• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to | an arrangement for cooling an area at a rear of a vehicle engine @_) _ below and / or at a rear Qfil of a cab (glhos ettiast vehicle _ (_ 1__). An air-richer fi) is arranged on the cab roof fl) of a | ast vehicle _ (_ 1_) and is arranged to in a first position 1%) control the air flow over a unit on vehicle vehicle bearing 111), such as an extension. The air deflectors are adjustable by said first position _ (1_8_g1 and a second position (18b, 16c) so that said second position (18b. 18c) can control the air flow by means of a control surface ( and the load-bearing unit (m), towards areas in the space (j fl and / or below the cabin _ (_ 2_) where the temperature is high. The invention also relates to a method for cooling at said areas (Figure 1 for publication).
    公开号:SE1350068A1
    申请号:SE1350068
    申请日:2013-01-23
    公开日:2014-07-24
    发明作者:Thomas Hällqvist；Mattias Chevalier；Emelie Lagerkvist
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    US5429411 discloses a roof air deflector containing a plurality of foldable grilles for controlling the air flow and where the air deflector is controlled either manually by the vehicle driver or automatically via vehicle-related functions such as the use of a brake pedal.
    US2009 / 0025994 discloses a wind-repellent device located between the cab and the body / trailer, just above the engine compartment. The purpose of the device is to prevent downward air currents from reaching the engine compartment and thereby impair the cooling of the engine compartment which takes place by means of inlet air from the radiator.
    DISCLOSURE OF THE INVENTION An air richer is arranged on the cab roof of a truck and is arranged in a first position to control the air flow over a unit carrying a load on the vehicle, such as, for example, a superstructure. The air deflector is adjustable between said first position and a second position in order to be able to control the air flow in said second position by means of a guide surface down into a space between the rear of the cab and the load-bearing unit, towards areas in the space and / or under the cab where the temperature is high . At least one control means is arranged to control the air flow controlled towards the area of the rear of the vehicle engine substantially forward in the direction of travel of the vehicle.
    Thus, there is a need to cool components and areas of the vehicle, especially at low speeds. With the aid of the control means and the air deflectors, cold ambient air is thus carried down to the engine compartment and / or the chassis and cools down components such as, for example, control electronics and sensitive plastic and rubber articles in a cost-effective manner.
    An object of the invention is therefore to provide an arrangement and a method for cooling an area at the rear of a vehicle engine under and / or at the rear of a cab of a truck. The rear of a cab also means exposed parts of the part of the vehicle chassis that is adjacent to a vehicle engine.
    A further object of the invention is to provide an arrangement which works on different truck models which are equipped with a superstructure or trailer. This object is achieved by the features set forth in the appended independent claims.
    Other features and advantages of the invention will be apparent from the dependent claims and from the following description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, exemplary preferred embodiments of the invention are described with reference to the accompanying drawings, in which: FIG. 1 shows a vehicle cab and load-bearing arrangement provided with a first control means, a second control means, a third control means and a fourth control means, FIG. 2a shows a vehicle cab provided with a first control means in a first position, FIG. Fig. 2b shows a vehicle cab provided with a first control means in a second position, Fig. 3 shows a vehicle cab provided with a first control means according to an alternative embodiment, and Fig. 4 is a flow chart showing the method according to the present invention.
    DETAILED DESCRIPTION OF EMBODIMENT EXAMPLES The present invention will now be described with reference to the accompanying figures. The same reference numerals have been used throughout the figures to denote parts having the same or similar function.
    Fig. 1 shows a heavy vehicle in the form of a truck 1 with a cab 2 and an engine compartment 3. The cab is formed with a front part 4, cab sides 5, a cab floor 6 and a rear side 36. The cab sides 5 extend towards a vehicle frame 9 The truck 1 comprises front steerable wheels 7 and rear drive wheels (not shown) and is driven by an assembly in the form of a motor 8 arranged in the vehicle frame 9, which comprises two elongated parallel frame side beams 10 which are connected to each other by a number of crossbeams not shown, in order to transmit their drive torque to the drive wheels via a drive line (not shown).
    At the front portion 4 a front hatch 11 is arranged. The front cover 11 is formed at least one inlet opening 12 intended to supply air to a cooling system 13.
