. 11 is a side view showing a vehicle cooling device according to a second embodiment. [Figure 8] The same plan view. [Figure 9] (a) is a side view of the duct, (b) is a front view showing the duct's air outlet, and (c) is a rear view showing the duct's air intake. [Figure 10] Cross-sectional view taken along line AA in Figure 9(b). [Figure 11] (a) is a cross-sectional view of the BB section in Figure 9(b), and (b) is a diagram of the state after the tips of the blade group in (a) have been adjusted to form a circular arc. [Figure 12] FIG. 1(a) is a perspective view of the duct showing the state before the length of the blade group is adjusted, FIG. 1(b) is a partial perspective view of FIG. 1(a), and FIG. 1(c) is a partial perspective view showing the state after the blades have been extended from the state shown in FIG. [Figure 13] FIG. 11 is a side view showing the vehicle cooling device of the third embodiment. [Figure 14] The same plan view. [Figure 15] 13A is an enlarged view of part P in FIG. 13, and FIG. 14B is an enlarged view of part Q in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Hereinafter, a vehicle cooling device (including a duct for a vehicle cooling device) according to an embodiment of the present invention will be described. This vehicle cooling device is intended to mainly cool a test vehicle such as a chassis dynamometer system.

[0013] That is, the chassis dynamometer system simulates the test vehicle's on-road driving indoors by connecting a dynamometer to rollers on which the test vehicle's drive wheels are placed and transmitting the drive force and braking force of the test vehicle to the dynamometer via the rollers.

[0014] The vehicle cooling device is placed in front of the test vehicle with the roller tires of the chassis dynamometer system, and supplies cooling air generated by driving the cooling fan to the test vehicle on the rollers. This cooling air cools the engine, intercooler, battery, etc. of the test vehicle, and is used as a thermal management system.

[0015] Here, a duct is attached to the vehicle cooling device to form a wind tunnel for cooling air, the cooling air is blown to the test vehicle through the duct, and the wind speed distribution of the air outlet (supply port / discharge port) to the test vehicle is made variable by the duct, and the wind speed of the air outlet is uniformly distributed to improve the cooling efficiency. Details will be described below based on Examples 1 to 3. EXAMPLES

[0016] A first embodiment will be described with reference to Figures 1 to 6. In Figures 1 and 2, reference numeral 1 denotes the vehicle cooling device. In this embodiment, a duct 2 is detachably attached to an opening 3a through which cooling air is blown out from a cooling fan 3 of the vehicle cooling device 1.

[0017] <Configuration example> An example of the configuration of the duct 2 will be described with reference to Figures 3 to 5. In each figure, F indicates the front of the duct 2, and B indicates the rear of the duct 2. Here, the duct 2 is disposed in front of the test vehicle, and cooling air generated by driving the cooling fan 3 is blown through the duct 2 and supplied to the test vehicle.

[0018] As shown in Figures 3 and 4, the duct 2 comprises a duct body 2a that is attached to the opening 3a of the cooling fan 3 using toggle clamps 7a, 7b, 8a, and 8b, and a group of eight blades 15 arranged within the duct body 2a.

[0019] (1) Duct body 2a The duct body 2a is formed in a tubular shape, and is equipped with upper and lower plates 2e, 2f and left and right side plates 2d as shown in Fig. 3. An intake port 2b that communicates with the opening 3a of the cooling fan 3 is formed on the F side of this duct body 2a, while an air outlet 2c that faces the test vehicle is formed on the B side, and the air blowing direction inside the duct body 2a is "intake port 2b → air outlet 2c".

[0020] That is, as shown by arrows W1 and W2 in FIG. 3(b), the cooling air sent out from the cooling fan 3 flows into the duct body 2a from the intake port 2b, and is supplied to the test vehicle from the exhaust port 2c.

[0021] Each side plate 2d of the duct body 2a has a group of insertion holes (not shown) formed at equal intervals at symmetrical positions in the up-down direction. A drive rod 12 is rotatably inserted into each of the insertion holes, and is disposed in the RL direction within the duct body 2a. An end portion 12a of the drive rod 12 is connected to a handle 11, and the drive rod 12 rotates in response to the operation of the handle 11. The duct body 2a is provided with casters 9 for movement, stoppers 10 for preventing the duct body 2a from falling over when the duct body 2a is removed, and outriggers 6.

[0022] (2) Blade 15 4, each blade 15 is disposed between the air inlet 2b and the air outlet 2c, and extends from the drive rod 12 toward the air inlet 2b (the opposite direction to the air blowing direction). Here, the group of blades 15 defines upper and lower air passages R1 to R9 in the duct body 2a.

