EP2212530A2 - Cooling arrangement for a utility vehicle - Google Patents

Cooling arrangement for a utility vehicle

Info

Publication number
EP2212530A2
EP2212530A2 EP08839066A EP08839066A EP2212530A2 EP 2212530 A2 EP2212530 A2 EP 2212530A2 EP 08839066 A EP08839066 A EP 08839066A EP 08839066 A EP08839066 A EP 08839066A EP 2212530 A2 EP2212530 A2 EP 2212530A2
Authority
EP
European Patent Office
Prior art keywords
ambient air
external ambient
heat exchange
compartment
exchange unit
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.)
Granted
Application number
EP08839066A
Other languages
German (de)
French (fr)
Other versions
EP2212530B1 (en
Inventor
Robert Honzek
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.)
AGCO GmbH and Co
Original Assignee
AGCO GmbH and Co
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 AGCO GmbH and Co filed Critical AGCO GmbH and Co
Publication of EP2212530A2 publication Critical patent/EP2212530A2/en
Application granted granted Critical
Publication of EP2212530B1 publication Critical patent/EP2212530B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • F01P1/00—Air cooling
    • F01P1/06—Arrangements for cooling other engine or machine parts
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/10—Guiding or ducting cooling-air, to, or from, liquid-to-air 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
    • F01P1/00—Air cooling
    • F01P2001/005—Cooling engine rooms

