JP6469407B2 - Large transport vehicle - Google Patents

Description

  The present invention relates to a large transport vehicle, and more particularly to a large transport vehicle having improved cooling performance.

  For example, Patent Document 1 below proposes a cooling device that cools a radiator by mounting an engine and a radiator behind the vehicle and supplying air to the radiator from the side and the rear of the vehicle. Here, the path for supplying air from the side surface of the vehicle to the radiator has an opening on the side surface and forward of the vehicle. For this reason, the air which flowed in from the opening part is sprayed on the radiator. Since the opening portion opens toward the front of the vehicle, the air flowing in from the opening portion is blown to the radiator mainly when the vehicle moves forward. On the other hand, the engine and the radiator are covered with an engine hood and a sound insulating plate provided at the rear of the vehicle and at the opening of the engine hood. A gap is provided between the engine hood and the sound insulating plate, and this gap serves as an air flow path from the rear of the vehicle to the radiator. The air flowing in from the gap is blown to the radiator mainly when the vehicle is moving backward.

JP-A-8-118969

  However, the gap is smaller than the side of the vehicle and the front opening channel area. For this reason, the cooling performance of the cooling device is reduced when the vehicle is moving backward compared to when the vehicle is moving forward.

  On the other hand, some large transport vehicles require the same traveling performance with both the first direction, which is one end in the longitudinal direction, and the second direction, which is the opposite direction, as the forward direction. In such a vehicle, it is desired that the output of the engine can be maximized in both cases of traveling with the first direction as the forward direction and traveling with the second direction as the forward direction. However, when the above cooling device is mounted on such a vehicle, the gas flowing into the cooling device when traveling in either one of the first direction and the second direction is compared with traveling in either one of the first direction and the second direction. Since the amount is reduced, the cooling performance of the engine is lowered, and as a result, the engine output is lowered.

  The present invention has been made to solve the above-described problems, and its object is to make both the first direction and the second direction, which is the opposite direction of the first direction, the forward direction when viewed from the driver's seat. Therefore, it is an object of the present invention to provide a large transport vehicle capable of sufficiently cooling the engine regardless of which of the first direction and the second direction is the forward direction.

Means for Solving the Problems and Effects of the Invention

In the large transport vehicle according to claim 1, since both the first direction and the second direction, which is the opposite direction of the first direction, can be the forward direction when viewed from the driver's seat, the first direction The same traveling performance is required when traveling forward and when traveling forward in the second direction. This means that the cooling performance of the engine is required to be as equal as possible when traveling in the first direction and when traveling in the second direction.

Here, when the large transport vehicle travels in the first direction, an air flow traveling in the second direction as seen from the large transport vehicle is generated, and this is blown to the radiator through the opening. On the other hand, when the large transport vehicle travels in the second direction, an airflow is generated that travels in the first direction as viewed from the large transport vehicle, and reaches the guide member. Since the gas that has reached the guide member is guided to the opening side by the guide member and flows to the radiator side by the suction force of the fan, it is blown to the radiator. In this way, whether the large transport vehicle travels in the first direction or the second direction, air can be blown to the radiator using the airflow generated by the travel of the large transport vehicle. it can. For this reason, it is possible to reduce the difference in the cooling capacity of the radiator between the case of proceeding in the first direction and the case of proceeding in the second direction, and consequently the difference in cooling performance of the engine.
In the large transport vehicle according to the first aspect, the air flow traveling in the first direction generated by the large transport vehicle traveling in the second direction is guided to the opening side by the first bending portion. Since the first curved portion is curved toward the second direction as it goes outward in the lateral direction of the vehicle, the airflow traveling in the first direction is smoothly flowed toward the opening by the first curved portion. Be changed. This airflow flows along the second curved portion in the vicinity of the opening. Since the second bending portion bends in the second direction, the direction in which the airflow flows is smoothly changed to the second direction because the airflow flows along the second bending portion. Therefore, there is an effect that airflow traveling in the first direction generated by the large transport vehicle traveling in the second direction can be smoothly guided to the radiator.
Further, in the large transport vehicle according to claim 2, since the oil cooler is provided on the second direction side with respect to the opening, when the large transport vehicle travels in the first direction, the opening is interposed through the opening. When the airflow is blown to the oil cooler and the vehicle travels in the second direction, the airflow is blown to the oil cooler via the guide portion. Therefore, there is an effect that the difference in the cooling performance of the oil cooler can be reduced between the case of traveling in the first direction and the case of traveling in the second direction.
In the large transport vehicle according to claim 3, the radiator, the fan, and the engine are covered with the engine cover on the second direction side with respect to the radiator hood, and flowed in via the radiator hood by the engine cover connected to the radiator hood. A gas flow path is formed. An exhaust port is opened in the engine cover, and gas flowing into the engine cover from the exhaust port is exhausted to the outside. Since the engine cover is formed so as to become narrower toward the exhaust port, the flow rate of the gas exhausted from the engine cover to the outside increases at the exhaust port, and outside air flows into the engine cover from the exhaust port. Can be prevented. Therefore, it is possible to prevent the outside air from flowing into the engine cover from the exhaust port and preventing the cooling capacity in the engine cover from being lowered.

In the large conveyance vehicle according to claim 4 , in addition to the effect of the large conveyance vehicle according to any one of claims 1 to 3, by providing a partition member, the air heated by the heat from the engine is a radiator. There is an effect that it is possible to suitably suppress the situation of flowing from the lateral side (the lateral direction side of the vehicle) to the guide member side. Further, when the end of the guide member on the laterally outer side of the vehicle is positioned outside the end of the partition member on the laterally outer side of the vehicle, the large transport vehicle travels in the second direction. There is an effect that the generated airflow can reach the guide member without being blocked by the partition member.

According to the large transport vehicle according to claim 5, the air guided to one of the pair of guide members provided on the outer side in the lateral direction of the vehicle and the air guided to the other by providing the current plate. Each of the flow directions can be changed to the radiator side in cooperation with the current plate and the fan. Therefore, in addition to the effect of the large transport vehicle according to any one of claims 1 to 4, the air guided to the one side and the air guided to the other side are smoothly guided to the radiator. There is an effect that can be.

In the large transport vehicle according to claim 6 , since the intercooler is provided on the second direction side with respect to the opening, when the large transport vehicle travels in the first direction, the intercooler is provided via the opening. When the airflow is blown to the cooler and travels in the second direction, the airflow is blown to the intercooler via the guide portion. Therefore, in addition to the effect of the large transport vehicle according to any one of claims 1 to 5 , the difference in cooling performance of the intercooler between when traveling in the first direction and when traveling in the second direction is reduced. There is an effect that can be.

  In the large transport vehicle according to claim 7, since the engine, the radiator, and the radiator hood are disposed on the lower side of the vehicle body, other members disposed on the lower side of the vehicle body are obstructions when air flows to the radiator side. It can be a thing. In particular, the wheels may hinder the airflow that travels in the first direction and travels in the first direction from flowing toward the guide member. In this respect, the end of the guide member on the laterally outer side of the vehicle is positioned on the laterally outer side of the vehicle with respect to the wheels, so that the large transport vehicle according to any one of claims 1 to 6 In addition to the effect, there is an effect that the airflow traveling in the first direction generated when traveling in the second direction can sufficiently flow to the guide member.

  In the large transport vehicle according to claim 8, there is a difference between the amount of air flowing into the opening when traveling in the first direction and the amount of air guided by the guide member when traveling in the second direction. Note that the cooling capacity of the first radiator may be different between when traveling in the first direction and when traveling in the second direction. In view of this point, the first engine, the first radiator, the first fan, and the first radiator hood, and the second engine, the second radiator, the second fan, and the second radiator hood are kept symmetrical with each other. Arrange. As a result, in both cases of traveling in the first direction and traveling in the second direction, the airflow generated by the traveling flows from the opening and is guided by the guide member. Therefore, it becomes easy to reduce the difference between the cooling capacity of the first radiator when traveling in the first direction at a predetermined speed and the cooling capacity of the second radiator when traveling in the second direction at the predetermined speed. Therefore, in addition to the effect of the large transport vehicle according to any one of claims 1 to 7, the cooling capacity of the radiator is made more uniform when traveling in the first direction and when traveling in the second direction. There is an effect that can be done.