    The cooling system 13 comprises a circulating coolant which is circulated in a pipe system (not shown). The circulating coolant is arranged to cool the engine 8 and emits its heat in a first radiator element 14 which is located at a front portion 4 of the truck 1. The figure also shows a second cooling element 15 not described in more detail, e.g. can be a charge air cooler or an EGR cooler. The circulating coolant is cooled in the first radiator element 14 by ambient air Q flowing in through the inlet opening 12 and through passages in the second radiator element 15 and the first radiator element 14 and further through the engine compartment 3 which is tunnel-shaped.
    After passing the engine compartment 3, the air leaves the engine compartment 3 through an opening at the rear edge of the engine tunnel 16.
    Behind the cab 2, a load-bearing unit 17 is arranged. The load-bearing unit 17 can consist of a fixedly mounted cabinet, a trailer, a trailer or of another superstructure.
    A first control means 18, hereinafter referred to as air deflector, is mounted on a roof 20 of the cab 2. The air deflector 18 is adjustable between a first and a second position. Fig. 1 and Fig. 2a show the air deflector 18 in the first position 18a in which an air flow Q1 is controlled over the load-bearing unit 17. In Fig. 2b the air deflector 18 is shown in the second position 18b in which the air flow Q1 is controlled down into a space 19 between the rear side 36 of the cab 2 and the load-bearing unit 17.
    The truck 1 shown in Fig. 1 comprises at least one cab control unit 21, e.g. an electronic control unit (ECU). The cab control unit is adapted to receive sensor signals from various parts and components of the vehicle and arranged to deliver control signals during certain driving to changeover means 22 which in turn cause the air deflector 18 to move between the first position 18a and the second position 18b.
    The cab control unit 21 is arranged to receive sensor signals, e.g. regarding vehicle speed. A speed sensing means 37, for instance speed sensors, may according to one embodiment be arranged in the cab control unit 21. Temperature sensing means 26, 27, for example temperature sensors, are located where high temperatures occur. In Fig. 1, they are strategically placed under the load-bearing unit 17 on the vehicle frame 9 and at the engine 8. Other locations are of course possible.
    Control of the switching means 22 is controlled by pre-programmed instructions in the cab control unit 21. The pre-programmed instructions typically consist of a computer program product 23 stored on a digital storage medium such as a working memory, flash memory or a read only memory, and executed by the control unit 21. By changing the pre-programmed instructions behavior in a specific situation is adapted.
    The cab control unit 21 is provided with a position determining means 43, for example a GPS receiver, which via an antenna 24 receives information from satellites and calculates a position of the vehicle 1 and by means of these creates a computerized version of what the route looks like. The cab control unit 21 is also arranged to receive route data from a topography reading means 25, e.g. a camera or radar.
    By using a computerized version of what the route looks like, a read version of the route or a combination of these, it is possible to obtain information e.g. if the slope of the road and determine whether there is an increased cooling need or will soon exist e.g. when reversing when the vehicle may have problems with high component temperatures. lfig. 2a schematically shows the air deflector 18 which is mounted on the roof 20 of the cab 2.
    The position of the air deflector is regulated between the first position 18a and a second position 18b (as shown in Fig. 2b) by an actuating means 31. This actuating means 31 can e.g. be an air cylinder, rack or an electric motor. The actuating means 31 is connected to the switching means 22 either directly or via an activating means (not shown) comprising an activating circuit (not shown) and is influenced by the control signals generated by the cab control unit 21 based on information from speed sensing means 37, temperature sensing means 26, 27, topography reading means 25 and / or position determining. means 43. The information is marked as arrow 38 in the figure. In an alternative embodiment, the position of the air deflector is manually controlled by the driver, for example via a control in the cab (not shown in the figure). From Fig. 2a and Fig. 2b it can be seen that the air deflector 18 comprises a front link arm 32 and a rear link arm 33 (illustrated as dashed lines in Fig. 2a and Fig. 2b). The front link arm 32 is pivotally mounted relative to the roof 20 via a hinged attachment point 34 and the rear link arm 33 is pivotally mounted in a separate attachment point 35 where the attachment point 35 is arranged at the roof 20 (not shown in the figure). In this way increased controllability is obtained since the lifter 18 can be adjusted both laterally and vertically by the actuating means 31 adjusting the front link arm 32 and thus also the rear link arm 33. In an alternative embodiment the front link arm 32 and the rear link arm 33 are pivotable arranged relative to the roof 20 via the same articulated attachment point 34.
    The actuating means 31 is connected to the front link arm 32 or, as not shown in the figure, at the attachment point 34 so that when activated it moves the actuator 18 from the first position 18a to the second position 18b or to return the actuator 18 from the second position 18b to the first position 18a.
