EP1483486A1 - Module de radiateur avant refroidi par air - Google Patents

Module de radiateur avant refroidi par air

Info

Publication number
EP1483486A1
EP1483486A1 EP03743373A EP03743373A EP1483486A1 EP 1483486 A1 EP1483486 A1 EP 1483486A1 EP 03743373 A EP03743373 A EP 03743373A EP 03743373 A EP03743373 A EP 03743373A EP 1483486 A1 EP1483486 A1 EP 1483486A1
Authority
EP
European Patent Office
Prior art keywords
air
cooler
fan
networks
cooler module
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03743373A
Other languages
German (de)
English (en)
Inventor
Michael Wieschalka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MODULARE PLANUNGS- und KONSTRUKTIONSTECHNIK GmbH
Original Assignee
MODULARE PLANUNGS- und KONSTRUKTIONSTECHNIK GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MODULARE PLANUNGS- und KONSTRUKTIONSTECHNIK GmbH filed Critical MODULARE PLANUNGS- und KONSTRUKTIONSTECHNIK GmbH
Publication of EP1483486A1 publication Critical patent/EP1483486A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
    • F28D1/0426—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with units having particular arrangement relative to the large body of fluid, e.g. with interleaved units or with adjacent heat exchange units in common air flow or with units extending at an angle to each other or with units arranged around a central element
    • F28D1/0435—Combination of units extending one behind the other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/08—Air inlets for cooling; Shutters or blinds therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat exchangers
    • F02B29/0431—Details or means to guide the ambient air to the heat exchanger, e.g. having a fan, flaps, a bypass or a special location in the engine compartment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/182—Arrangements or mounting of liquid-to-air heat-exchangers with multiple heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/02—Intercooler
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/10—Fuel manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0456—Air cooled heat exchangers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an air-cooled front cooler module for a motor vehicle with an internal combustion engine, one or more heat exchangers with cooling networks with pipes, through which one or more cooling media flow and outside of which cooling air flows, with one or more vehicle elements in the path of the cooling air to the front cooler module, and with one or more fans with fan drive.
  • Motor vehicles usually have internal combustion engines that also need to be cooled. This is about cooling the coolant itself, but also about the charge air. Motor vehicles increasingly have to be equipped with air conditioning capacitors. This cooling is expediently built in the form of front cooler modules which are arranged directly behind the front of the vehicle, where they are exposed to the driving wind. Attempts are being made to build the radiators as compactly as possible and with small external dimensions, because the space in the engine compartment immediately behind is becoming increasingly scarce, since more and more and larger units have to be built there with increasing technology and increasing demands.
  • DE 100 25 221 A1 even proposes not to install the plurality of coolers required there one behind the other, but rather one above the other and next to one another, the individual coolers each being oriented vertically.
  • a common cooling fan motor is arranged in the middle.
  • This arrangement of the various coolers allows space to be saved in the axial direction, in which space is particularly important in heavy-duty motor vehicles.
  • there is practically any space available in the vertical direction and in the width, and access to the various coolers through the driving wind is also unproblematic with such vehicles.
  • this concept is not suitable for passenger cars with their completely different dimensions and requirements in the area of the front end.
  • the front part of the motor vehicles should have a certain desired stability in order to protect the occupants in the event of a collision. At the same time, however, the front part of the motor vehicle should also remain flexible in order to keep the risk of injury to pedestrians as low as possible in the event of an impact. Attempts are being made to counter this contradiction with compromise solutions. Since the front cooler modules do not contribute to the stability of the front of the vehicle, but adversely affect the flexibility of the crumple zone, attempts are made to remove them from the immediate deformation area as far as possible.
  • DE 41 32 570 C2 attempts to counter this problem by integrating cooling air channels into the bumper parts for a motor vehicle front end, which supply cooling air to the cooler of the vehicle drive unit. An attempt is made to clear the access paths actually blocked by the bumper by directing the cooling air. An attempt is therefore made to better distribute the cooling air flow to the individual consumers by means of a duct. The heat exchangers remain unchanged. The amount of cooling air that can be supplied through these integrated channels is also limited.
  • the ventilation with the fan drive is arranged in the area between the bumper and the radiator of the vehicle; The fan is therefore operated differently than is usually the case as a pressure fan (and not as a draft fan). This means that the positions of the fan and the cooling air ducts in the bumper can be better coordinated with each other, but the access routes for the driving wind are further adjusted and the possibilities for the construction of this area are further restricted.
  • the object of the invention is therefore to propose an air-cooled front cooler module for motor vehicles that can meet these requirements.
  • the fan drive of the fan projects into at least one of the cooler networks.
  • the fan drive which previously had to extend into the engine compartment in an undesired form, can be placed in this vacant area practically inside the front cooler module, so that the fan drive can now be made strong and inexpensive, which further improves the cooling performance.
  • the fan wheel itself can now also be placed very close to the cooler network.
  • the fan cowl which was previously required, can now be completely dispensed with, which avoids the hindering of the outflow that has previously taken place during airflow operation and leads to a further improvement in the cooling performance.
  • the radiator is put out of function exactly where it has its lowest efficiency anyway, namely in that section of the radiator that is completely covered by the bumper or other vehicle elements and therefore only contributes to the cooling effect by free convection due to lack of driving wind. This is done by the recess for the fan drive in the slipstream of a bumper or other vehicle elements.
  • the tubes can preferably omit the area behind the vehicle elements.
  • the vehicle elements in the path of the cooling air, which impair the homogeneous inflow of the front cooler module, i.e. to a certain extent the stems in front of the radiator, include above all, but not exclusively, the bumper.
  • a recess for the fan drive can be implemented within the cooler. It is preferred if some of the horizontally extending pipes lying next to one another are omitted in the case of a cooler network which is constructed as usual.
  • one of the cooler networks is constructed from two subnetworks which are arranged one above the other and are at a distance from one another.
  • the cutout for the fan drive is then again located between these two parts of the cooler network.
  • the two parts of the cooler network can be practically independent and each form their own cooler network.
  • the connections of these two parts of the cooler network should, however, be coordinated appropriately so that they can jointly ensure the functionality of this overall cooling network.
  • a sub-network of different sizes can also be used to achieve a recess which is not exactly central, but which is still in the central region of the radiator network, and which is precisely aligned with the vehicle elements by way of the cooling air to the front cooler module.
  • the invention can be used both in front cooler modules which are designed as a multilayer structure comprising a plurality of cooling networks, and in front cooler modules in which the individual cooler networks are combined, that is to say in so-called monoblocks.
  • the cooler modules with their cooler networks are preferably arranged in a layered manner perpendicular to the cooling air.
