Vehicle cooling systems and methods

A vehicle includes a chassis, a front cabin coupled to the chassis, an engine coupled to the chassis and positioned at least one of beneath and behind the front cabin, and a cooling pack coupled to the chassis and positioned forward of the front cabin defining an airgap between the cooling pack and the engine. The cooling pack includes a radiator positioned at a front end of the chassis, a fan system including a fan positioned behind and proximate the radiator, and a conduit system fluidly coupling the radiator to the engine to facilitate providing a coolant between the radiator and the engine. The fan is configured to draw air through the radiator to cool the coolant within the radiator.

BACKGROUND

A vehicle typically includes a fan positioned to provide a cooling operation to a radiator of the vehicle. Such radiators and fans are typically positioned immediately in front of an engine or other prime mover of the vehicle. Further, the fans are typically directly coupled to the engine and the radiators are typically coupled to the chassis of the vehicle.

SUMMARY

One exemplary embodiment relates to a vehicle. The vehicle includes a chassis, a front cabin coupled to the chassis, an engine coupled to the chassis and positioned at least one of beneath and behind the front cabin, and a cooling pack coupled to the chassis and positioned forward of the front cabin defining an airgap between the cooling pack and the engine. The cooling pack includes a radiator positioned at a front end of the chassis, a fan system including a fan positioned behind and proximate the radiator, and a conduit system fluidly coupling the radiator to the engine to facilitate providing a coolant between the radiator and the engine. The fan is configured to draw air through the radiator to cool the coolant within the radiator.

Another exemplary embodiment relates to a cooling system for a vehicle. The cooling system includes a radiator, a fan system including a fan configured to force air into or draw air through the radiator to cool a coolant within the radiator, and a conduit system configured to fluidly couple the radiator to an engine of the vehicle to facilitate providing the coolant between the radiator and the engine. The conduit system is configured to extend from the radiator to the engine positioned at least one of beneath and behind a cab of the vehicle. The radiator and the fan system are configured to be coupled to a chassis of the vehicle in a position spaced forward of the cab of the vehicle such that an airgap is formed between the (i) the radiator and the fan system and (ii) the engine.

Still another exemplary embodiment relates to a vehicle. The vehicle includes a chassis, a cab coupled to the chassis, an engine coupled to the chassis and positioned at least one of beneath and behind the cab, a cooling pack coupled to the chassis and positioned forward of the cab defining an airgap between the cooling pack and the engine, an a connecting shaft. The cooling pack includes a radiator positioned at a front end of the chassis and a fan system including a fan positioned proximate the radiator. The connecting shaft extends between the engine and the fan system. The connecting shaft is positioned to facilitate driving the fan with the engine.

The invention is capable of other embodiments and of being carried out in various ways. Alternative exemplary embodiments relate to other features and combinations of features as may be recited herein.

DETAILED DESCRIPTION

Overview

According to an exemplary embodiment, a vehicle includes various components that improve performance relative to traditional systems. According to an exemplary embodiment, the vehicle of the present disclosure includes a cooling system (e.g., a cooling pack, etc.) positioned remotely from a prime mover (e.g., an engine, etc.) of the vehicle. The cooling system may include a radiator, a fan, a fan shroud, and conduits fluidly coupling the radiator to the engine. According to an exemplary embodiment, the engine is positioned beneath and/or at least partially behind a front cabin of the vehicle and the cooling system is positioned at a front end of the chassis, ahead of the front cabin such that an airgap (e.g., open space, a cab-tilt space, etc.) is formed between the engine and the cooling system. According to an exemplary embodiment, the fan and the fan shroud are coupled to the chassis with a common support structure such that relative movement therebetween may be minimized and/or substantially prevented. Such minimization facilitates reducing the tip clearance between the fan (e.g., the fins, tips, etc. of the fan) and the fan shroud, which may thereby increase the efficiency of the cooling system. According to an exemplary embodiment, the airgap and the minimized tip clearance increases the cooling capacity of the cooling system such that the prime mover may be tuned for increased performance.

According to an exemplary embodiment, the cooling pack of the present disclosure includes a fan system positioned remotely from the prime mover of the vehicle. The fan system may include a fan and a pulley assembly having a plurality of pulleys and a belt. The pulley assembly may be driven by a connecting shaft that extends between the prime mover and the pulley assembly. In other embodiments, the connecting shaft is directly coupled to the fan. The prime mover may thereby drive the remotely positioned fan through the connecting shaft. In some embodiments, the pulley assembly is coupled to an alternator such that the alternator is also positioned remotely from the engine. According to an exemplary embodiment, the engine is positioned beneath and/or at least partially behind a front cabin of the vehicle and the fan system and/or alternator are positioned forward of the front cabin.