    The figures further show that the air deflector 18 comprises an outer guide surface 41a for controlling the air flow Q1 over the load-bearing unit 17 when the air deflector 18 is in the first position 18a and an inner guide surface 41b for controlling the air flow Q1 down into the space 19 between the cabs. 2 rear 36 and the load-bearing unit 17 when the inverter 18 is in the second position 18b.
    The above-described embodiment is particularly applicable to use on vehicles without the load-bearing unit 17 or where the load-bearing unit 17 is so low that it is not flush with the inverter 18. In these cases, the described inverter 18 is required to control the air flow Q1 in space 19, on the other hand, if the vehicle is equipped with a load-bearing unit 17 which is at least flush with the air deflector 18, it is possible to use the alternative embodiment described in figure 3.
    In this alternative embodiment, the inverter 18, like the previously described inverter 18, is pivotally arranged between a first position 18a and a second position 18c, but this second position 18c differs from the second position 18b in that the inverter 18 is directed so as to form an air gap 39 between the air deflector 18 and the roof 20 of the cab, through which gap 39 the air flow Qf can pass and hit a front surface of the load-bearing unit 17. This will cause a stagnation zone 10 to be created when the air flow Q1 collides with the load-bearing unit 17 and that the air flow Q1 will be controlled down into the space 19. To facilitate this control, a control means 40 can create the air gap 39 by positioning the air deflector 18 in position 18c.
    The air deflector 18 is activated in the same way as previously described. In an alternative embodiment, a directing means 42 may be provided on the load-bearing unit 17 for directing the incoming air flow Q1 passing through the gap 39 so that the air flow Q1 is directed down into the space 19. fig. 1 schematically shows second control means 28 mounted on the vehicle, hereinafter referred to as air deflectors, which are arranged on the front side of the load-bearing unit 17.
    The air deflector 28 may consist of a single disc-shaped element or a plurality of disc-shaped elements and may be static, i.e. not adjustable and arranged to direct the air flow Q1 down into the space 19 between the rear side 36 of the cab and the load-bearing unit 17 towards areas in the space 19 and / or under the cab 2 where the temperature is high. In an alternative embodiment, the air deflector 28 is adjustable in the upward and downward directions to control the air flow Q1 which is directed down into the space 19 between the rear of the cab 36 and the load-bearing unit 17 towards areas in the space 19 and / or below the cab 2 where the temperature is high. An advantage of the air deflector 28 being adjustable is that the air flow Q1 can be controlled towards different components and areas.
    Depending on where and how the vehicle is driven, it can vary between which components and areas need to be cooled. The air deflector 28 is controlled based on control signals from the switching means 22 and is controlled in a suitable manner, for example via an electric motor (not shown in the figure). The air deflector 28 is advantageously as wide as the load-bearing unit 17 in order to obtain efficient control of the air flow Q1. lfig. 1 shows a third control means 29, hereinafter referred to as air deflector, which is arranged at the rear edge of the motor tunnel 16. The air deflector 29 can be static, i.e. not adjustable. In an alternative embodiment, the air deflector 29 is adjustable and allows in angled position that cooling air Of which is directed down into the space 19 can be led under the cab 2.
    The air deflector 29 may consist of a disc-shaped element or a plurality of disc-shaped elements for guiding the air. The air deflector can also direct the air flow Q flowing in through the inlet opening 12 to cool hot areas in the space 19. The air deflector 29 has a certain width to enable the air flow to be controlled and its size is limited only by the geometry of the space / components surrounding the air deflector 29. 29 can be adjusted in the upward and downward directions to control the air flows Q1 and Q. The air deflector 29 can, for example, be mounted on the rear cab bracket, which in turn is attached to the frame beams (not shown in the figure). The air deflector 29 is controlled based on control signals from the conversion means 22 and is controlled in a suitable manner, for example via an electric motor (not shown in the figure).
    Fig. 1 shows a fourth control means 30, hereinafter referred to as air deflector, which is arranged in the cab floor 6. The air deflector 30 can be static, i.e. not adjustable. In an alternative embodiment, the air deflector 30 is controllable and is controlled via the cab control unit 21 shown in Fig. 1. The air deflector 30 may consist of a single disc-shaped element or a plurality of disc-shaped elements. The air deflector 30 is arranged to control incoming cooling air flow Q, incoming from the inlet opening 12, but also to control incoming air flow Q1 from the space at the rear edge of the engine tunnel 16.