  • This means that the cooling is based on the cross-flow principle, that is, the cooling air flows perpendicular to the cooling medium in the cooler networks.
  • the direction of flow of the cooling air is parallel to the driving wind, but angles of approximately 20 ° are also possible, depending on the direction of movement, depending on the specific structure of the motor vehicle or the front end. It is also preferred if the flow resistance of the front cooler module for the cooling air over the area swept by the fan wheel remains approximately constant through the use of an air-permeable screen.
  • Figure 1 is a schematic vertical section through the front part of a motor vehicle with a front cooler module according to the invention.
  • FIG. 2 shows a schematic view in the direction of travel of the embodiment of the front cooler module from FIG. 1.
  • FIG. 1 The front part of a motor vehicle shown in Figure 1 is shown purely schematically in section.
  • the vehicle has a body 10, of which only the bonnet 12 can be seen in the sectional view.
  • To the right outside the picture would be the engine compartment, not shown, and behind it the passenger compartment.
  • the vehicle floor 11 and the wheels would be conceivable.
  • the fenders of the body are in front of or behind the image plane and are therefore also missing in the sectional view.
  • a bumper 13 and a stiffening 14 for the bumper 13 are therefore indicated schematically there.
  • a spoiler 15 extends obliquely from the vehicle floor 11 up to the bumper 13.
  • the spoiler 15 has large openings in which a ventilation grille 16 is arranged.
  • the ventilation grille 16 in turn has openings.
  • the bumper 13 and its stiffening 14 are thus vehicle elements in the path of the cooling air L A.
  • This cooling air L A now flows onto a front cooler module 20.
  • the front cooler module 20 consists of several elements. A different structure is also conceivable here, depending on the vehicle type. Not every vehicle has all of these elements, but more can be added.
  • the front cooler module 20 has an air conditioning condenser 21, a charge air cooler 22, a coolant cooler 23 and finally a fan 30.
  • the structure is layered, with each layer arranged perpendicular to the direction of travel.
  • the first layer in the direction of travel is the air conditioning condenser 21, followed by the charge air cooler 22, the coolant cooler 23 and the fan 30.
  • the cooling air L A therefore flows perpendicular to these layers.
  • the fan 30 has a fan drive 31 and a fan wheel 32.
  • the fan 30 is arranged in the direction of travel in front of the heat exchangers, that is to say to the left of these in the figure.
  • Each individual layer for example the air conditioning condenser 21, is constructed as a separate heat exchanger.
  • three independent cooler networks 24 are created, one for each heat exchanger.
  • the cooler network 24 of the heat exchanger is a system of fins and pipes 25 through which a cooling medium L M flows.
  • This cooling medium L M essentially flows from left to right or from right to left, ie horizontally, just as the cooling air L A flows horizontally. So both meet on the cross flow principle for cooling.
  • the medium L M to be cooled can be air, cooling water or another refrigerant, for example carbon dioxide CO 2 . It flows through oval tubes or round tubes 25, which are preferably at a constant distance from one another.
  • Inflow and outflow collectors 26 are provided on the right and left in the vehicle and are described in more detail in connection with FIG. 2.
  • the heat transport between the cooling air L A and the cooling media L M mainly takes place on the way of free and forced convection, the heat radiation, on the other hand, has only a small proportion.
  • a corresponding depth of space must be provided in the vehicle, because in the illustration only to the right of the cooler the actual engine compartment to be built.
  • the front cooler module 20 must be able to work both in the driving wind mode and in the pure fan mode.
  • the cooling effect in this area is dispensed with in these two cooler networks 24, the cooling actually taking place in the outer areas, on the other hand, is more effective and the resulting from the mixing adverse effects are avoided.
  • the entire volume flow of the charge air and the coolant of the charge air cooler 22 and of the coolant cooler 23 shifts in each case into the region of the forced convection.
  • the dwell time, for example, of an air particle in the pipe 25 of the charge air cooler 22 becomes shorter because the speed of the air particles increases due to the reduced flow cross section.
  • the temperature difference ⁇ T in the wall layer area of the cooler network 24 of the charge air cooler 22 is greater, since the cooling air L A also flows directly. All in all, despite the smaller cooler network area, this results in a better heat flow Q and thus better cooling, although a considerable part of the pipes and fins of the cooler network 24 has been omitted.
  • FIG. 2 shows that the solution is also independent of whether there are heat exchangers in which the coolant medium L M flows only once from one collector 26 to the other collector 26 or whether the cooler network 24 is flowed through several times.
  • the throughflow in the first type is also referred to as “I throughflow”, that in the second type as “U throughflow” or “S throughflow”.
  • FIG. 2 shows heat exchangers through which T flows, with collectors 26, for inflowing the hot, uncooled medium and for outflowing the cooling medium L M cooled in the heat exchanger.
  • the arrangement of the inlet and outlet connections over the diagonal is optimal, which ensures a uniform volume flow over all pipes 25 within each of the three heat exchangers 21, 22, 23. This also contributes to lower pressure drops and better temperature distribution.
  • FIG. 1 A renewed look at FIG. 1 again shows that not only no disadvantages arise from omitting the central tubes 25 in at least some of the cooler networks 24 of the heat exchangers.
  • the length of the drive unit 31 is only relevant for the depth of the front cooler module 20 from a certain limit. This means that inexpensive and powerful fans can be used.
  • the fan 30 with its fan drive 31 can simultaneously be further optimized and thus possibly improve the overall effect of the cooler.
  • the fan wheel 32 is placed very close to the cooler network 24 of the coolant cooler 23.
  • the outer race of the fan wheel 32 has a distance from the cooler network 24 of the coolant cooler 23 of approximately 3 mm. This also makes it possible to do without a conventional fan guard, which is therefore not shown either. In addition to the reduced effort, this also has the advantage that the outflow is not unnecessarily prevented by this fan guard during driving wind operation.
  • a seal 27 is used to achieve a better flow through the individual heat exchangers. This seal 27 closes the gap that forms between two heat exchangers, that is, two cooler networks 24. As a result, suction of secondary air or bypassing certain parts of the front cooler module 20 by the cooling air L A is prevented.
  • the blade of the fan wheel 32 which flares outward more and more, is arranged such that the distance of the wing to the radiator network 24 becomes larger from the inside out. This can be seen particularly well in the sectional illustration in FIG. 1.
  • a fan 30 which is brought relatively close to the inhomogeneous cooler network 24 could possibly tend to cause pressure pulsations in the transition area between the cooler network 24 and the air, which are then perceived as noise.
  • this noise development is prevented by an air-permeable screen 40.
  • the air resistance of the panel 40 and the cooler module are approximately the same.
  • the diaphragm 40 closes with its dimensions flush with the right edge of the front cooler module 20 in FIG. 1, ie the rear edge in the motor vehicle.
  • the diaphragm 40 thus also has a receiving function for the fan 30.
  • the cover 40 also avoids the warm air being drawn in from the engine compartment by the fan 30.
  • the entire recessed area of the radiator networks 24 is therefore closed with the cover 40.
  • the aperture 40 is airtight outside the area swept by the fan wheel 32.
  • the front cooler module 20 according to the invention is suitable both for passenger vehicles and for trucks and other commercial vehicles.
  • the idea can be extended not only to symmetrical arrangements as in FIG. 1, but also to more asymmetrical arrangements of bumpers 13.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