Definitions

  • the invention relates to a cooling arrangement for a utility vehicle formed within the volume defined by a hood, driver's cab and frame.
  • a cooling arrangement in utility vehicles in particular in tractors, has to be configured in such a way that an optimally large number of components located inside the utility vehicle can be cooled.
  • Cool, external ambient air drawn in via an air intake unit is conveyed through a radiator to cool coolant.
  • the air warmed by the heat exchange then runs over further components, such as the internal-combustion engine itself, and is heated further thereby.
  • the external ambient air can heat up such that it is no longer suitable for cooling further temperature-sensitive components, such as a controller, or the ambient temperature of the temperature-sensitive components becomes too high.
  • These temperature-sensitive components consequently have to be additionally cooled, for example by way of a connection to a cooling water circuit, and this increases the expenditure on assembly and therewith the costs for the entire utility vehicle.
  • the external ambient air heated by the radiator and the additional components is also present in a vehicle cabin.
  • the internal ambient temperature of the vehicle cabin is increased by a heat exchange between the heated external ambient air and a vehicle wall pertaining to the vehicle cabin.
  • the output of an air conditioning unit has to be increased for example, and this leads to greater fuel consumption. It is also possible to insulate the cabin more efficiently but this takes up installation space and increases the costs of the utility vehicle.
  • an object of the present invention is to provide a cooling arrangement which allows optimally efficient and inexpensive cooling.
  • a cooling arrangement comprising a hood which together with a frame element and a driver's cabin forms a cooling chamber, wherein the cooling chamber can be divided by means of a separating element into a radiator compartment and an engine compartment, and the hood comprises at least one opening for drawing cool external ambient air into the radiator compartment, and a heat exchange unit is arranged in the radiator compartment, wherein a connecting duct (fiuidically) connects a region of the radiator compartment, which precedes the heat exchange unit, to the engine compartment.
  • the connecting duct connects a region of a radiator compartment, which precedes a heat exchange unit, to an engine compartment.
  • the connecting duct is arranged in the region of the radiator compartment where the cool external ambient air has not yet flowed through the heat exchange unit.
  • Temperature-sensitive components, such as the controller no longer have to be connected to a cooling circuit for cooling therefore, but can be cooled directly by the cool external ambient air.
  • the heat exchange between the warmed external ambient air and the cabin is also reduced since the cool external ambient air, when it flows directly into the engine compartment, has a lower temperature value than the warmed external ambient air which still flows through the heat exchange unit before entering the radiator compartment and is heated thereby.
  • the external ambient air warmed by the heat exchange unit is in particular prevented by a partition arranged between the radiator compartment and the engine compartment from flowing into the engine compartment.
  • the low degree of heat exchange between engine compartment and vehicle cabin wall means that there is less heating of the cabin interior, so additional output of the air conditioning unit to keep the internal temperature of the cabin constant or additional cabin insulating measures are not required.
  • the heated external ambient air also exits the engine compartment at a lower temperature, whereby safety devices can be omitted on the temperature-sensitive components, such as fuel tanks or hydraulic tanks, connected downstream of the engine compartment.
  • An advantageous embodiment of the invention lies in the thermal loading of the air intake unit being reduced, while simultaneously improving efficiency, by the installation of an air intake unit upstream of the heat exchange unit.
  • Another advantage lies in the fact that by means of the air intake unit connected upstream of the heat exchange unit the cool external ambient air can be fed into the engine compartment via the connecting duct before entering the heat exchange unit.
  • a further advantageous embodiment of the invention lies in the external ambient air warmed by the heat exchange unit being able to exit from a cavity, formed between the heat exchange unit and a partition, through first outlets which are arranged in the hood or frame element.
  • the first outlets can be arranged such that they blow away particles of dust situated close to the ground by means of the warmed external ambient air, thus preventing intake of dust particles through the air intake unit.
  • the connecting duct in the radiator compartment comprises a plurality of branch lines. These branch lines can each be connected to a component for cooling. This direct contact between the components for cooling and the cool external ambient air conveyed through the branch line improves cooling of the respective components. The higher temperature gradients between the cool external ambient air and the components for cooling also brings about more rapid cooling of the components. Direct cooling of the temperature-sensitive components with cool external ambient air means the effort when assembling the utility vehicle is also reduced since the temperature-sensitive components no longer have to be connected to a separate cooling circuit.
  • An advantageous embodiment of the invention also lies in the fact that a respective grid is arranged on the openings located in a closing element to allow cool external ambient air to flow in. This grid is intended to prevent particles of dust entering the engine compartment.
  • Fig. 1 shows a schematic illustration in a side view of a cooling arrangement of a utility vehicle with a flow path of the external ambient air that is known from the prior art
  • Fig. 2 shows a schematic illustration in a plan view of a cooling arrangement of a utility vehicle with a flow path of the external ambient air that is known from the prior art
  • Fig. 3 shows a schematic illustration in a side view of an inventive flow path of the external ambient air of a utility vehicle
  • Fig. 4 shows a schematic illustration in a plan view of an inventive flow path of the external ambient air of a utility vehicle.
  • Fig. 1 and Fig. 2 each show a schematic illustration of a cooling arrangement of a utility vehicle 1 with a flow path of the external ambient air that is known from the prior art.
  • the arrows shown in Fig. 1 and 2 depict an air flow path, different air temperature levels being expressed by means of the different arrow symbols.