  In the large transport vehicle according to claim 9, the radiator, the fan, and the engine are covered with the engine cover on the second direction side with respect to the radiator hood, and flowed in through the radiator hood by the engine cover connected to the radiator hood. A gas flow path is formed. An exhaust port is opened in the engine cover, and gas flowing into the engine cover from the exhaust port is exhausted to the outside. Since the engine cover is formed so as to become narrower toward the exhaust port, the flow rate of the gas exhausted from the engine cover to the outside increases at the exhaust port, and outside air flows into the engine cover from the exhaust port. Can be prevented. Therefore, in addition to the effect of the large transport vehicle according to any one of claims 1 to 8, it is possible to prevent the outside air from flowing into the engine cover from the exhaust port and reducing the cooling capacity in the engine cover. There is an effect.

  In the large transport vehicle according to claim 10, the engine cover includes a pair of side covers formed so that a lateral direction of the vehicle becomes narrower toward the exhaust port. Further, the guide member is formed so as to protrude in the lateral direction of the vehicle from the pair of side covers. Therefore, when the large transport vehicle travels in the second direction, an air flow that travels in the first direction as viewed from the large transport vehicle is generated, which flows rearward along the outer surface of the pair of side covers, and from the pair of side covers. Is also guided by a guide member formed to project in the lateral direction of the vehicle. That is, the airflow generated as the large transport vehicle travels can be guided to the guide member using the pair of side covers. Therefore, in addition to the effect of the large transport vehicle according to the ninth aspect, there is an effect that the outside air can efficiently flow into the engine cover via the guide member.

  In the large transport vehicle according to the eleventh aspect, the exhaust port is opened at the center in the lateral direction of the vehicle. That is, the exhaust port is opened at a position away from the lateral direction of the vehicle. Therefore, in addition to the effect of the large transport vehicle according to claim 9 or 10, there is an effect that it is possible to prevent the outside air caught from the lateral direction of the vehicle from flowing into the engine cover through the exhaust port.

  In the large transport vehicle according to claim 12, a first engine, a first radiator, a first fan, a first radiator hood, a first engine cover and a first exhaust port, a second engine, a second radiator, a second fan, The second radiator hood, the second engine cover, and the second exhaust port are arranged so as to maintain symmetry. Thereby, it is possible to suppress the outside air from flowing into the engine cover from the first and second exhaust ports in both cases of traveling in the first direction and traveling in the second direction. Therefore, in addition to the effect of the large transport vehicle according to any one of claims 9 to 11, the cooling capacity in the engine cover is reduced when traveling in the first direction and when traveling in the second direction. Thus, the cooling capacity of the both can be made uniform.

(A) is a side view of the carrier concerning 1st Embodiment, (b) is the top view. The top view of an engine and its cooling device. (A) is a top view of a cooling device, (b) is the side view, (c) is the front view. The front view of a carrier. The top view which shows typically arrangement | positioning of a cooling device. The top view which shows the effect of a cooling device. The top view of the cooling device concerning a 2nd embodiment. The top view of the cooling device concerning a 3rd embodiment. (A) is a side view of the carrier concerning 4th Embodiment, (b) is the top view. The top view which shows typically the engine cover concerning 4th Embodiment. The side view which shows typically the engine cover concerning 5th Embodiment. The top view which shows typically the engine cover concerning 6th Embodiment. The top view which shows typically the engine cover concerning 7th Embodiment.

<First Embodiment>
Hereinafter, a first embodiment according to the present invention will be described with reference to the drawings.

  FIG. 1A is a side view of a large transport vehicle (carrier) 10 according to the present embodiment. The illustrated carrier 10 includes a pair of driver seats 20 a and 20 b on a vehicle body 12. That is, the carrier 10 is a so-called overcab. The driver seats 20a and 20b are both provided at the ends of the carrier 10 in the longitudinal direction (first direction FB1 and second direction FB2). Specifically, the driver's seat 20a is provided at the end of the vehicle body 12 on the first direction FB1 side, and the driver's seat 20b is provided at the end of the vehicle body 12 on the second direction FB2 side. Accordingly, when the driver gets on the driver's seat 20a and causes the carrier 10 to travel, the first direction FB1 is the forward direction and the second direction FB2 is the reverse direction. On the other hand, when the driver gets on the driver's seat 20b and runs the carrier 10, the second direction FB2 is the forward direction and the first direction FB1 is the reverse direction.

  In the figure, a vertical upper U and a vertical lower D of the carrier 10, and a first left-right direction LR1 and a second left-right direction LR2 are shown. Here, the first left-right direction LR1 is the left side for the driver seat 20a with the first direction FB1 as the forward direction, and the second left-right direction LR2 is the left side for the driver seat 20b with the second direction FB2 as the forward direction. It is.

  Below the vehicle body 12, wheels 16 are provided via suspensions 14. Further, below the vehicle body 12, power units 22a and 22b on which an internal combustion engine (engine) is mounted are provided. These are all provided at both ends in the longitudinal direction of the carrier 10. In particular, the power unit 22a is provided on the first direction FB1 side (driver's seat 20a side) in the longitudinal direction of the carrier 10, and the power unit 22b is It is provided on the second direction FB2 side (driver seat 20b side) in the longitudinal direction. The power units 22a and 22b adjust the hydraulic pressure supplied to the main machine (hydraulic motor) for rotationally driving the wheels 16, the hydraulic pressure for steering, the hydraulic pressure for driving the suspension 14, and the hydraulic pressure for raising and lowering the height of the vehicle body 12. An actuator is provided.

  FIG. 1B shows a plan view of the carrier 10 as viewed from vertically above U.

  By driving the hydraulic motor, the carrier 10 can not only travel forward in each of the first direction FB1 and the second direction FB2, but also by rotating the axial direction of the wheels 16 by 90 degrees. The vehicle can also travel in the direction (first left-right direction LR1 or second left-right direction LR2). However, the maximum vehicle speed (for example, less than “10 km / h”) when traveling in the lateral direction is set to a smaller value than the maximum vehicle speed (for example, “50 km / h”) during forward traveling. The engine built in each of the power units 22a and 22b is driven regardless of whether the first direction FB1 is the forward direction or the second direction FB2 is the forward direction. That is, the travel energy of the carrier 10 is generated by the total output of the engines of the power units 22a and 22b.

  FIG. 2 shows a partial plan view of the power unit 22a. Specifically, FIG. 2 is a plan view seen from the vertically upper U side in FIG.

  As illustrated, the power unit 22a includes an engine 30a, an engine-driven fan 38a driven by the engine 30a, an intercooler 32a that cools intake air of the engine 30a, a radiator 34a that cools cooling water of the engine 30a, and an operation An oil cooler 36a for cooling the oil is provided. The fan 38a generates an air flow that proceeds in the second direction FB2 as the engine 30a rotates.

  An air flow guided by a radiator hood (not shown in FIG. 2) is blown onto the intercooler 32a, the radiator 34a, and the oil cooler 36a. This will be described below.

  3 (a) to 3 (c), a plan view of the cooling device including the radiator hood 39a as viewed from the vertically upper U side in FIG. 1, and a side surface as viewed from the second left-right direction LR2 side in FIG. The figure and the front view seen from the 1st direction FB1 side of FIG. 2 are shown. In the drawing, “(L)” and “(R)” are used to identify a pair of members corresponding to each of the first left-right direction LR1 and the second left-right direction LR2. It is what was used. In the following description, “(L)” and “(R)” are not used for the reference numerals given to the members, except for identifying the member on the first left-right direction LR1 side and the member on the second left-right direction LR2 side.

  The radiator hood 39a controls the flow of air to guide the air to the intercooler 32a, the radiator 34a, and the oil cooler 36a, and includes a linear guide portion 42a, a curved portion 44a, a partition member 46a, and an under cover. 50a, a first over cover 52a, and a second over cover 54a.