According to the exemplary embodiment shown inFIG. 1, a vehicle, shown as vehicle10, includes a chassis, shown as frame12, that supports a body assembly including a first portion, shown as front cabin20, and a second portion, shown as mission equipment30. As shown inFIG. 1, the mission equipment30is disposed behind the front cabin20. The frame12of the vehicle10engages a plurality of tractive assemblies, shown as front tractive assemblies40and rear tractive assemblies42. According to an exemplary embodiment, the vehicle10is a military ground vehicle. In other embodiments, the vehicle10is an off-road vehicle such as a utility task vehicle, a recreational off-highway vehicle, an all-terrain vehicle, a sport utility vehicle, and/or still another vehicle. In yet other embodiments, the vehicle10is another type of off-road vehicle such as mining, construction, and/or farming equipment. In still other embodiments, the vehicle10is an aerial truck, a rescue truck, an aircraft rescue and firefighting (ARFF) truck, a concrete mixer truck, a refuse truck, a commercial truck, a tanker, an ambulance, and/or still another vehicle.

According to an exemplary embodiment, the frame12defines a longitudinal axis. The longitudinal axis may be generally aligned with a frame rail of the frame12of the vehicle10(e.g., front-to-back, etc.). In some embodiments, the vehicle10includes a plurality of front tractive assemblies40and/or a plurality of rear tractive assemblies42(e.g., one, two, etc.). The front tractive assemblies40and/or the rear tractive assemblies42may include brakes (e.g., disc brakes, drum brakes, air brakes, etc.), gear reductions, steering components, wheel hubs, wheels, tires, and/or other features. As shown inFIG. 1, the front tractive assemblies40and the rear tractive assemblies42each include tractive elements, shown as wheel and tire assemblies44. In other embodiments, at least one of the front tractive assemblies40and the rear tractive assemblies42include a different type of tractive element (e.g., a track, etc.).

According to an exemplary embodiment, the front cabin20includes one or more doors, shown as doors22, that facilitate entering and exiting an interior of the front cabin20. The interior of the front cabin20may include a plurality of seats (e.g., two, three, four, five, etc.), vehicle controls, driving components (e.g., steering wheel, accelerator pedal, brake pedal, etc.), etc. As shown inFIG. 1, the vehicle includes a hood, shown as hood24, positioned in front of the front cabin20over the front tractive assemblies40. According to the exemplary embodiment shown inFIG. 1, the mission equipment30includes a cargo body configured to facilitate transporting various military equipment (e.g., medical supplies, ammunition, weapons, missiles, personnel, etc.). In other embodiments, the mission equipment30includes a truck bed or a flat bed. In some embodiments, the mission equipment30additionally or alternatively includes a boom lift. In another embodiment, the mission equipment30includes an at least partially enclosed troop transport cabin configured to facilitate transporting troops (e.g., eight, ten, twelve, twenty, etc.) with the vehicle10.

According to an exemplary embodiment, the vehicle10includes a powertrain system. The powertrain system may include a primary driver (e.g., an engine, a motor, etc.), shown as prime mover50, an energy generation device (e.g., a generator, etc.), and/or an energy storage device (e.g., a battery, capacitors, ultra-capacitors, etc.) electrically coupled to the energy generation device. As shown inFIG. 1, the prime mover50is coupled to the frame12of the vehicle10beneath and/or at least partially behind the front cabin20. In other embodiments, the prime mover50is otherwise positioned (e.g., underneath the hood24of the vehicle10, etc.). The prime mover50may receive fuel (e.g., gasoline, diesel, etc.) from a fuel tank and combust the fuel to generate mechanical energy. A transmission may receive the mechanical energy and provide an output to the generator. The generator may be configured to convert mechanical energy into electrical energy that may be stored by the energy storage device. The energy storage device may provide electrical energy to a motive driver to drive at least one of the front tractive assemblies40and the rear tractive assemblies42. In some embodiments, each of the front tractive assemblies40and/or the rear tractive assemblies42include an individual motive driver (e.g., a motor that is electrically coupled to the energy storage device, etc.) configured to facilitate independently driving each of the wheel and tire assemblies44. In some embodiments, a transmission of the vehicle10is rotationally coupled to the prime mover50, a transfer case assembly, and one or more drive shafts. The one or more drive shafts may be received by one or more differentials configured to convey the rotational energy of the drive shaft to a final drive (e.g., half-shafts coupled to the wheel and tire assemblies44, etc.). The final drive may then propel or moves the vehicle10. In such embodiments, the vehicle10may not include the generator and/or the energy storage device. The powertrain of the vehicle10may thereby be a hybrid powertrain or a non-hybrid powertrain. According to an exemplary embodiment, the prime mover50is a compression-ignition internal combustion engine that utilizes diesel fuel. In alternative embodiments, the prime mover50is another type of device (e.g., spark-ignition engine, fuel cell, electric motor, etc.) that is otherwise powered (e.g., with gasoline, compressed natural gas, hydrogen, electricity, etc.).