[0023] Specifically, as shown in Figures 4(a) and (b), each blade 15 comprises a main blade 20 fixed along the axial direction of the drive rod 12, and a slide plate 21 attached so as to be freely slidable in the fore-and-aft direction (FB direction) of the main blade 20.

[0024] Here, the base end of the main blade 20 on side B is welded to the outer periphery of the drive rod 12, and as shown in Fig. 4(b), it rotates up and down according to the rotation direction (T1, T2) of the drive rod 12. That is, when the drive rod 12 rotates in the direction of arrow T1, each blade 15 rotates in the direction of arrow D to assume a depression angle, whereas when the drive rod 12 rotates in the direction of arrow T2, each blade 15 rotates in the direction of arrow U to assume an elevation angle.

[0025] Therefore, each blade 15 is configured so that the angle in the vertical direction with respect to the direction of the intake port 2b can be adjusted by operating each handle 11. Note that each main blade 20 has a through hole formed in the tip portion on the F side.

[0026] Moreover, the slide plate 21 is disposed on the main blade 20, and has a long hole 27 formed along the FB direction, as shown in Fig. 5. The base end of the slide plate 21 is attached to the tip end of the main blade 20 by fastening a nut 26 (see Fig. 4(b)) to the shaft of the bolt 25 inserted into the long hole 27 and the through hole.

[0027] At this time, by loosening the fastening, the slide plate 21 can be slid in the FB direction as shown in Figures 5 and 6(c). The two-dot chain line 21K in Figure 5 shows the slide plate 21 in a state where it has been slid to the F side, and when the slide plate 21 is slid to the F side from the state shown in Figures 6(a) and (b), the length of the blade 15 is extended, transitioning to the state shown in Figure 6(c). Note that the bolt 25 is omitted in Figure 6(b).

[0028] On the other hand, if the slide plate 21 is slid toward the B side from the state shown in Fig. 6(c), the length of the blade 15 is shortened and returns to the state shown in Fig. 6(a) and (b). In this way, each blade 15 is configured so that its length can be freely adjusted by extending or retracting it in the direction of the intake port 2b.

[0029] <Example of operation> An example of operation will be described with reference to Fig. 4. Here, it is assumed that the intake port 2b of the duct body 2a has been attached to the opening 3a of the cooling fan 3 in advance using toggle clamps 7a, 7b, 8a, and 8b, resulting in the state shown in Figs.

[0030] (1) In the initial state, as shown in Fig. 4(a), the vertical angles and lengths of the blades 15 are set equal to each other. When the cooling fan 3 is driven, the cooling air passes through the air passages R1 to R9 and is supplied to the test vehicle from the air outlet 2c.

[0031] However, if the vertical wind direction (angle) is changed while remaining in the initial state, there is a risk of variation in the air volume (wind speed) between the air passages R1 to R9. Therefore, by adjusting the vertical angle and length of each blade 15, the vertical wind direction and air volume of the cooling air supplied to the test vehicle can be changed, improving the cooling efficiency. In this case, as shown in Fig. 4(b), it is preferable to arrange the tip of the slide plate group 21 in an arc shape (see dashed line H) with respect to the intake port 2b.

[0032] That is, the group of blades 15b arranged on the upper side increases the depression angle and decreases the length as they move away from the center O. On the other hand, the group of blades 15a arranged on the lower side increases the elevation angle and decreases the length as they move away from the center O. As a result, although the opening areas (outlet opening areas) of the air outlets 2c of the air passages R1 to R9 are uniform, the opening areas (inlet opening areas) of the air intakes 2b increase in the order of the air passages R5 to R1, R5 to R9, and the air volume increases.

[0033] In this way, it is possible to equalize the air volume in each of the air passages R1 to R9 by adjusting the vertical angle and length of the blade 15. In this respect, the air speed at the air outlet 2c can be uniformly distributed, improving the cooling efficiency of the test vehicle.

[0034] (2) However, it is not necessary to adjust the angle and length of all the blades 15, and only any of the blades 15 may be adjusted depending on the "air volume vs. static pressure characteristics (PQ characteristics)" of the cooling fan 3. In this case, the wind direction and wind speed of the air passages R1 to R9 can be individually adjusted, so that the vertical flow of the cooling air can be partially adjusted, and any wind direction and wind speed distribution can be obtained at the air outlet 2c. EXAMPLES

[0035] A second embodiment will be described with reference to Figures 7 to 12. In each figure, reference numeral 30 denotes a duct 30 of this embodiment.

[0036] (1) Configuration example As shown in Figures 7 to 9, the duct 30 includes a duct body 30a formed in a fan-shaped shape. In this duct body 30a, the opening area of ​​the air outlet 30c is larger than the opening area of ​​the air inlet 30b. In this respect, it differs from the duct body 2a of the first embodiment, but otherwise is configured in substantially the same manner.