  As illustrated, a portion (opening 40a) where the air flow is not hindered by the radiator hood 39a is provided on the first direction FB1 side with respect to the intercooler 32a. In the present embodiment, the lateral width of the opening 40a (the lateral direction of the carrier 10, that is, the length of the opening 40a in the first left-right direction LR1 and the second left-right direction LR2) is set to about the lateral width of the cooling surface of the intercooler 32a. . In the opening 40a, plate-like linear guide portions 42a extending outward in the lateral direction are provided on both lateral sides of the carrier 10 (first lateral direction LR1 and second lateral direction LR2). Specifically, as shown in FIG. 3A, in the lateral direction of the carrier 10, the end portions P3 and P4 of the linear guide portion 42a are disposed outside the end portions P1 and P2 of the cooling surface of the intercooler 32a. ing. The straight guide portion 42a (L) on the first left / right direction LR1 side of the opening 40a has a plate-like curved portion 44a (L) that curves toward the second direction FB2 as it proceeds in the first left / right direction LR1. The plate-like curved portion 44a (curved to the second direction FB2 side as it proceeds in the second left-right direction LR2 is connected to the linear guide portion 42a (R) on the second left-right direction LR2 side of the opening 40a. R) is bound.

  A partition member 46a extending in the lateral direction of the carrier 10 is provided on the first direction FB1 side of the intercooler 32a. Specifically, as shown in FIG. 3A, the partition member 46a (L) provided on the first left-right direction LR1 side is closer to the first left-right direction LR1 side than the end P1 of the cooling surface of the intercooler 32a. The partition member 46a (R) provided on the second left-right direction LR2 side is provided on the second left-right direction LR2 side with respect to the end portion P2 of the cooling surface of the intercooler 32a. As shown in FIG. 3A, the laterally outer end portions P7, P7, P6 of the carrier 10 in the curved portion 44a are respectively located at the laterally outer ends P5, P6 of the carrier 10 in the partition member 46a. Each of P <b> 8 is located on the outer side in the lateral direction of the carrier 10.

  The lower side (vertical lower side D side) of the linear guide portion 42a and the curved portion 44a and the lower side of the partition member 46a are coupled to the under cover 50a. The under cover 50a further includes a linear guide portion 42a (L) and a partition member 46a (L) in the first left-right direction LR1, and a linear guide portion 42a (R) and a partition member 46a (in the second left-right direction LR2). R) is cross-linked with the lower side. On the other hand, the upper side (vertical upper U side) of the linear guide portion 42a and the curved portion 44a and the upper side (vertical upper U side) of the partition member 46a are coupled to the first over cover 52a. The first over cover 52a further includes an upper side of the linear guide portion 42a (L) and the partition member 46a (L) in the first left-right direction LR1, and a straight guide portion 42a (R) and the partition member 46a in the second left-right direction LR2. It is bridge | crosslinked between the upper side of (R). As a result, the under cover 50a and the first over cover 52a together with the linear guide portion 42a, the curved portion 44a, and the partition member 46a constitute a hollow member that partitions the gas flow path. In particular, the under cover 50a and the first over cover 52a constitute a hollow rectangular parallelepiped member together with the straight guide portion 42a, the curved portion 44a, and the partition member 46a.

  A second over cover 54a is coupled to the first over cover 52a. Specifically, a portion of the first over cover 52a that is coupled to the upper side of the linear guide portion 42a (L) on the first left-right direction LR1 side and the upper side of the partition member 46a (L), and a straight line on the second left-right direction LR2 side. The portion bridging between the upper portion of the guide portion 42a (R) and the portion coupled to the upper portion of the partition member 46a (R) is inclined such that the portion on the second direction FB2 side rises toward the second over cover 54a. This is connected to the second over cover 54a. The second over cover 54a is located on the vertical upper U side of the intercooler 32a, and its upper surface extends in the vertical upper U side in the second direction FB2. The second over cover 54 a has a hollow upper guide portion 55. The upper guide portion 55 has openings on the lower surface (surface on the vertical lower side D) on the intercooler 32a side and the rear surface (surface on the second direction FB2 side) on the oil cooler 36a side of the second over cover 54a. By being formed, the lower surface of the second over cover 54a communicates with the surface facing the upper portions of the radiator 34a and the oil cooler 36a. For this reason, the gas flowing to the upper portion of the intercooler 32a flows out to the upper portions of the radiator 34a and the oil cooler 36a via the upper guide portion 55.

  The opening 40a is provided with an expanded metal 48a that is a mesh member. The expanded metal 48a is a means for protecting the intercooler 32a, the radiator 34a, and the oil cooler 36a. Therefore, while preventing the entry of members that can damage the intercooler 32a, the radiator 34a, and the oil cooler 36a, it is possible to prevent the air from flowing into the intercooler 32a, the radiator 34a, and the oil cooler 36a from the opening 40a as much as possible. In addition, the opening area of each hole is set.

  FIG. 4 shows a front view of the carrier 10 viewed from the first direction FB1 of FIG. As shown in the drawing, the end portion of the curved portion 44 a on the outer side in the lateral direction of the carrier 10 is located on the laterally outer side of the carrier 10 with respect to the wheel 16 and on the inner side of the vehicle body 12.

  3 and 4 show the structure of the cooling device for the power unit 22a, the structure (size and shape) and function of the cooling device for the power unit 22b are the same. FIG. 5 shows the power unit 22b together with the power unit 22a. FIG. 5 is a plan view schematically showing the arrangement of the cooling device. In FIG. 5, “a” is given to the reference numerals of the members in the power unit 22a, while “b” is given to the reference numerals of the members in the power unit 22b. That is, the power unit 22b includes an engine 30b, a fan 38b, a straight guide portion 42b, a curved portion 44b, and a partition member 46b, which are respectively an engine 30a, a fan 38a, a straight guide portion 42a, a curved portion 44a, and a curved portion 44b. While corresponding to the partition member 46a, the opening 40b corresponds to the opening 40a. The radiator hood 39b includes not only the fan 38b, the linear guide portion 42b, the curved portion 44b, and the partition member 46b, but also the under cover 50a, the first over cover 52a, and the second over cover 54a that constitute the radiator hood 39a. Although corresponding members are also provided, the illustration thereof is omitted here.

  As illustrated, the arrangement of the power unit 22a and the power unit 22b has symmetry. Specifically, they are arranged symmetrically with respect to a line L that is intermediate between the power unit 22a and the power unit 22b and parallel to the lateral direction of the carrier 10 (first left-right direction LR1, second left-right direction LR2). This is realized by arranging the members constituting the power unit 22a as follows in addition to making the structures (dimensions and shapes) of the cooling units of the power units 22a and 22b the same. That is, the opening 40b is provided on the second direction FB2 side with respect to the intercooler 32b, the radiator 34b, and the oil cooler 36b. The curved portion 44b is a plate-like member that curves toward the first direction FB1 as it goes outward in the lateral direction of the carrier 10.

  FIG. 6 shows the effect of the cooling device when the carrier 10 travels forward. FIG. 6A shows a case where the carrier 10 travels forward in the first direction FB1. In this case, an airflow that flows toward the second direction FB2 when viewed from the carrier 10 is generated. Thereby, about the power unit 22a, the airflow which flowed in from the opening part 40a is sprayed on the intercooler 32a, the radiator 34a, and the oil cooler 36a. On the other hand, with respect to the power unit 22b, the flow direction of the airflow is changed via the curved portion 44b, and after flowing along the straight guide portion 42b, the airflow is blown to the intercooler 32b, the radiator 34b, and the oil cooler 36b. Here, after the airflow that initially flows in the second direction FB2 flows along the straight guide portion 42b, the airflow in the first direction FB1 largely depends on the suction force of the fan 38b. Note that the amount of air flowing from the opening 40b through the opening 40b from the second direction FB2 side decreases as the vehicle speed increases. This is because, as the vehicle speed increases, the flow velocity of the air flow generated as the carrier 10 travels increases, so the flow velocity of the air flow guided through the curved portion 44b and the straight guide portion 42b increases, and the fan 38b opens the air flow. This is because the air on the second direction FB2 side from the portion 40b is prevented from being sucked.

  FIG. 6B shows a case where the carrier 10 travels forward in the second direction FB2. In this case, an airflow is generated that travels toward the first direction FB1 when viewed from the carrier 10. Thereby, about the power unit 22b, the airflow which flowed in from the opening part 40b is sprayed on the intercooler 32b, the radiator 34b, and the oil cooler 36b. On the other hand, about the power unit 22a, the advancing direction of the airflow is changed via the curved portion 44a, and after flowing along the straight guide portion 42a, the airflow is blown to the intercooler 32a, the radiator 34a, and the oil cooler 36a. Here, after the airflow that initially flows in the first direction FB1 flows along the straight guide portion 42a, it flows largely in the second direction FB2 due to the suction force of the fan 38a.