    The air deflector 30 causes the cooling air flow Q, incoming from the inlet opening 12, to be controlled slightly downwards, which in turn causes two zones to be created, a high pressure zone in front of the air deflector 30 and a low pressure zone behind the air deflector 30. The low pressure the hot air is sucked out. As a result, the cooling air can more easily enter the space around the engine 8 and at the space at the rear edge of the engine tunnel 16. The air deflector 30 has a certain width to enable the air flow to be controlled and its size is limited only by the geometry of the space / components surrounding the air deflector. 30. The air deflector 30 can be adjusted in different positions depending on the direction in which the air flow Q and Q1 flow. The air deflector 30 is controlled based on control signals from the conversion means 22 and is controlled in a suitable manner, for example via an electric motor (not shown in the figure).
    The air deflectors 18, 28, 29 and 30 can be controlled individually based on which temperatures the temperature sensing means 26, 27 register. The cooling can be focused on the lower part of the space 19, the area under the cab 2, the front area under the load-bearing unit 17 or a combination of these areas. The cab control unit 21 can also make an analysis if a maximum permissible temperature Tmax will be reached, this is suggested by extrapolation of measured temperature values.
    In this way, the cab control unit 21 can prepare the process of adjusting the air deflectors 18, 28, 29 and 30. According to another embodiment, the position of the air deflectors is regulated based on information from sensor signals regarding the vehicle speed and / or the vehicle's route. The air deflectors 18, 28, 29 and 30 can be activated together but also individually depending on which area needs to be cooled. At least one of the air deflectors 18, 28, 29 and / or 30 is thus arranged to control the air flow controlled towards the area of the rear of the vehicle engine substantially forward in the direction of travel of the vehicle.
    Fig. 4 shows a flow chart showing the steps A-D performed to control the air flows Q and Qi to the parts that need to be cooled.
    When the vehicle is driven at low speeds, e.g. when reversing, there is a risk that there will be problems with high component temperatures. In a first step A, which is shown in Fig. 4, it is determined whether an increased cooling need exists or will exist. The cab control unit 21 receives sensor signals from various parts and components to supply control signals to the switching means 22. According to one embodiment, data on the road in front of the vehicle is used to determine whether increased cooling demand is or will be present. In particular, a computerized version of the route or data from a topography reading device 25 may be used. According to another embodiment, component temperatures are determined via temperature sensing means 26, 27. If the temperature T is higher than a maximum temperature Tmax, the air deflectors are activated to control the air flow Q and Qi. According to a further embodiment, the air deflectors are activated if the speed V of the vehicle is less than a maximum speed Vmax. The speed Vmax must not be too high because then the air deflectors can be exposed to excessive forces and fuel consumption increases. It is important that the determination that there is an increased need for cooling is made in good time before the temperatures have become too high. A combination of the above criteria to determine whether there will be an increased cooling need can also be made.
    When it is determined that an increased cooling need exists or will exist, the switching means 22 are influenced in a step B by a control signal from at least one control unit 21, whereby the air deflectors 18, 28, 29 and 30 are activated. Said air deflectors can be activated together, separately or in combination with each other. By activating said air deflectors and angling them to control the air flows Q and Qi, a better cooling of exposed components and exposed areas will be obtained, for example under the cab 2.
    Thereafter, in a step C, it is continuously checked whether cooling needs still exist. For example, control signals from the cab control unit 21 may be used to determine that there will be an increased cooling need. According to one embodiment, the inverter 18 is gradually adjusted depending on temperature T and speed V and the control unit 21 monitors temperature and speed levels. If the temperature drops and / or the speed increases, the inverter 18 is gradually lowered back to a first position 18a. For example, at a speed of 60 km / h, the Inverter 18 is angled with a maximum opening of 15 degrees, at 65 km / h a maximum angle of 10 degrees is allowed and at 70 km / h a maximum angle of 5 degrees. In these examples, angle refers to the angle measured between the cab roof 20 and the front link arm 32 in the angled position.
    If it is determined in step B that an increased cooling demand no longer exists, said air deflector is deactivated in a step D, otherwise the vehicle 1 continues with activated air deflectors.
    The air deflectors 18, 28, 29 and 30 can be activated together but also individually depending on which area needs to be cooled.
    The invention also relates to a computer program product comprising computer program instructions for causing a computer system to perform the steps of the method described above, when the computer program instructions are run on said computer system. According to one embodiment, the computer program instructions are stored on a medium readable by a computer system.