Cooling Pack Placement

According to the exemplary embodiment shown inFIGS. 2-6, the vehicle10include a cooling system, shown as cooling pack100. As shown inFIGS. 1-5, the cooling pack100is positioned forward of the front cabin20and the prime mover50such that an airgap (e.g., open space, a cab-tilt space, etc.), shown as airgap90, is formed between the cooling pack100, the frame12, the prime mover50, the hood24, and/or the front cabin20. As shown inFIGS. 2-6, the cooling pack100includes a heat exchanger, shown as radiator110; a cooling element, shown as fan120; a ring, shown as fan ring130; a shroud, shown as fan shroud140; and a plurality of fluid conduits, shown as coolant conduits150.

As shown inFIGS. 2-5, the radiator110is positioned at an end of the frame12, shown as front end18. The radiator110is coupled to the frame12by a first support structure, shown as A-arm support60. The A-arm support60includes a first member, shown as cross member62; a second member, shown as right A-arm64; and a third support member, shown as left A-arm66. As shown inFIG. 4, the right A-arm64is coupled to and extends from a first frame rail of the frame12, shown as right frame rail14. As shown inFIGS. 2 and 5, the left A-arm66is coupled to and extends from a second frame rail, shown as left frame rail16, of the frame12spaced from the right frame rail14. As shown inFIGS. 2 and 3, the cross member62extends between the right A-arm64and the left A-arm66.

As shown inFIGS. 2 and 3, the radiator110is positioned above (e.g., on top of, etc.) the right frame rail14and the left frame rail16of the frame12. In one embodiment, the radiator110is sized such that radiator110extends between the right frame rail14and the left frame rail16. According to the exemplary embodiment shown inFIG. 2, the radiator110is wider than the spacing between the right frame rail14and the left frame rail16(e.g., the radiator110extends beyond the right frame rail14and the left frame rail16, etc.). In other embodiments, the radiator110has a width equal to or less than the distance between the right frame rail14and the left frame rail16. According to an exemplary embodiment, the radiator110is configured to facilitate cooling a fluid or coolant (e.g., engine coolant, etc.) within the radiator110(e.g., through a heat exchange process with air flowing therethrough, etc.). As shown inFIGS. 2,4, and5, the coolant conduits150extend from the radiator110to the prime mover50to facilitate providing the coolant between the radiator110and the prime mover50(e.g., with a coolant pump, etc.).

As shown inFIGS. 4-6, the fan120is positioned behind and proximate the radiator110. According to an exemplary embodiment, the fan120is configured to draw air through the radiator110to cool the coolant within the radiator110. According to an exemplary embodiment, the fan120is coupled to a pulley assembly, and a drive shaft extends between the pulley assembly and a power take-off (“PTO”) of the prime mover50. The drive shaft and pulley assembly may be configured to facilitate remotely driving the fan120with the prime mover50. In other embodiments, the drive shaft is directly coupled to the fan120.

As shown inFIGS. 4 and 5, a second support structure, shown as fan support70, is positioned to couple the fan120to the frame12of the vehicle10. As shown inFIGS. 4-6, the fan support70includes a plurality of brackets, shown as arms74, the extend from the fan support70. The arms74are positioned to couple the fan ring130around the fan120. As shown inFIGS. 4 and 5, the fan shroud140is positioned between (i) the fan120and the fan ring130and (ii) the radiator110. According to an exemplary embodiment, the fan shroud140is supported by the fan support70.

As shown inFIG. 6, the fan120includes a plurality of tips or fins, shown as fan tips122, that are spaced a distance from the fan ring130(and the fan shroud140), shown as fan tip clearance124. According to an exemplary embodiment, the efficiency of the cooling pack100is based at least in part on the fan tip clearance124. By way of example, the smaller the fan tip clearance124is, the greater the efficiency of the cooling pack100may be. According to an exemplary embodiment, the arrangement of the cooling pack100facilitates minimizing the fan tip clearance124such that efficiency of the cooling pack100is increased. In traditional cooling pack arrangements, a fan is coupled to the engine and a shroud is coupled to a radiator (e.g., which is separately coupled to the chassis, etc.). Such an arrangement causes increased relative movement between the fan and the shroud (e.g., the fan moves with the engine under varying loading conditions, etc.). The increased relative movement forces a corresponding increase in the fan tip clearance to provide sufficient clearance for accommodating the increased relative movement therebetween, which disadvantageously decreases the efficiency of such a cooling pack. According to the exemplary embodiment shown inFIGS. 4-6, mounting the fan120, the fan ring130, and the fan shroud140together with a single support structure (i.e., the fan support70) proximate the radiator110minimizes relative movement between the fan120and the fan shroud140such that the fan tip clearance124may be minimized, which advantageously increases the efficiency of the cooling pack100.