  According to the embodiment described above, the following effects can be obtained.

  (1) The straight guide portions 42a and 42b and the curved portions 44a and 44b are provided on both sides of the openings 40a and 40b. Accordingly, regardless of whether the carrier 10 travels forward with the first direction FB1 as the forward direction or the carrier 10 travels forward with the second direction FB2 as the forward direction, the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil The cooling performance of the coolers 36a and 36b can be maintained high.

  That is, for example, when traveling in the first direction FB1 (FIG. 6 (a)), on the power unit 22a side, the airflow generated by the traveling of the carrier 10 passes through the opening 40a and the intercooler 32a, the radiator 34a, and the oil cooler. 36a is sprayed vigorously. On the other hand, on the power unit 22b side, the airflow generated by the traveling of the carrier 10 does not flow from the opening 40b. For this reason, if the linear guide part 42b and the curved part 44b are not provided, the airflow blown to the intercooler 32b, the radiator 34b, and the oil cooler 36b is only generated by the suction force of the fan 38b. However, since the flow direction of the air flow generated by the fan 38b is opposite to the flow direction of the air flow generated as the carrier 10 travels, the air flow generation capability of the fan 38b is reduced by the travel of the carrier 10. . On the other hand, by providing the linear guide portion 42b and the curved portion 44b, the flow direction of the air flow generated by the travel of the carrier 10 is changed by the linear guide portion 42b and the curved portion 44b and is guided to the opening 40b. . Therefore, it is possible to blow an airflow of an amount approximate to the amount of airflow flowing from the opening 40a to the intercooler 32b, the radiator 34b, and the oil cooler 36b.

  Incidentally, the cooling performance of each of the radiators 34a and 34b and the cooling performance of each of the intercoolers 32a and 32b affect the charging efficiency of each of the engines 30a and 30b. Therefore, regardless of whether the carrier 10 travels in the first direction FB1 or the carrier 10 travels in the second direction FB2, the cooling performance of the radiators 34a and 34b and the cooling performance of the intercoolers 32a and 32b are maintained high. This is effective in maintaining high output performance of the engines 30a and 30b. In addition, the cooling performance of the oil coolers 36a and 36b affects the responsiveness of the components (wheels 16 and the like) driven by the hydraulic oil. This is because the viscosity of the hydraulic oil decreases if the temperature of the hydraulic oil becomes too high. For this reason, regardless of whether the carrier 10 travels in the first direction FB1 or the carrier 10 travels in the second direction FB2, maintaining the cooling performance of the oil coolers 36a, 36b high Is effective in maintaining high.

  (2) The curved portions 44a and 44b are provided outside the linear guide portions 42a and 42b in the lateral direction of the carrier 10. Thereby, the direction of the airflow generated when the carrier 10 proceeds in the first direction FB1 is smoothly changed to the opening 40a side by the curved portion 44a, or the direction of the airflow generated when the carrier 10 proceeds in the second direction FB2 is changed. The curved portion 44b can be smoothly changed to the opening 40b side.

  (3) The partition members 46a and 46b are provided. Thereby, the air warmed by the engine 30a flows along the side surfaces of the intercooler 32a, the radiator 34a, and the oil cooler 36a and wraps around them, or the air warmed by the engine 30b becomes the intercooler 32b, the radiator 34b. And the situation which flows along the side surface of the oil cooler 36b and wraps around in front of them can be avoided. Further, the laterally outer end of the carrier 10 in the curved portions 44a and 44b is more outward in the lateral direction than the laterally outer end of the carrier 10 in the partition members 46a and 46b. I did it. Thereby, it can suppress that the partition members 46a and 46b prevent airflow from flowing toward the curved portions 44a and 44b as the carrier 10 travels. As described above, by providing the partition members 46a and 46b, the cooling performance of the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b can be maintained high.

  (4) The ends of the curved portions 44a and 44b opposite to the openings 40a and 40b are positioned outside the wheels 16 in the lateral direction of the carrier 10 (FIG. 4). Thereby, the air quantity which reaches | attains curved part 44a, 44b can be increased. On the other hand, when the opposite end is not outside the wheel 16, for example, when traveling in the first direction FB1 side (FIG. 6 (a)), the airflow traveling in the second direction FB2 is directed to the bending portion 44b. Before hitting, the wheel 16 and the suspension 14 are hit and disturbed. For this reason, the amount of air reaching the bending portion 44b can be reduced.

  (5) The arrangement of the power unit 22a and the power unit 22b has symmetry with respect to the line L in FIG. Thereby, the traveling performance of the carrier 10 can be suitably equalized when the carrier 10 travels forward in the first direction FB1 and when it travels forward in the second direction FB2. By providing symmetry, the carrier 10 moves forward with the first direction FB1 as the forward direction and when the carrier 10 moves forward with the second direction FB2 as the forward direction, the intercoolers 32a and 32b, the radiator This is because the cooling performance of 34a, 34b and the oil coolers 36a, 36b can be made uniform. That is, there is a difference in the density of the airflow between the case where the airflow directly flows through the openings 40a and 40b and the case where the airflow guided by the curved portions 44a and 44b and the linear guide portions 42a and 42b flows. sell. Even in this case, by providing symmetry, both the case where the carrier 10 travels forward in the first direction FB1 and the case where the carrier 10 travels forward in the second direction FB2 are both of the openings 40a and 40b. Since the airflow directly flows through one of them, and the airflow guided by any one of the curved portions 44a and 44b and the linear guide portions 42a and 42b flows, the cooling performance can be made uniform.

  In addition, it has the effect that it becomes easy to design the carrier 10 by giving symmetry.

  (6) The power units 22 a and 22 b are provided at both ends in the longitudinal direction of the carrier 10. Thereby, the factor which prevents that an airflow flows in into the part partitioned off by opening part 40a, 40b, curved part 44a, 44b, and partition member 46a, 46b can be reduced as much as possible. In particular, providing at both ends has an effect of further reducing the factor that hinders the inflow of air by combining the arrangement of the power units 22a and 22b with symmetry. That is, in the case where the opening 40b is formed on the first direction FB1 side with respect to the intercooler 32b or the like in FIG. 5 without providing symmetry, for example, the suspension 14 or the suspension 14 on the first direction FB1 side with respect to the opening 40b The wheels 16 and the like serve as members that prevent air from reaching the opening 40b and the curved portion 44b.

  (7) Power units 22a and 22b are provided below the vehicle body 12. For this reason, the merit of providing the linear guide portions 42a and 42b and the curved portions 44a and 44b on both sides of the openings 40a and 40b is particularly great. That is, when the linear guide portions 42a and 42b and the curved portions 44a and 44b are provided on the lower side D perpendicular to the openings 40a and 40b, dust from the road surface is caused by the linear guide portions 42a and 42b and the curved portions 44a and 44b. This facilitates guidance toward the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b. Further, in the case of the carrier 10 in which the vehicle body 12 is movable up and down as in the present embodiment, if the linear guide portions 42a and 42b and the curved portions 44a and 44b are provided vertically downward D with respect to the openings 40a and 40b, the vehicle body When 12 is moved vertically downward D, the straight guide portions 42a and 42b and the curved portions 44a and 44b may interfere with the road surface.

  On the other hand, when the linear guide portions 42a and 42b and the curved portions 44a and 44b are provided on the upper side U perpendicular to the openings 40a and 40b, the engines 30a and 30b, the intercoolers 32a and 32b, the radiators 34a and 34b, In order to match the arrangement of the oil coolers 36a and 36b with the openings 40a and 40b, it is necessary to dispose the oil coolers 36a and 36b away from the vehicle body 12 in the vertically downward direction D. For this reason, the distance between the engine 30a, 30b, etc. and the road surface becomes excessively short. As a result, the engine 30a, 30b, etc. is easily exposed to dust or gravel from the road surface, or the road surface is uneven. There is a risk of interference. Furthermore, in the case of the carrier 10 in which the vehicle body 12 is movable up and down as in the present embodiment, the linear vehicle guide portions 42a and 42b and the curved portions 44a and 44b are provided vertically upward U with respect to the openings 40a and 40b. When 12 is moved vertically downward D, the engines 30a, 30b, etc. may interfere with the road surface.