    The invention is of course not in any way limited to the embodiments described above, but a number of possibilities for modifications thereof will be obvious to a person skilled in the art without departing from the basic idea of the invention as defined in the appended claims.
    权利要求:
    Claims (1)
    [1]
    A patent arrangement for cooling an area at the rear of a vehicle engine (8) below and / or at the rear (36) of a cab (2) of a truck (1) which cab comprises a cab roof (20). ) on which a deflector (18) is arranged to control in a first position (18a) an air flow over a load-bearing unit (17) arranged on the vehicle, characterized in that the air deflector is adjustable between the first position (18a) and a second position ( 18b, 18c) in which second position the air flow is controlled through a space between the air deflector (18) and the roof (20) and that at least one guide surface (41b, 42) is arranged at the height of the roof (20) to guide it through the space (19). ) controlled airflow towards the area at the rear of the vehicle engine (3). Arrangement for cooling according to Claim 1, characterized in that the guide surface (41 b) is formed on a side (41 b) facing the air deflector (18) towards the cab roof (20). Arrangement for cooling according to claim 1, characterized in that the guide surface (42) is arranged on the load-bearing unit (17). Arrangement for cooling according to claim 3, characterized in that the control surface (41b) is arranged at an actuating means (31) for controlling the air deflector (18) from a first position (18a) to a second position (18b, 18c) and from a second position (18b, 18c) to a first position (18a). Arrangement according to claim 1, characterized in that at least one control means (28, 29, 30) is arranged to control the air flow directed towards the area at the rear of the vehicle engine substantially forward in the direction of travel of the vehicle. Arrangement according to claim 5, characterized in that the control means (28) is adjustable in the vertical direction to control the air flow (Q1) down into the space between the rear of the cab (36) and the load-bearing unit (17) towards areas in the space (19) and / or below The cab (2) - 10 15 20 25 10. 11. 12. 12 Arrangement according to claims 1 and 5, characterized in that the control means (29) is adjustable in vertical direction to control the air flow (Q1) down towards areas in the space (19) and / or under the cabin (2). Arrangement according to claims 1 and 5, characterized in that the control means (30) is arranged below the cab (2) for controlling incoming air flow (Q) from an inlet opening (12) and / or incoming air flow (Q1) from the space at the rear edge of the motor tunnel ( 16). Arrangement according to claim 1, 4, or 5, characterized in that the air deflector (18) and the control means (28, 29, 30) are controlled by switching means (22), which are arranged to receive control signals from at least one cab control unit (21). Arrangement according to claim 9, characterized in that the control signals are based on information from speed sensing means (37), temperature sensing means (26, 27), topography reading means (25) and / or position determining means (43). Method for cooling an area at the rear of a vehicle engine (8) below and / or at the rear (36) of a cab (2) of a truck (1) which cab comprises a cab roof (20) on which an air deflector (18) is arranged to control in a first position (18a) an air flow over a load-bearing unit (17) arranged on the vehicle, characterized by the steps of - determining that increased cooling demand exists or will exist - regulating the air deflector between the first position (18a) and a second position (18b, 18c) for controlling the air flow through a space between the air deflector (18) and the cab roof (20) depending on the determination that increased cooling demand is or will be present. - continuously check if cooling needs still exist or will exist. - regulating the air deflector (18) between a second position (18b, 18c) and a first position (18a) when cooling demand no longer exists or will exist. Method according to claim 11, characterized by the step of controlling at least one of the control means (28, 29, 30) for controlling the air flow when cooling needs are or will be present. Method according to claim 13, characterized in that the determination that cooling needs exist or will exist is performed by means of information from speed sensing means (37), temperature sensing means (26, 27), topography reading means (25) and / or position determining means (43). A computer program product, comprising computer program instructions for causing a computer system to perform the steps of claim 11, when the computer program instructions are run on said computer system. The computer program product of claim 14, wherein the computer program instructions are stored on a medium readable by a computer system.