[0037] That is, the duct body 30a is equipped with upper and lower plates 30e, 30f formed in a trapezoidal shape and left and right side plates 30d as shown in Fig. 9. Here, the upper plate 30e is inclined upward from the air intake 30b side to the air outlet 30c side, the lower plate 30f is inclined downward in the same direction and at the same inclination angle, and both side plates 30d are inclined in the same direction with open legs.

[0038] Furthermore, a group of insertion holes (not shown) are formed at equal intervals along the width direction on the intake port 30b side of the upper and lower plates 30e, 30f. A driving rod 12 is rotatably inserted into each of the insertion holes, and the group of driving rods 12 is arranged in the vertical direction between both plates 30e, 30f. A handle 11 is connected to an upper end 12a of the driving rod 12, and the driving rod 12 rotates in response to the operation of the handle 11 (the upper end 12a and the handle 11 are omitted in the figure).

[0039] 9 and 11, a group of six blades 15 that can rotate in response to the rotation of the drive rod 12 is provided in the duct body 30a. Each blade 15 is disposed between the inlet 30b and the outlet 30c, fixed along the axial direction of the drive rod 12, and extends from the drive rod 12 toward the inlet 30b (the opposite direction to the blowing direction). Here, as shown in FIG. 11, the group of blades 15 defines left and right air passages R1 to R7 in the duct body 30a.

[0040] The base end of the main blade 20 on side B is fixed to the outer periphery of the drive rod 12 by means of welding or the like. Therefore, each blade 15 is configured to rotate in the left-right direction (RL direction) according to the rotation direction (T3, T4) of each drive rod 12, and the angle in the same direction is adjustable. Also, as shown in Fig. 12(c), the main blade 20 has slide plates 21a, 21b attached symmetrically to the left and right side surfaces 20a, 20b.

[0041] 10, the solid line 21a indicates the slide plate 21 attached to the side surface 20a of the main blade 20. The double-dashed line 21a indicates the slide plate 21a that has slid to the F side. The dashed line 21b indicates the slide plate 21 attached to the side surface 20b of the main blade 20. The double-dashed line 21b indicates the slide plate 21b that has slid to the F side.

[0042] Here, the slide plates 21a and 21b are formed to have a length that is approximately half the length of the main blade 20 in the up-down direction, and have a long hole 27 formed along the FB direction. The slide plate 21 is attached to the main blade 20 by fastening a nut 26 to the shaft of a bolt 25 inserted into the long hole 27 and the through hole of the main blade 20.

[0043] Therefore, the slide plates 21a and 21b can be slid in the FB direction by loosening the fastening, similar to Example 1. That is, when the slide plates 21a and 21b are slid toward the F side from the state shown in Fig. 12(a) and (b), the length of the blade 15 is extended, and the state transitions to that shown in Fig. 12(c).

[0044] On the other hand, if the slide plates 21a and 21b are slid toward the B side from the state shown in Fig. 12(c), the length of the blade 15 is shortened and returns to the state shown in Fig. 12(a) and (b). In this way, each blade 15 is configured to be freely adjustable in length by extending or retracting in the direction of the intake port 30b.

[0045] (2) Example of operation In this embodiment, the lateral angle and length of each blade 15 are adjusted to vary the lateral direction (RL direction) wind direction and amount of cooling air supplied to the test vehicle.

[0046] That is, as shown in FIG. 11, the group of blades 15 rotate in the R direction when the drive rod 12 is rotated in the T3 direction by operating the handle 11, and rotate in the L direction when the drive rod 12 is rotated in the T4 direction.

[0047] Therefore, by rotating the blade group 15c in the L direction by operating the handle 11, it can be adjusted to the same angle as the inclination of the side plate 30d on the R side. Similarly, by rotating the blade group 15c in the R direction by operating the handle 11, it can be adjusted to the same angle as the inclination of the side plate 30d on the L side. This makes it possible to adjust the left-right wind direction of the cooling air flowing inside the duct 30, i.e., the wind direction of the air passages R1 to R7, in accordance with the shape of the duct main body 2a.

[0048] At this time, as shown in Fig. 11(b), it is preferable to arrange the tips of the group of slide plates 21 in an arc shape (see dashed line J) relative to the air inlet 30b. In the initial state of Fig. 11(a), the lengths of the group of blades 15 in the direction of the air inlet 30b are set to be approximately equal. In this case, as shown in Fig. 11(b), if the length of the blades 15 is set to be shorter with increasing distance from the center O in the duct body 30a, the cooling air that has flowed into the duct 30 will easily flow in the directions of the left and right side plates 30d.

[0049] As a result, the left-right air volume of the cooling air flowing within the duct 30, i.e., the air volume (air speed) of the air paths R1 to R7, can be made uniform, and in this respect the air speed at the air outlet 2c can be uniformly distributed, improving the cooling efficiency of the test vehicle.