  (8) A so-called overcab in which the driver's seats 20a and 20b are arranged on the vehicle body 12 is employed. Thereby, the situation where the airflow to the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b is prevented by the driver seats 20a and 20b can be preferably avoided.

  (9) Of the curved portions 44 a and 44 b, the laterally outer end of the carrier 10 is set to the inner side of the left and right ends of the vehicle body 12. As a result, it is possible to avoid a situation in which the lateral width of the carrier 10 increases due to the size of the cooling device. Moreover, the effect which protects the curved parts 44a and 44b with the vehicle body 12 can also be expected.

  (10) As shown in FIG. 3B, an under cover 50a is provided. As a result, it is possible to avoid a situation in which the air heated by the engines 30a and 30b wraps around the openings 40a and 40b from the vertically lower side D of the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b. . For this reason, the cooling performance of the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b can be maintained high.

  (11) As shown in FIG. 3B, the first over cover 52a is provided. As a result, it is possible to avoid a situation in which the air heated by the engines 30a and 30b wraps around the openings 40a and 40b from the vertically upper U side of the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b. . For this reason, the cooling performance of the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b can be maintained high.

  (12) As shown in FIGS. 3B and 3C, a hollow second over cover 54a is provided. As a result, of the radiator 34a and the oil cooler 36a, the air that has flowed from the opening 40a into the portion vertically above the first over cover 52a, and the air guided through the curved portion 44a and the linear guide portion 42a. Can be sprayed.

<Second Embodiment>
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 7 shows a plan view of the cooling device. FIG. 7 corresponds to FIG. FIG. 7 shows a part of the power unit 22a, and the configuration of the power unit 22b is the same as the configuration shown in FIG.

  As illustrated, in the present embodiment, a thin plate-like rectifying plate 60a extending from the center side of the opening 40a to the second direction FB2 side is provided. Accordingly, the air guided to the curved portion 44a (L) and the linear guide portion 42a (L) on the first left and right direction LR1 side, and the curved portion 44a (R) and the linear guide portion 42a (on the second lateral direction LR2 side). The collision with the air guided to R) is avoided by the current plate 60a. Then, the air guided to the bending portion 44a (R) and the linear guide portion 42a (R) on the first left / right direction LR1 side, and the bending portion 44a (L) and the linear guide portion 42a (L) on the second left / right direction LR2 side. After the air guided to) collides with the rectifying plate 60a, the flow direction of the air can be changed to the second direction FB2 by the suction force of the fan 38a. Therefore, the air flowing in from the first left / right direction LR1 side and the air flowing in from the second left / right direction LR2 side can be smoothly led to the intercooler 32a, the radiator 34a, and the oil cooler 36a.

<Third Embodiment>
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 8 shows a plan view of the cooling device. FIG. 8 corresponds to FIG. 8 shows a part of the power unit 22a, and the configuration of the power unit 22b is the same as the configuration shown in FIG.

  As illustrated, in the present embodiment, a curved portion 62a that is curved in the second direction FB2 is coupled to the end of the straight guide portion 42a on the opening 40a side. Accordingly, the air guided to the curved portion 44a (L) and the linear guide portion 42a (L) on the first left and right direction LR1 side, and the curved portion 44a (R) and the linear guide portion 42a (on the second lateral direction LR2 side). Each of the air guided to R) is changed in the flowing direction to the second direction FB2 side by the curved portion 62a. Thereby, the air flowing in from the first left-right direction LR1 side and the air flowing in from the second left-right direction LR2 side can be smoothly led to the intercooler 32a, the radiator 34a, and the oil cooler 36a.

<Fourth Embodiment>
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the first embodiment. FIG. 9A is a side view of the carrier 100 according to the fourth embodiment, and FIG. 9B is a plan view thereof. FIG. 9 corresponds to FIG.

  As shown in FIG. 9, the carrier 100 of the fourth embodiment is provided with power units 22a and 22b below the vehicle body 12 in the same manner as the carrier 10 of the first embodiment shown in FIG. In addition, since the power unit 22a and the power unit 22b are comprised similarly, below, the power unit 22a is demonstrated and description of the power unit 22b is abbreviate | omitted.

  As shown in FIGS. 2 and 9, the power unit 22a includes an engine 30a, a fan 38a, an intercooler 32a, a radiator 34a, and an oil cooler 36a, which are covered with an engine cover 70a. The engine cover 70a is supported on the lower surface of the vehicle body 12, and is connected to the radiator hood 39a.

  The engine cover 70a is connected to the radiator hood 39a and has a hollow main body 71a extending toward the second direction FB2, and a hollow shape extending continuously from the main body 71a toward the second direction FB2. The front end portion 72a and an exhaust port 73a formed by opening the front end surface of the front end portion 72a.

  The main body 71a is a part that covers the engine 30a, the fan 38a, the intercooler 32a, the radiator 34a, and the oil cooler 36a. One end of the main body portion 71a on the first direction FB1 side is connected to the radiator hood 39a, and the main body portion 71a forms a flow path for gas flowing in via the radiator hood 39a.

  The distal end portion 72a is a portion that rectifies the gas flowing into the engine cover 70a toward the exhaust port 73a. As shown in FIG. 9B, the front end portion 72a is configured so that the lateral side surfaces (the side surface on the LR1 side and the side surface on the LR2 side) of the vehicle body 12 approach each other toward the exhaust port 73a. It is formed so as to become narrower toward. The curved portion 44a of the radiator hood 39a is formed so as to protrude in the lateral direction of the vehicle body 12 from both side surfaces of the distal end portion 72a, as shown in FIG. 9B.

  The exhaust port 73a is a part that exhausts the gas in the engine cover 70a to the outside. The exhaust port 73a is opened at the center of the vehicle body 12 in the lateral direction (LR1 side and LR2 side), and the opening area is about 1/3 of the opening 40a (see FIG. 3C) of the radiator hood 39a. It is structured in size.

  Next, operations and effects of the engine covers 70a and 70b described above will be described with reference to FIG. FIG. 10 is a plan view schematically showing the engine covers 70a and 70b. FIG. 10 corresponds to FIG.

  FIG. 10A shows the case where the carrier 100 travels forward in the first direction FB1. In this case, an airflow that flows toward the second direction FB2 when viewed from the carrier 100 is generated. As a result, the air flow flowing in from the opening 40a is blown to the intercooler 32a, the radiator 34a, and the oil cooler 36a in the engine cover 70a, and the power unit 22a passes through the engine cover 70a and exhausts from the exhaust port 73a to the outside. Is done. In this case, since the exhaust port 73a is opened in the same direction as the airflow flowing in the second direction FB2, the airflow does not flow into the engine cover 70a via the exhaust port 73a.

  On the other hand, in the power unit 22b, after the airflow flowing in the second direction FB2 is changed in the traveling direction via the curved portion 44b and flows along the straight guide portion 42b, the intercooler 32b in the engine cover 70b, the radiator 34b, and The oil cooler 36b is sprayed, passes through the engine cover 70b, and is exhausted from the exhaust port 73b to the outside. In this case, since the exhaust port 73b is opened in the direction opposite to the airflow flowing in the second direction FB2, the airflow may flow into the engine cover 70b through the exhaust port 73b.

  However, the tip 72b of the engine cover 70b is formed so as to become narrower toward the exhaust port 73b, so that the gas that passes through the engine cover 70b and is exhausted from the exhaust port 73b to the outside at the exhaust port 73b. The flow velocity of is increasing. Therefore, this airflow can be prevented from flowing into the engine cover 70b through the exhaust port 73b. Therefore, it is possible to prevent the cooling capacity in the engine cover 70b from decreasing.