  • 'cool external ambient air' will be understood to mean external ambient air that has been drawn in which has not been significantly heated by a radiator compartment and/or an engine compartment. External ambient air which has been heated by a heat exchange unit is designated 'warmed external ambient air'.
  • 'heated external ambient air' is used for the external ambient air which has been heated within the engine compartment.
  • a cooling chamber 10 is limited by a cabin 13, a hood 21 and a frame 20.
  • the hood 21 can be for example a bonnet.
  • This cooling chamber 10 is separated into a radiator compartment 12 and an engine compartment 11 by a partition 18.
  • a heat exchange unit 17 is arranged in the radiator chamber 12 and an air intake unit 19 and an internal-combustion engine 14 with the components 14' for cooling are arranged in the engine compartment.
  • the radiator compartment 12 and the engine compartment 11 are fluidically connected together by through-openings 16 arranged in the partition 18.
  • the hood 21 also comprises openings 15 through which the cool external ambient air can flow into the radiator compartment 12.
  • a vacuum is generated inside the radiator compartment 12 by means of the air intake unit 19 connected downstream of the heat exchange unit 17, so cool external ambient air enters the radiator compartment 12 via the openings 15.
  • the cool external ambient air flows in the radiator chamber 12 through the heat exchange unit 17 and is heated to approximately 95°C to 105 0 C.
  • the warmed external ambient air leaves the radiator chamber 12 via the through-openings 16 and flows into the engine compartment 11.
  • the warmed external ambient air can only be used to cool intensely heated components which have a much higher temperature than the warmed external ambient air.
  • a turbocharger and/or an exhaust gas recirculation can be cooled with the warmed external ambient air.
  • the external ambient air temperature increases further thereby to temperature values of around 225°C.
  • temperature sensitive components 14' such as a controller for example, which are only designed for temperatures around 90 0 C, are also located in the engine compartment 1 1 and have to be cooled in the case of higher temperatures. These temperature-sensitive components can therefore no longer be cooled by the warmed external ambient air that is flowing in from the radiator compartment 12. Additional measures are required for cooling such components 14' therefore.
  • the external ambient air heated by the heat exchange unit 17 and the components 14' is also in contact with a cabin 13.
  • the heated external ambient air exhibits high temperature values, whereby heat exchange takes place between the heated external ambient air and the cabin 13, so the internal ambient temperature of the cabin 13 increases.
  • additional safety devices have to be provided on the temperature-sensitive components 25, such as fuel tanks or hydraulic tanks, connected downstream of the engine compartment 11.
  • Fig. 3 and Fig. 4 each show a schematic illustration of an inventive flow path of the external ambient air of a tractor 310.
  • the arrows in Fig. 3 and 4 represent an air flow path, different air temperature levels being expressed by means of the different arrow symbols.
  • the same concepts as in Fig. 1 and Fig. 2 are also used for the condition of the external ambient air.
  • a cooling chamber 100 is limited by a hood 210, a frame 200 and a cabin 130.
  • the cooling chamber 100 is divided analogously to Fig. I into a radiator compartment 120 and an engine compartment 110 by a partition 180.
  • An air intake unit 190 which can be constructed as a fan for example, and a heat exchange unit 170 connected downstream of the air intake unit 190 are arranged in the radiator compartment 120.
  • the heat exchange unit 170 is, for example, a plurality of heat exchangers arranged side by side and/or one above the other.
  • An internal- combustion engine 140 with components 140' for cooling is arranged in the engine compartment 110.
  • the radiator chamber 120 is also fluidically connected to the engine compartment 1 10 by a connecting duct 160 that passes through the partition 180.
  • the connecting duct 160 connects a space 250, located between the air intake unit 190 and the heat exchange unit 170, to the engine compartment 1 10. This ensures that the cool external ambient air in the space 250 caftflQ ⁇ /fi/iw back into the vacuum region of the radiator compartment 120 that is connected upstream of the air intake unit 190. Cool external ambient air can thus be directly supplied via the connecting duct 160 to the components 140' for cooling.
  • the air intake unit 190 connected upstream of the heat exchange unit 170 generates a vacuum, so cool external ambient air flows into the radiator chamber 120 via openings 150 arranged in the hood 210.
  • a grid is arranged inside the openings 150. The grid is intended to prevent dust entering the radiator compartment 120 during intake of the cool external ambient air through the air intake unit.
  • This heated external ambient air then leaves the cavity 220 through first outlets arranged in the hood 210 and/or the frame element 200.
  • the first outlets arranged in the hood 210 can be arranged transversely to the direction of travel of the tractor 310 and the first outlets arranged in the frame element 200 can be arranged perpendicularly to the direction of travel of the tractor 310. These first outlets can also be arranged in such a way that the warmed external ambient air exiting from the cavity 220 blows away the particles of dust located below the frame element 200.
  • a second portion of the cool external ambient air that has entered the radiator compartment 120 flows from the air intake unit 190 via the connecting duct 160 into the engine compartment 110. Since the cool external ambient air that has entered the engine compartment 110 has not yet been warmed by the heat exchange unit 170, the cool external ambient air accordingly flows into the engine compartment 1 10 at the external ambient temperature.
  • the connecting duct 160 can, as in the present embodiment, also comprise at least one branch line 161, 162 which leads for example directly to the air intake of the internal-combustion engine and supplies it with cool external ambient air, and/or the branch line leads directly to the components 140' for cooling and supplies these with the cool external ambient air.
  • the external ambient air heated by the components 140' for cooling can leave the engine compartment 110 via second outlets arranged in the hood 210 and/or the frame 200.
  • the second outlets arranged in the hood 210 can be arranged transversely to the direction of travel of the tractor 310 and the second outlets arranged in the frame 200 can be arranged perpendicularly to the direction of travel of the tractor 310.
  • At least one branch line directly at an air supply line for additional components such as an exhaust gas turbocharger for example.