Module de radiateur avant (20) refroidi par air pour un véhicule à moteur pourvu d'un moteur à combustion interne, qui possède un ou plusieurs réseaux (24) de radiateur. Ces réseaux (24) de radiateur possèdent des tuyaux (25) et servent d'échangeurs de chaleur (21, 22, 23). Ils sont parcourus par un milieu de refroidissement (LM) et sont exposés à de l'air de refroidissement (LA) venant de l'extérieur. Un ou plusieurs éléments (13) du véhicule sont situés sur le parcours de l'air de refroidissement (LA) vers le module de radiateur avant (20). Ledit module comporte en outre un ou plusieurs ventilateurs (30) dotés de dispositifs d'entraînement (31). Les tuyaux d'au moins un des réseaux (24) de radiateur sont ménagés, dans la zone située derrière les éléments (13) du véhicule, dans le chemin de l'air de refroidissement (LA). Le dispositif d'entraînement (31) du (des) ventilateur(s) fait saillie de préférence dans au moins un des réseaux (24) de radiateur. Dans un mode de réalisation préféré de la présente invention, le dispositif d'entraînement (31) est situé dans une zone se trouvant à l'abri du vent grâce à la présence d'un pare-chocs (13).
EP03743373A 2002-03-04 2003-03-04 Module de radiateur avant refroidi par air Withdrawn EP1483486A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10209237 2002-03-04
DE10209237A DE10209237B4 (de) 2002-03-04 2002-03-04 Luftgekühltes Frontkühlermodul
PCT/EP2003/002203 WO2003074849A1 (fr) 2002-03-04 2003-03-04 Module de radiateur avant refroidi par air