  Further, the front end portion 72b of the engine cover 70b is formed so as to become narrower toward the exhaust port 73b, and the curved portion 44b of the radiator hood 39b is arranged in the lateral direction of the vehicle body 12 (from the LR1 side to the front end portion 72b). LR2 side). Therefore, the airflow flowing in the second direction FB2 side is guided to the curved portion 44b (radiator hood 39b) along the outer surface of the distal end portion 72b. And as above-mentioned, the advancing direction is changed via the curved part 44b, and after flowing along the linear guide part 42b, it sprays in the engine cover 70b. Therefore, the airflow flowing in the second direction FB2 side can be efficiently guided to the bending portion 44b (radiator hood 39b).

  Further, the exhaust port 73b is opened at a central portion of the vehicle body 12 in the lateral direction (LR1 side and LR2 side). That is, since the exhaust port 73b is opened at a position away from the lateral direction of the vehicle body 12, the airflow flowing in the second direction FB2 side is caught from the lateral direction of the vehicle body 12, and the engine cover 70b is passed through the exhaust port 73b. As much as possible can be prevented from flowing into.

  FIG. 10B shows a case where the carrier 100 travels forward in the second direction FB2. In this case, on the contrary to FIG. 10A, an air flow is generated that travels toward the first direction FB1 when viewed from the carrier 100. Thereby, in the power unit 22b, the airflow flowing in from the opening 40b is blown to the intercooler 32b, the radiator 34b, and the oil cooler 36b, passes through the engine cover 70b, and is exhausted to the outside from the exhaust port 73b. In this case, since the exhaust port 73b is opened in the same direction as the airflow flowing in the first direction FB1, the airflow does not flow into the engine cover 70b via the exhaust port 73b.

  On the other hand, in the power unit 22a, the direction of travel of the airflow is changed via the curved portion 44a and flows along the straight guide portion 42a. Then, the power unit 22a is blown to the intercooler 32a, the radiator 34a, and the oil cooler 36a, and passes through the engine cover 70a. It passes through and is exhausted to the outside through the exhaust port 73a.

  In this case, since the exhaust port 73a is opened in the direction opposite to the airflow flowing in the first direction FB1, the airflow may flow into the engine cover 70a through the exhaust port 73a.

  However, since the front end portion 72a of the engine cover 70a is formed to become narrower toward the exhaust port 73a, the gas that passes through the engine cover 70a and is exhausted from the exhaust port 73a to the outside at the exhaust port 73a. The flow velocity of is increasing. Therefore, this airflow can be prevented from flowing into the engine cover 70a through the exhaust port 73a. Therefore, it is possible to prevent the cooling capacity in the engine cover 70a from being lowered. In addition, as described above, the airflow flowing in the first direction FB1 side can be efficiently guided to the bending portion 44a (the radiator hood 39a). Further, since the exhaust port 73a is opened in the center portion in the lateral direction (LR1 side and LR2 side) of the vehicle body 12, the airflow flowing in the first direction FB1 side from the lateral direction of the vehicle body 12 through the exhaust port 73a. Inflow into the engine cover 70a can be prevented as much as possible.

  As described above, the carrier 100 according to the fourth embodiment is formed so that the front end portions 72a and 72b of the engine covers 70a and 70b become narrower toward the exhaust ports 73a and 73b. In either case of traveling in FB1 or traveling in the second direction FB2, it is possible to prevent outside air from flowing into the engine covers 70a, 70b from the exhaust ports 73a, 73b. Therefore, it is possible to prevent the cooling capacity in the engine covers 70a and 70b from being lowered when the carrier 100 travels in the first direction FB1 and travels in the second direction FB2, and the cooling capacity of both can be made uniform. .

<Fifth Embodiment>
Hereinafter, the fifth embodiment will be described with reference to the drawings with a focus on differences from the fourth embodiment. FIG. 11 is a side view schematically showing engine covers 75a and 75b according to the fifth embodiment.

  The engine covers 70a and 70b according to the fourth embodiment shown in FIG. 10 are narrowed toward the exhaust ports 73a and 73b by bringing the lateral side surfaces of the vehicle body 12 closer to each other in the front end portions 72a and 72b. The case where it is formed as described above has been described. On the other hand, as shown in FIG. 11, the engine covers 75a and 75b according to the fifth embodiment are made narrower with the lower surface (D direction side) of the front end portions 74a and 74b facing the exhaust ports 73a and 73b. Is formed.

  Thus, even when the engine covers 75a and 75b are formed, the flow velocity of the gas exhausted to the outside can be increased at the exhaust ports 73a and 73b, as in the case of the fourth embodiment. Therefore, it is possible to prevent outside air from flowing into the engine covers 75a and 75b through the exhaust ports 73a and 73b.

  Further, the engine covers 75a, 75b according to the fifth embodiment are formed such that the lower surface (D direction side) of the tip ends 74a, 74b becomes narrower toward the exhaust ports 73a, 73b. In particular, the following effects are achieved. That is, as shown in FIG. 11A, when the carrier 101 travels forward in the first direction FB1, the airflow flowing in the second direction FB2 is guided downward along the tip 74b of the engine cover 75b. Further, it is possible to more reliably prevent outside air from flowing into the exhaust port 73b. Similarly, as shown in FIG. 11B, when the carrier 101 travels forward in the second direction FB2, the airflow flowing in the first direction FB1 guides downward along the tip 74a of the engine cover 75a. Thus, it is possible to more reliably prevent the outside air from flowing into the exhaust port 73a.

<Sixth Embodiment>
Hereinafter, the sixth embodiment will be described with reference to the drawings with a focus on differences from the fourth embodiment. FIG. 12 is a plan view schematically showing engine covers 80a and 80b according to the sixth embodiment.

  The engine covers 70a and 70b according to the fourth embodiment shown in FIG. 10 have been described with respect to the case where the exhaust ports 73a and 73b are opened in the center in the lateral direction of the vehicle body 12. On the other hand, engine covers 80a and 80b according to the sixth embodiment shown in FIG. 12 are formed by opening the exhaust ports 73a and 73b from the lateral center of the vehicle body 12.

  Specifically, the exhaust port 73a of the engine cover 80a is shifted from the lateral center of the vehicle body 12 in the LR1 direction (upward in the figure), and the exhaust port 73b of the engine cover 80b is shifted LR2 from the lateral center of the vehicle body 12. The opening is shifted in the direction (downward in the figure).

  Further, the front end portion 76a of the engine cover 80a according to the sixth embodiment is such that the side surface on the LR1 side of the lateral side surfaces (LR1 side and LR2 side) of the vehicle body 12 is straight from the main body portion 71a. The side surface on the LR2 side is made closer to the side surface on the LR1 side so as to narrow toward the exhaust port 73a. The front end portion 76b of the engine cover 80b has a side surface on the LR2 side that is continuous from the main body portion 71b of both side surfaces (LR1 side and LR2 side) in the lateral direction of the vehicle body 12, and a side surface on the LR1 side. Was made closer to the side surface on the LR2 side so as to become thinner toward the exhaust port 73b.

  As described above, even when the engine covers 80a and 80b are formed, the flow rate of the gas exhausted to the outside can be increased at the exhaust ports 73a and 73b as in the fourth embodiment. Therefore, it is possible to prevent outside air from flowing into the engine covers 80a and 80b through the exhaust ports 73a and 73b. Further, as shown in FIG. 12A, the curved portion 44b (radiator hood 39b) efficiently flows the airflow flowing in the second direction FB2 side along the side surface on the LR1 side of the tip portion 76b of the engine cover 80b. Can guide you. Similarly, as shown in FIG. 12B, the curved portion 44a (radiator hood 39a) efficiently flows the airflow flowing in the first direction FB2 side along the side surface on the LR2 side of the front end portion 76a of the engine cover 80a. )

  Further, since the exhaust port 73a and the exhaust port 73b are opened at positions shifted in the lateral direction of the vehicle body 12, the gas exhausted from the exhaust port 73a flows into the exhaust port 73b and is exhausted from the exhaust port 73b. Gas can be reliably prevented from flowing in from the exhaust port 73a.

  Further, since the exhaust ports 73a and 73b are opened at positions shifted from the center in the lateral direction of the vehicle body 12, the exhaust port 73b is disposed from the far side of the vehicle body 12 (in the case of FIG. 12A). 12 from the LR1 side, in the case of FIG. 12B, the exhaust port 73a is from the LR2 side of the vehicle body 12), making it difficult for outside air to flow into the exhaust ports 73a and 73b.