Abstract

A cooling arrangement for a utility vehicle (310) is provided. A portion of the cool external ambient air, drawn into a radiator compartment (120) via an air intake unit (190), is supplied via a connecting duct (160) into an engine compartment (110) wherein the connecting duct bypasses a heat exchange unit (190). Advantageously, temperature sensitive components can be cooled by cool air which is not heated by the heat exchange unit (190).

Description

COOLING ARRANGEMENT FOR A UTILITY VEHICLE
The invention relates to a cooling arrangement for a utility vehicle formed within the volume defined by a hood, driver's cab and frame.
A cooling arrangement in utility vehicles, in particular in tractors, has to be configured in such a way that an optimally large number of components located inside the utility vehicle can be cooled. Cool, external ambient air drawn in via an air intake unit is conveyed through a radiator to cool coolant. The air warmed by the heat exchange then runs over further components, such as the internal-combustion engine itself, and is heated further thereby. As a consequence of this the external ambient air can heat up such that it is no longer suitable for cooling further temperature-sensitive components, such as a controller, or the ambient temperature of the temperature-sensitive components becomes too high. These temperature-sensitive components consequently have to be additionally cooled, for example by way of a connection to a cooling water circuit, and this increases the expenditure on assembly and therewith the costs for the entire utility vehicle.
The external ambient air heated by the radiator and the additional components is also present in a vehicle cabin. The internal ambient temperature of the vehicle cabin is increased by a heat exchange between the heated external ambient air and a vehicle wall pertaining to the vehicle cabin. To keep the internal ambient temperature constant the output of an air conditioning unit has to be increased for example, and this leads to greater fuel consumption. It is also possible to insulate the cabin more efficiently but this takes up installation space and increases the costs of the utility vehicle.
Thus an object of the present invention is to provide a cooling arrangement which allows optimally efficient and inexpensive cooling.
According to the invention there is provided a cooling arrangement comprising a hood which together with a frame element and a driver's cabin forms a cooling chamber, wherein the cooling chamber can be divided by means of a separating element into a radiator compartment and an engine compartment, and the hood comprises at least one opening for drawing cool external ambient air into the radiator compartment, and a heat exchange unit is arranged in the radiator compartment, wherein a connecting duct (fiuidically) connects a region of the radiator compartment, which precedes the heat exchange unit, to the engine compartment. The advantages achieved with the invention lie in particular in the fact that cool external ambient air is supplied to the components for cooling via a connecting duct. The connecting duct connects a region of a radiator compartment, which precedes a heat exchange unit, to an engine compartment. The connecting duct is arranged in the region of the radiator compartment where the cool external ambient air has not yet flowed through the heat exchange unit. Temperature-sensitive components, such as the controller, no longer have to be connected to a cooling circuit for cooling therefore, but can be cooled directly by the cool external ambient air.
The heat exchange between the warmed external ambient air and the cabin is also reduced since the cool external ambient air, when it flows directly into the engine compartment, has a lower temperature value than the warmed external ambient air which still flows through the heat exchange unit before entering the radiator compartment and is heated thereby. The external ambient air warmed by the heat exchange unit is in particular prevented by a partition arranged between the radiator compartment and the engine compartment from flowing into the engine compartment. The low degree of heat exchange between engine compartment and vehicle cabin wall means that there is less heating of the cabin interior, so additional output of the air conditioning unit to keep the internal temperature of the cabin constant or additional cabin insulating measures are not required. The heated external ambient air also exits the engine compartment at a lower temperature, whereby safety devices can be omitted on the temperature-sensitive components, such as fuel tanks or hydraulic tanks, connected downstream of the engine compartment.
An advantageous embodiment of the invention lies in the thermal loading of the air intake unit being reduced, while simultaneously improving efficiency, by the installation of an air intake unit upstream of the heat exchange unit. Another advantage lies in the fact that by means of the air intake unit connected upstream of the heat exchange unit the cool external ambient air can be fed into the engine compartment via the connecting duct before entering the heat exchange unit.