Publications (1)

Publication Number Publication Date
EP1483486A1 true EP1483486A1 (fr) 2004-12-08

Family

ID=27770938

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03743373A Withdrawn EP1483486A1 (fr) 2002-03-04 2003-03-04 Module de radiateur avant refroidi par air

Country Status (4)

Country Link
EP (1) EP1483486A1 (fr)
AU (1) AU2003210411A1 (fr)
DE (1) DE10209237B4 (fr)
WO (1) WO2003074849A1 (fr)

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FR2991245B1 (fr) * 2012-05-31 2014-07-04 Peugeot Citroen Automobiles Sa Dispositif d'etancheite entre deux radiateurs de refroidissement implantes sur un vehicule, en particulier sur un vehicule a motorisation hybride
DE102016200417A1 (de) * 2016-01-15 2017-07-20 Bayerische Motoren Werke Aktiengesellschaft Luftfiltervorrichtung für ein Kraftfahrzeug
FR3070321B1 (fr) * 2017-08-29 2020-07-17 Valeo Systemes Thermiques Unite de refroidissement pour un compartiment d'un vehicule automobile
FR3090507A1 (fr) * 2018-12-20 2020-06-26 Valeo Systemes Thermiques Système thermique d’un véhicule automobile
FR3097470A1 (fr) * 2019-06-18 2020-12-25 Valeo Systemes Thermiques Module d’échange de chaleur de véhicule automobile
DE102019128941B4 (de) * 2019-10-27 2021-08-12 Ford Global Technologies, Llc Front-Stoßfänger mit integriertem Wärmetauscher
EP4112901A1 (fr) * 2021-07-02 2023-01-04 Valeo Autosystemy SP. Z.O.O. Élément d'étanchéité pour échangeurs de chaleur dans un module de refroidissement

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See references of WO03074849A1 *

Also Published As

Publication number Publication date
AU2003210411A1 (en) 2003-09-16
DE10209237B4 (de) 2006-03-16
WO2003074849A1 (fr) 2003-09-12
DE10209237A1 (de) 2003-10-02

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