  From the side closer to the side of the vehicle body 12 (in the case of FIG. 12A, the exhaust port 73b is from the LR2 side of the vehicle body 12, and in the case of FIG. 12B, the exhaust port 73a is from the LR1 side of the vehicle body 12. ), It becomes easier for outside air to flow into the exhaust ports 73a and 73b. However, when the carrier 102 travels at a low speed, the speed at which the outside air flows in the direction opposite to the traveling direction is also slowed down, so the possibility that the outside air flows into the exhaust ports 73a and 73b from the side of the vehicle body 12 is low. Therefore, opening the exhaust ports 73a and 73b at a position shifted from the lateral center of the vehicle body 12 is particularly suitable for the carrier 102 traveling at a low speed.

<Seventh Embodiment>
Hereinafter, the seventh embodiment will be described with reference to the drawings with a focus on differences from the fourth embodiment. FIG. 13 is a side view schematically showing engine covers 85a and 85b according to the seventh embodiment.

  The engine cover 70a according to the fourth embodiment shown in FIG. 10 describes a case in which the exhaust port 73a opens toward the second direction FB2, and the engine cover 70b opens toward the first direction FB1. did. In contrast, the engine cover 85a according to the seventh embodiment has the exhaust port 73a facing the LR1 side, and the engine cover 85b is opened with the exhaust port 73b facing the LR2.

  In other words, the tip 78a of the engine cover 85a according to the seventh embodiment has an exhaust port 73a facing the LR1 side, and is bent toward the LR1 side from the main body 71a toward the exhaust port 73a while being bent approximately 90 degrees. It is formed to be thin. Further, the front end portion 78b of the engine cover 85b is formed so that the exhaust port 73b facing the LR2 side is opened and bent toward the exhaust port 73b while being bent approximately 90 degrees from the main body portion 71b to the LR2 side. Yes.

  As described above, even when the engine covers 85a and 85b are formed, the flow velocity of the gas exhausted to the outside can be increased at the exhaust ports 73a and 73b as in the fourth embodiment. Therefore, it is possible to prevent outside air from flowing into the engine covers 75a and 75b through the exhaust ports 73a and 73b.

  Further, as shown in FIG. 13A, the airflow flowing in the second direction FB2 side is efficiently transferred to the curved portion 44b (radiator hood 39b) along the side surface on the LR1 side of the tip portion 78b of the engine cover 85b. I can guide you. Similarly, as shown in FIG. 13 (b), the airflow flowing in the first direction FB2 side is efficiently curved along the side surface on the LR2 side of the front end portion 78a of the engine cover 85a (the radiator hood 39a). )

  Further, the exhaust port 73a opens toward the LR1 side, and the exhaust port 73b opens toward the LR2 side. Therefore, as shown in FIG. 13 (a), even if the carrier 103 travels forward in the first direction FB1 and an airflow flowing in the second direction FB2 is generated, the carrier 103 as shown in FIG. 13 (b). Even if 103 moves forward in the second direction FB2 side and an airflow flowing in the first direction FB1 is generated, the exhaust ports 73a and 73b face the direction intersecting (perpendicular direction) with respect to the airflow. It is open. Therefore, regardless of which direction the carrier 103 travels, such airflow can be prevented from flowing from the exhaust port 73a or from the exhaust port 73b.

<Other embodiments>
The present invention has been described based on the above embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be easily made without departing from the spirit of the present invention. Can be inferred. In each embodiment, a part or a plurality of parts of the configuration of the other embodiments are added to the embodiment or replaced with a part or a plurality of parts of the configuration of the embodiment. You may make it comprise and modify. Hereinafter, embodiments as modifications of the above-described embodiments will be described.

About guide members
In each of the above embodiments, in the lateral direction of the carrier 10, the end portions of the cooling surfaces of the intercoolers 32a and 32b (the end portions in the lateral direction of the carrier 10) are located inside the end portions of the linear guide portions 42a and 42b. However, it is not limited to this. For example, in the lateral direction of the carrier 10, the end portions of the straight guide portions 42a and 42b may be arranged so as to bite inwardly than the end portions of the cooling surfaces of the intercoolers 32a and 32b. However, as the area of the openings 40a and 40b is increased, the amount of air flowing from the openings 40a and 40b can be increased. On the other hand, when the openings 40a and 40b are excessively large, the curved portions 44a and 44b and It is desirable to note that it is difficult to guide the air guided by the linear guide portions 42a and 42b to the intercoolers 32a and 32b, the radiators 34a and 34b, and the oil coolers 36a and 36b.

  In each said embodiment, although the edge of curved part 44a, 44b was made to become the horizontal direction outer side of the vehicle rather than the wheel 16, it does not restrict to this. In addition, it is not essential that the ends of the curved portions 44 a and 44 b be inside the lateral end portion of the vehicle body 12.

  The provision of the straight guide portions 42a and 42b is not essential, and the ends of the curved portions 44a and 44b may be provided on both sides of the opening 10a and 40b in the lateral direction of the carrier 10. In this case, it is desirable that the partition members 46a and 46b have a curved shape from the viewpoint of suppressing a change in the flow path cross-sectional area of the flow path partitioned by the curved portions 44a and 44b and the partition members 46a and 46b.

  In addition, a curved portion 44a that smoothly bends in the second direction FB2 from the laterally outer end of the carrier 10 in the linear guide portion 42a, and a first laterally outward end of the carrier 10 in the linear guide portion 42b. It is not essential to provide the curved portion 44b that bends smoothly toward the direction FB1. For example, a linear member that bends by a predetermined angle (acute angle) from the laterally outer side of the carrier 10 to the second direction FB2 side in the linear guide part 42a, or the first from the laterally outer side of the carrier 10 in the linear guide part 42b. A linear member that is bent by a predetermined angle (acute angle) may be provided on the direction FB1 side. Further, for example, the linear guide portion 42a may be extended to the outside in the lateral direction of the carrier 10 and a plate-like member extending in the second direction FB2 may be coupled to the laterally outer end of the configuration shown in FIG. .

“Number of cooling devices”
For example, only one power unit (engine and cooling device) may be provided. In this case, it is desirable to arrange the power unit 22a including the cooling device and the engine 30a at an arbitrary position where the distance from other members of the vehicle can be maximized.

  Moreover, for example, three or more power units may be provided. Here, when three power units are provided, for example, a third power unit may be arranged near the center of the carrier 10 in addition to the power units 22a and 22b shown in FIG. In this case, the relative relationship between the radiator and the engine included in the third power unit may be that the radiator is disposed on the first direction FB1 side with respect to the engine, and the second direction FB2 with respect to the engine. A radiator may be arranged on the side.

"About the layout of the cooling device"
In each of the above embodiments, the power unit 22a is provided with the opening 40a, the fan 38a, the intercooler 32a, the radiator 34a, and the oil cooler 36a on the first direction FB1 side with respect to the engine 30a, while the power unit 22b is provided with the engine 30b. On the other hand, the opening 40b, the fan 38b, the intercooler 32b, the radiator 34b, and the oil cooler 36b are provided on the second direction FB2 side, but the present invention is not limited thereto. For example, in the power unit 22b, the opening 40b, the fan 38b, the intercooler 32b, the radiator 34b, and the oil cooler 36b may be provided on the engine 30b on the first direction FB1 side.

  In the above embodiments, the power units 22a and 22b (cooling devices and engines 30a and 30b) are disposed below the vehicle body 12, but the present invention is not limited thereto, and the power units 22a and 22b may be disposed on the vehicle body 12.

  In each of the above embodiments, the pair of power units 22a and 22b (the cooling device and the engines 30a and 30b) are disposed on both ends in the longitudinal direction of the carrier 10, but the present invention is not limited thereto.

“About Fans”
For example, in FIG. 5, the fan 38a may be disposed between the opening 40a and the intercooler 32a, and the fan 38b may be disposed between the opening 40b and the intercooler 32b. However, in this case, when the fans 38a and 38b are engine driven, the intercoolers 32a and 32b are divided into two parts, for example, when the crankshafts of the engines 30a and 30b and the fans 38a and 38b are combined. It is desirable to avoid interference with the coolers 32a and 32b.