A further advantageous embodiment of the invention lies in the external ambient air warmed by the heat exchange unit being able to exit from a cavity, formed between the heat exchange unit and a partition, through first outlets which are arranged in the hood or frame element. The first outlets can be arranged such that they blow away particles of dust situated close to the ground by means of the warmed external ambient air, thus preventing intake of dust particles through the air intake unit.
In an advantageous development of the invention it is provided that the connecting duct in the radiator compartment comprises a plurality of branch lines. These branch lines can each be connected to a component for cooling. This direct contact between the components for cooling and the cool external ambient air conveyed through the branch line improves cooling of the respective components. The higher temperature gradients between the cool external ambient air and the components for cooling also brings about more rapid cooling of the components. Direct cooling of the temperature-sensitive components with cool external ambient air means the effort when assembling the utility vehicle is also reduced since the temperature-sensitive components no longer have to be connected to a separate cooling circuit.
An advantageous embodiment of the invention also lies in the fact that a respective grid is arranged on the openings located in a closing element to allow cool external ambient air to flow in. This grid is intended to prevent particles of dust entering the engine compartment.
Details of the invention will be described in more detail with reference to the drawings, in which:
Fig. 1 shows a schematic illustration in a side view of a cooling arrangement of a utility vehicle with a flow path of the external ambient air that is known from the prior art;
Fig. 2 shows a schematic illustration in a plan view of a cooling arrangement of a utility vehicle with a flow path of the external ambient air that is known from the prior art;
Fig. 3 shows a schematic illustration in a side view of an inventive flow path of the external ambient air of a utility vehicle;
Fig. 4 shows a schematic illustration in a plan view of an inventive flow path of the external ambient air of a utility vehicle.
Fig. 1 and Fig. 2 each show a schematic illustration of a cooling arrangement of a utility vehicle 1 with a flow path of the external ambient air that is known from the prior art. Here the arrows shown in Fig. 1 and 2 depict an air flow path, different air temperature levels being expressed by means of the different arrow symbols.
In the following description the term 'cool external ambient air' will be understood to mean external ambient air that has been drawn in which has not been significantly heated by a radiator compartment and/or an engine compartment. External ambient air which has been heated by a heat exchange unit is designated 'warmed external ambient air'. The term 'heated external ambient air' is used for the external ambient air which has been heated within the engine compartment.
A cooling chamber 10 is limited by a cabin 13, a hood 21 and a frame 20. The hood 21 can be for example a bonnet. This cooling chamber 10 is separated into a radiator compartment 12 and an engine compartment 11 by a partition 18. A heat exchange unit 17 is arranged in the radiator chamber 12 and an air intake unit 19 and an internal-combustion engine 14 with the components 14' for cooling are arranged in the engine compartment.
The radiator compartment 12 and the engine compartment 11 are fluidically connected together by through-openings 16 arranged in the partition 18. The hood 21 also comprises openings 15 through which the cool external ambient air can flow into the radiator compartment 12.
A vacuum is generated inside the radiator compartment 12 by means of the air intake unit 19 connected downstream of the heat exchange unit 17, so cool external ambient air enters the radiator compartment 12 via the openings 15. The cool external ambient air flows in the radiator chamber 12 through the heat exchange unit 17 and is heated to approximately 95°C to 1050C. Following the heat exchange unit 17 the warmed external ambient air leaves the radiator chamber 12 via the through-openings 16 and flows into the engine compartment 11.
In the engine compartment 11 the warmed external ambient air can only be used to cool intensely heated components which have a much higher temperature than the warmed external ambient air. Thus for example a turbocharger and/or an exhaust gas recirculation can be cooled with the warmed external ambient air. The external ambient air temperature increases further thereby to temperature values of around 225°C.
However, temperature sensitive components 14', such as a controller for example, which are only designed for temperatures around 900C, are also located in the engine compartment 1 1 and have to be cooled in the case of higher temperatures. These temperature-sensitive components can therefore no longer be cooled by the warmed external ambient air that is flowing in from the radiator compartment 12. Additional measures are required for cooling such components 14' therefore.