[0050] However, as in the first embodiment, it is not necessary to adjust the angle and length of all the blades 15, and only arbitrary blades 15 may be adjusted according to the "air volume vs. static pressure characteristics (PQ characteristics)" of the cooling fan 3. In this case, the wind direction and wind speed of the air passages R1 to R7 can be individually varied, so that the left-right flow of the cooling wind can be partially adjusted, and arbitrary wind direction and wind speed distribution can be obtained at the air outlet 2c. EXAMPLES

[0051] A third embodiment will be described with reference to Figs. 13 to 15. In each drawing, reference numeral 50 denotes a duct in this embodiment. This duct 50 includes the ducts 2 and 30 in the first and second embodiments in series in the order of "duct 2 → duct 30" along the blowing direction of the cooling air.

[0052] That is, the inlet 2b of the duct 2 is attached to the opening 3a of the cooling fan 3 using toggle clamps 7a, 7b, 8a, and 8b. The inlet 30b of the duct 30 is attached to the air outlet 2c of the duct 2 using toggle clamps 7a, 7b, 8a, and 8b.

[0053] According to this configuration, it is possible to simultaneously obtain the effects of the first and second embodiments. That is, the cooling air sent out from the opening 3a of the cooling fan 3 first flows into the duct 2 from the inlet 2b, and is exhausted from the outlet 2c with the air volume in the vertical direction being equalized. Next, the cooling air exhausted from the outlet 2c flows into the duct 30 from the inlet 30b, and is exhausted from the outlet 30c with the air volume in the horizontal direction being equalized.

[0054] Therefore, according to this embodiment, the amount of cooling air supplied to the test vehicle can be uniformly distributed in the vertical and horizontal directions, and the cooling efficiency is further improved. This is particularly effective when using a duct body 30a in which the opening area of ​​the air outlet 30c is larger than that of the air inlet 30b.

[0055] The present invention is not limited to the above embodiment, and may be modified within the scope of the claims. For example, the main blade 20 of the second embodiment may be provided with a single slide plate 21 slidable in the FB direction. [Explanation of symbols]

[0056] 1...Vehicle cooling system 2,30,50…Duct 2a, 30a...Duct body 2b, 30b…Intake port 2c, 30c...Air vent 12...Drive rod 15…Blade 20…Base blade 21, 21a, 21b...Slide plate

Claims

1. A vehicle cooling device that supplies cooling air to a vehicle through a duct, The duct is The cooling air intake; A blower port for the cooling air; A group of blades disposed between the air inlet and the air outlet; Equipped with A vehicle cooling device characterized in that each of the blades is configured to be able to expand and contract in length and adjust in angle relative to the direction of the intake port.

2. A duct for a vehicle cooling device that supplies cooling air to a vehicle, The cooling air intake; A blower port for the cooling air; A group of blades disposed between the air inlet and the air outlet; Equipped with Each of the blades is configured to be capable of adjusting its length and angle relative to the direction of the intake port. A duct for a vehicle cooling system.

3. A duct body having the air outlet and the air intake formed therein; A group of rotatable drive rods provided in the width direction of the duct body; The blade is rotatable up and down according to the rotation direction of each of the drive rods; Equipped with 3. The duct for a vehicle cooling system according to claim 2, wherein the vertical angle of each of the blades is adjustable by rotating each of the drive rods.

4. Each of the blades is A base blade provided along the axial direction of the drive rod; A slide plate provided on the base blade so as to be slidable in the front-rear direction; Equipped with 3. The duct for a vehicle cooling system according to claim 2, wherein the length of the duct can be freely extended or contracted by sliding the slide plate.

5. A duct body in which the opening area of ​​the air outlet is larger than the opening area of ​​the air inlet; A group of rotatable drive rods provided in the vertical direction of the duct body; The blade is rotatable left and right in accordance with the rotation direction of each of the drive rods; Equipped with 3. The duct for a vehicle cooling system according to claim 2, wherein the left and right angles of the blades are adjustable by rotating the drive rods.

6. Each of the blades is A base blade fixed along the axial direction of the drive rod; A pair of slide plates slidably provided in the front-rear direction of the base blade; Equipped with The slide plates are provided symmetrically on the left and right of the base blades, 6. The duct for a vehicle cooling system according to claim 5, wherein the length of the blades can be extended or contracted by sliding the slide plates.

7. The duct according to claim 3 or 4; The duct according to claim 5 or 6; A duct for a cooling device, characterized in that the above-mentioned are arranged in order along the blowing direction of cooling air.

8. 3. A duct for a vehicle cooling system according to claim 2, characterized in that it is arranged in front of a vehicle with its tires mounted on a roller device of a vehicle testing device.

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