    类似技术:
    公开号 | 公开日 | 专利标题
    US9227677B2|2016-01-05|Motor vehicle with an underbody trim
    US8887845B2|2014-11-18|Stow-away air dam
    CN102452312B|2015-11-04|Shield is controlled via using the intercommunication of solid conductor
    US9616742B1|2017-04-11|Vehicle grill shutter system
    US20150321547A1|2015-11-12|Vehicle with a front air duct and method of controlling an air flow, in particular cooling air flow
    US10941694B2|2021-03-09|Closable air guiding device on a vehicle and medhod of controling air flow in proximity to front cowling of a vehicle
    US20130264047A1|2013-10-10|Shielded positive stops for an active shutter
    JPWO2017199655A1|2018-10-18|Air blowing device
    SE1350068A1|2014-07-24|Cooling of area behind a vehicle engine by means of air inverter
    US20170361701A1|2017-12-21|Shutter with track-guided louvers
    EP3106340B1|2018-01-31|System for adjusting air flow in an engine compartment of an off-road vehicle
    US10059193B2|2018-08-28|Grille for a vehicle, in particular a commercial vehicle as well as a vehicle
    US9616741B2|2017-04-11|Vehicle cooling arrangement
    CN110893745A|2020-03-20|Autonomous vehicle lidar cooling system
    EP2569185B1|2015-01-14|Airflow regulating system for a vehicle and a method for regulating airflow to a radiator belonging to a vehicle cooling system
    US20200172058A1|2020-06-04|Methods and systems to adjust underbody active surfaces
    US11034233B2|2021-06-15|Method and apparatus for active heat exchanger
    JP5004278B2|2012-08-22|Automotive cooling system
    WO2015030636A1|2015-03-05|Air deflector for controlling airflow around a tractor vehicle
    SE1550642A1|2016-11-22|Method and commercial vehicle including air flow redirector
    US20180178614A1|2018-06-28|Airflow control system of a work vehicle
    US10457114B2|2019-10-29|Active engine hood venting systems and control logic for operating active hood vents
    US11143086B2|2021-10-12|Working vehicle having an outlet-side cooling-air deflection installation
    WO2021078858A1|2021-04-29|Method and system for positioning air deflector using distance measurement
    SE532979C2|2010-06-01|Cooling system in a heavy vehicle
    同族专利:
    公开号 | 公开日
    SE536852C2|2014-10-07|
    KR20150105415A|2015-09-16|
    EP2948330A1|2015-12-02|
    BR112015015787A2|2017-07-11|
    EP2948330B1|2019-04-24|
    WO2014116161A1|2014-07-31|
    EP2948330A4|2016-08-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4611796A|1985-02-21|1986-09-16|Paccar Inc.|Aerodynamic retarder|
    US4824165A|1987-10-15|1989-04-25|Fry Stanley E|Apparatus for selectively varying air resistance on a land transport vehicle to optimize reduction of drag|
    US5317880A|1992-04-20|1994-06-07|Spears Dan E|Auxiliary braking and cooling device|
    GB9303385D0|1993-02-19|1993-04-07|Wasley Bernard J|Air deflector device|
    GB2307212B|1995-11-18|1999-09-22|Bernard John Wasley|Air stabilizer device for bluff road vehicles|
    WO2011142694A1|2010-05-10|2011-11-17|Volvo Lastvagnar Ab|Airflow regulating system for a vehicle and a method for regulating airflow to a radiator belonging to a vehicle cooling system|
    DE102012205140A1|2012-03-29|2013-10-02|Zf Friedrichshafen Ag|Fluid supply arrangement for dump truck, has adjustable air guide device supplying cooling air flow for radiator via air channel, and heat exchanger attached to fluid circuit, which comprises bypass pipe running parallel to heat exchanger|DE102016115238A1|2016-08-17|2018-02-22|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Method for adjusting a parking position of a rear spoiler of a vehicle|
    NL2025840B1|2020-06-16|2022-02-16|Daf Trucks Nv|Cooling System for Fuel Cell|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350068A|SE536852C2|2013-01-23|2013-01-23|Cooling of area behind a vehicle engine by means of air inverter|SE1350068A| SE536852C2|2013-01-23|2013-01-23|Cooling of area behind a vehicle engine by means of air inverter|
    KR1020157021301A| KR20150105415A|2013-01-23|2013-12-19|Cooling of areas behind a vehicle engine by means of air deflectors|
    PCT/SE2013/051564| WO2014116161A1|2013-01-23|2013-12-19|Cooling of areas behind a vehicle engine by means of air deflectors|
    EP13873110.4A| EP2948330B1|2013-01-23|2013-12-19|Cooling of areas behind a vehicle engine by means of air deflectors|
    BR112015015787A| BR112015015787A2|2013-01-23|2013-12-19|cooling areas behind a vehicle engine by means of air deflectors|
    [返回顶部]