The external ambient air heated by the heat exchange unit 17 and the components 14' is also in contact with a cabin 13. As a consequence of the heat exchange between the cool external ambient air and the heat exchange unit 17 and between the warmed external ambient air and the components 14' for cooling, the heated external ambient air exhibits high temperature values, whereby heat exchange takes place between the heated external ambient air and the cabin 13, so the internal ambient temperature of the cabin 13 increases. Moreover, as the heated external ambient air flows out of the engine compartment 11 additional safety devices have to be provided on the temperature-sensitive components 25, such as fuel tanks or hydraulic tanks, connected downstream of the engine compartment 11.
An embodiment according to the invention is shown in Fig. 3 and 4.
Fig. 3 and Fig. 4 each show a schematic illustration of an inventive flow path of the external ambient air of a tractor 310. Here the arrows in Fig. 3 and 4 represent an air flow path, different air temperature levels being expressed by means of the different arrow symbols. The same concepts as in Fig. 1 and Fig. 2 are also used for the condition of the external ambient air.
A cooling chamber 100 is limited by a hood 210, a frame 200 and a cabin 130. The cooling chamber 100 is divided analogously to Fig. I into a radiator compartment 120 and an engine compartment 110 by a partition 180. An air intake unit 190, which can be constructed as a fan for example, and a heat exchange unit 170 connected downstream of the air intake unit 190 are arranged in the radiator compartment 120. The heat exchange unit 170 is, for example, a plurality of heat exchangers arranged side by side and/or one above the other. An internal- combustion engine 140 with components 140' for cooling is arranged in the engine compartment 110.
The radiator chamber 120 is also fluidically connected to the engine compartment 1 10 by a connecting duct 160 that passes through the partition 180. The connecting duct 160 connects a space 250, located between the air intake unit 190 and the heat exchange unit 170, to the engine compartment 1 10. This ensures that the cool external ambient air in the space 250 caftflQβ/fi/iw back into the vacuum region of the radiator compartment 120 that is connected upstream of the air intake unit 190. Cool external ambient air can thus be directly supplied via the connecting duct 160 to the components 140' for cooling.
The air intake unit 190 connected upstream of the heat exchange unit 170 generates a vacuum, so cool external ambient air flows into the radiator chamber 120 via openings 150 arranged in the hood 210. A grid, not visible in Fig. 2, is arranged inside the openings 150. The grid is intended to prevent dust entering the radiator compartment 120 during intake of the cool external ambient air through the air intake unit.
A first portion of the cool external ambient air flows through the heat exchange unit 170 into a cavity 220 formed between the heat exchange unit 170 and the partition 180. This heated external ambient air then leaves the cavity 220 through first outlets arranged in the hood 210 and/or the frame element 200. The first outlets arranged in the hood 210 can be arranged transversely to the direction of travel of the tractor 310 and the first outlets arranged in the frame element 200 can be arranged perpendicularly to the direction of travel of the tractor 310. These first outlets can also be arranged in such a way that the warmed external ambient air exiting from the cavity 220 blows away the particles of dust located below the frame element 200.
A second portion of the cool external ambient air that has entered the radiator compartment 120 flows from the air intake unit 190 via the connecting duct 160 into the engine compartment 110. Since the cool external ambient air that has entered the engine compartment 110 has not yet been warmed by the heat exchange unit 170, the cool external ambient air accordingly flows into the engine compartment 1 10 at the external ambient temperature.
The connecting duct 160 can, as in the present embodiment, also comprise at least one branch line 161, 162 which leads for example directly to the air intake of the internal-combustion engine and supplies it with cool external ambient air, and/or the branch line leads directly to the components 140' for cooling and supplies these with the cool external ambient air.
The external ambient air heated by the components 140' for cooling can leave the engine compartment 110 via second outlets arranged in the hood 210 and/or the frame 200. The second outlets arranged in the hood 210 can be arranged transversely to the direction of travel of the tractor 310 and the second outlets arranged in the frame 200 can be arranged perpendicularly to the direction of travel of the tractor 310.
It is also conceivable to arrange at least one branch line directly at an air supply line for additional components such as an exhaust gas turbocharger for example.
From reading the present disclosure, other modification will be apparent to persons skilled in the art. Such modifications may involve other features which are already known in the field of cooling systems and component parts therefore and which may be used instead of or in addition to features already described herein.