"Cooling device"
It is not restricted to what is equipped with the radiator 34a, the oil cooler 36a, and the intercooler 32a. For example, only the radiator 34a and the intercooler 32a may be provided, or only the radiator 34a and the oil cooler 36a may be provided. Further, for example, in the case where the radiator 34a, the oil cooler 36a, and the intercooler 32a are provided, only the radiator 34a and the oil cooler 36a are disposed between the opening 40a and the fan 38a, and the intercooler 32a is disposed in another place. It may be arranged.

About the engine cover
Forming the engine covers 70a and 70b so as to become narrower toward the exhaust ports 73a and 73b is not limited to the mode described in the fourth to seventh embodiments. For example, the entire front ends 72a and 72b of the engine covers 70a and 70b shown in FIG. 10 may be formed so as to become narrower toward the exhaust ports 73a and 73b. You may form so that it may become thin toward the exhaust ports 73a and 73b. Furthermore, you may form so that it may become thin toward the exhaust ports 73a and 73b continuously from the main-body parts 71a and 71b.

  Further, as shown in FIG. 12, shifting the positions of the exhaust port 73 a and the exhaust port 73 b is not limited to the lateral direction of the vehicle body 12. It may be in the vertical direction, or may be shifted so as to face partly rather than being completely shifted.

  Moreover, the direction which the exhaust port 73a and the exhaust port 73b open is not limited to the direction demonstrated in 4th-7th embodiment. For example, in the case shown in FIG. 13, the exhaust port 73b may be opened in the same direction as the exhaust port 73a, or may be directed upward, downward, and obliquely.

  Furthermore, the engine cover may be configured by combining two or more of the aspects such as the engine covers 70a and 70b described in the fourth to seventh embodiments and the above-described modified examples of the engine cover.

"others"
The large transport vehicle is not limited to the overcab in which the driver's seat is on the vehicle body 12 but may be a so-called undercab in which the driver's seat is below the vehicle body 12.

  DESCRIPTION OF SYMBOLS 10,100,101,102,103 ... Carrier (large transport vehicle), 16 ... Wheel, 30a ... Engine (first engine), 30b ... Engine (second engine), 32a, 32b ... Intercooler, 34a ... Radiator ( First radiator), 34b ... Radiator (second radiator), 36a, 36b ... Oil cooler, 38a ... Fan (first fan), 38b ... Fan (second fan), 40a ... Opening (first opening), 40b ... opening (second opening), 42a, 42b ... linear guide part (guide member), 44a, 44b ... curved part (first curved part), 46a, 46b ... partition member, 62a ... curved part (second) Curved portion), FB1... First direction, FB2... Second direction, 70a, 75a, 80a, 85a... Engine cover (first engine cover), 70b, 75b, 80b, 5b ... engine cover (second engine cover), 72a, 72b, 76a, 76b ... tip (a pair of side cover), 73a ... exhaust port (first outlet), 73b ... outlet (second outlet).

Claims (12)

In the large transport vehicle equipped with the engine, the first direction and the second direction opposite to the first direction can be set to the forward direction when viewed from the driver's seat.
A radiator for cooling a cooling fluid for cooling the engine;
A radiator hood having an opening on the first direction side with respect to the radiator and guiding gas to the radiator;
A fan that creates an airflow that travels from the opening to the radiator;
With
The radiator hood includes guide members for guiding the gas flowing in the first direction to the radiator on both sides of the vehicle with respect to the opening .
The guide member is
A first bending portion that curves in the second direction as it goes outward in the lateral direction of the vehicle;
A second bending portion that curves in the second direction as it approaches the end on the opening side;
Large transport vehicle, characterized in Rukoto equipped with. In the large transport vehicle equipped with the engine, the first direction and the second direction opposite to the first direction can be set to the forward direction when viewed from the driver's seat.
A radiator for cooling a cooling fluid for cooling the engine;
A radiator hood having an opening on the first direction side with respect to the radiator and guiding gas to the radiator;
A fan that creates an airflow that travels from the opening to the radiator;
With
The radiator hood includes guide members for guiding the gas flowing in the first direction to the radiator on both sides of the vehicle with respect to the opening.
The vehicle has a hydraulic motor as a main engine,
Wherein the second direction, large-scale transport vehicle you characterized in that the oil cooler for cooling the hydraulic oil of the hydraulic motor is provided for the opening of the radiator hood. In the large transport vehicle equipped with the engine, the first direction and the second direction opposite to the first direction can be set to the forward direction when viewed from the driver's seat.
A radiator for cooling a cooling fluid for cooling the engine;
A radiator hood having an opening on the first direction side with respect to the radiator and guiding gas to the radiator;
A fan that creates an airflow that travels from the opening to the radiator;
An engine cover that covers the radiator, the fan, and the engine on the second direction side relative to the radiator hood, and that is connected to the radiator hood and forms a flow path of gas that flows in through the radiator hood;
An exhaust port which is opened in the engine cover and exhausts the gas flowing into the engine cover to the outside;
With
The radiator hood includes guide members for guiding the gas flowing in the first direction to the radiator on both sides of the vehicle with respect to the opening.
The engine cover, large-scale transport vehicle you wherein Rukoto formed to be thinner toward the exhaust port. The radiator hood includes a partition member that prevents a gas flow in the first direction on the second direction side of the guide member,
The laterally outer end portion of the vehicle in the guide member is located laterally outward from the laterally outer end portion of the vehicle in the partition member. The large transport vehicle according to claim 1. The radiator hood, large transport vehicle according to claim 1, any one of 4, wherein Rukoto comprises a rectifying plate extending in the second direction from the center side of the opening. The intercooler for cooling the intake air of the engine is provided on the second direction side with respect to the opening of the radiator hood, according to any one of claims 1 to 5. Large transport vehicle as described. The engine, the radiator and the radiator hood are all arranged on the lower side of the vehicle body,
The large transport vehicle according to any one of claims 1 to 6, wherein an end of the guide member on an outer side in the lateral direction of the vehicle is located on an outer side in the lateral direction of the vehicle with respect to a wheel. The engine, the radiator, the fan, the opening, and the radiator hood are a first engine, a first radiator, a first fan, a first opening, and a first radiator hood, respectively.
A second engine different from the first engine;
A second radiator for cooling the second engine;
A second radiator hood having a second opening on the second direction side with respect to the second radiator;
A second fan that generates an airflow that travels from the second opening to the second radiator;
With
The said 2nd radiator hood is provided with the guide member for guiding the gas which flows into the said 2nd direction to the said radiator on the both sides of the said vehicle lateral direction with respect to the said 2nd opening part. The large transport vehicle according to any one of 1 to 7. An engine cover that covers the radiator, the fan, and the engine on the second direction side relative to the radiator hood, and that is connected to the radiator hood and forms a flow path of gas that flows in through the radiator hood;
An opening for opening the engine cover, and exhausting the gas flowing into the engine cover to the outside,
The large-sized transport vehicle according to any one of claims 1 to 8, wherein the engine cover is formed so as to become thinner toward the exhaust port. The engine cover includes a pair of side covers formed so that a lateral direction of the vehicle becomes narrower toward the exhaust port,
The large transport vehicle according to claim 9, wherein the guide member is formed to protrude in a lateral direction of the vehicle from the pair of side covers.   The large-sized transport vehicle according to claim 9 or 10, wherein the exhaust port is opened at a lateral center of the vehicle. The engine, the radiator, the fan, the opening, the radiator hood, the engine cover, and the exhaust port are respectively a first engine, a first radiator, a first fan, a first opening, a first radiator hood, A first engine cover and a first exhaust port;
A second engine different from the first engine;
A second radiator for cooling the second engine;
A second radiator hood having a second opening on the second direction side with respect to the second radiator;
A second fan that generates an airflow that travels from the second opening to the second radiator;
The second radiator hood, the second fan, and the second engine are covered on the first direction side with respect to the second radiator hood, are connected to the second radiator hood, and are flowed in through the second radiator hood. A second engine cover forming a gas flow path;
A second exhaust port that opens to the second engine cover as a downstream end of the gas flowing into the second engine cover and exhausts the gas flowing into the second engine cover to the outside;
With
The large transport vehicle according to any one of claims 9 to 11, wherein the second engine cover is formed so as to become narrower toward the second exhaust port.

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