Claims

1. Cooling arrangement comprising a hood (210) which together with a frame element (200) and a driver's cabin (130) forms a cooling chamber (100), wherein the cooling chamber (100) is divided by means of a separating element (180) into a radiator compartment (120) and an engine compartment (110), and the hood (180) comprises at least one opening (150) for drawing cool external ambient air into the radiator compartment (120), and a heat exchange unit (170) is arranged in the radiator compartment (120), wherein a connecting duct (160) connects a region of the radiator compartment (120), which precedes the heat exchange unit (170), to the engine compartment (110).
2. Cooling arrangement according to Claim 1, wherein an air intake unit (190) connected upstream of the heat exchange unit (170) is arranged in the radiator compartment (120), wherein a space (250) is formed between the heat exchange unit (170) and the air intake unit (190) and the connecting duct ( 160) connects the space (250) to the engine compartment (110).
3. Cooling arrangement according to Claim 1 or 2, wherein a cavity (220) formed between the heat exchange unit (170) and the partition (180) is connected to external ambient air by at least one first outlet arranged in the hood (210) transversely to the direction of travel of the utility vehicle.
4. Cooling arrangement according to any one of the preceding claims, wherein a cavity (220) formed between the heat exchange unit (170) and the partition (180) is connected to external ambient air by at least one first outlet arranged in the frame element (200) perpendicularly to the direction of travel of the utility vehicle.
5. Cooling arrangement according to Claims 3 or 4, wherein the first outlet arranged in the hood (210) and/or in the frame element (200) points in the direction of the ground in each case.
6. Cooling arrangement according to any one of the preceding claims, wherein the connecting duct (160) in the engine compartment (1 10) can be divided into at least one branch line (161, 162), wherein the respective branch line (161, 162) is connected to a component (140') for cooling.
7. Cooling arrangement according to any one of the preceding claims, wherein a respective grid element is arranged at the openings (150) located on the hood (210).
8. Cooling arrangement according to any one of the preceding claims, wherein at least one branch line (161, 162) is arranged on an air supply line for a turbocharger.
9. Utility vehicle comprising a cooling arrangement according to any preceding claim.
EP08839066.1A 2007-10-17 2008-10-13 Cooling arrangement for a utility vehicle Active EP2212530B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007049770A DE102007049770A1 (en) 2007-10-17 2007-10-17 Cooling arrangement for a commercial vehicle
PCT/EP2008/008663 WO2009049854A2 (en) 2007-10-17 2008-10-13 Cooling arrangement for a utility vehicle

Publications (2)

Publication Number Publication Date
EP2212530A2 true EP2212530A2 (en) 2010-08-04
EP2212530B1 EP2212530B1 (en) 2019-01-02

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08839066.1A Active EP2212530B1 (en) 2007-10-17 2008-10-13 Cooling arrangement for a utility vehicle

Country Status (3)

Country Link
EP (1) EP2212530B1 (en)
DE (1) DE102007049770A1 (en)
WO (1) WO2009049854A2 (en)

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EP2212530B1 (en) 2019-01-02
WO2009049854A3 (en) 2009-06-25
DE102007049770A1 (en) 2009-04-23
WO2009049854A2 (en) 2009-04-23

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