Another advantage of the arrangement of the cooling pack100includes the positioning of the cooling pack100relative to the prime mover50such that the airgap90is formed therebetween. According to an exemplary embodiment, the airgap90facilitates increased cooling of the prime mover50and/or the radiator110. Traditional cooling system arrangements include a radiator and a fan immediately positioned in front of an engine under the hood of a vehicle. Such close positioning between the cooling system and the engine restricts the flow of the air through the fan (e.g., due to the close proximity of the fan to the engine, etc.). The cooling pack100of the present disclosure is advantageously positioned ahead of the prime mover50such that the flow of air through the fan120and pushed rearward of the cooling pack100is not restricted, but can freely flow into the airgap90, increasing the cooling capability of the cooling pack100(e.g., more air is drawn through the radiator110, increased airflow to the prime mover50, etc.).

According to an exemplary embodiment, the minimization of the fan tip clearance124and the formation of the airgap90between the cooling pack100and the prime mover50facilitate expelling increased thermal load/energy generated by the prime mover50. The arrangement of the cooling pack100therefore facilitates increasing the performance of the prime mover50(e.g., horsepower output, torque output, etc. thereof) by facilitating the tuning of the prime mover50for increased performance (e.g., which then generates increased thermal load during operation which is able to be removed by the cooling pack100, etc.).

Fan Drive Arrangement

According to the exemplary embodiment shown inFIGS. 7-11, the cooling pack100includes a fan system, shown as fan system200. It should be understood that the fan system200may be or include many of the components of the cooling pack100(e.g., the fan120, the fan ring130, the fan shroud140, etc.) described and shown herein in relation toFIGS. 2-6. As shown inFIGS. 7-11, the fan system200includes a plate, shown as support plate210; a first support member, shown as first pulley support220; a second support member, shown as second pulley support230; a pulley assembly supported by the first pulley support220and the second pulley support230; a cooling element (e.g., the fan120, etc.), shown as fan270, supported by the second pulley support230(e.g., the fan support70, etc.); and an energy generation device, shown as alternator290. In some embodiments, the fan system200does not include the alternator290. As shown inFIGS. 7-11, the pulley assembly includes a plurality of rotational members (e.g., pulleys, sheaves, wheels, etc.) including a first rotational member, shown as drive pulley250; a second rotational member, shown as fan pulley252; a third rotational member, shown as first intermediate pulley254; a fourth rotational member, shown as alternator pulley256; a fifth rotational member, shown as second intermediate pulley258; and a belt, shown as pulley belt260. In other embodiments, the pulley assembly does not include each of the drive pulley250, fan pulley252, the first intermediate pulley254, the alternator pulley256, and the second intermediate pulley258(e.g., the pulley assembly does not include at least one of the first intermediate pulley254, the alternator pulley256, and the second intermediate pulley258in embodiments where the fan system200does not include the alternator290, etc.).

As shown inFIGS. 7 and 9-11, the support plate210extends between a first frame rail of the frame12, shown as right frame rail14, and a second frame rail of the frame12spaced from the right frame rail14, shown as left frame rail16. As shown inFIGS. 7 and 9-11, the first pulley support220and the second pulley support230are coupled to and extend from the support plate210, coupling the pulley assembly and the fan270to the support plate210. According to an exemplary embodiment, the second pulley support230is a tubular member having a U-shape profile. According to the exemplary embodiment shown inFIGS. 7 and 9-11, the support plate210is positioned along the frame12such that the support plate210is proximate the front end18of the frame12and the vehicle10. According to an exemplary embodiment, the fan system200(e.g., the support plate210, the first pulley support220, the second pulley support230, the fan270, the pulley assembly, the alternator290, etc.) is positioned forward of the prime mover50and the front cabin20(e.g., under the hood of the vehicle10, etc.).

As shown inFIGS. 7,10, and 11, the first pulley support220includes a first interface, shown as drive interface222. As shown inFIG. 11, the drive interface222engages with (e.g., receives, etc.) a first shaft, shown as drive shaft240, configured to rotationally couple the drive pulley250to the first pulley support220. As shown inFIGS. 7 and 9-11, the first pulley support220extends upward from the support plate210such that the drive pulley250is elevated relative to the support plate210. As shown inFIGS. 7-11, the vehicle10includes a connector, shown as connecting shaft80, having a first end, shown as first end82, coupled to an prime mover interface, shown as prime mover power take-off (“PTO”)52, of the prime mover50, and an opposing second end, shown as second end84, coupled to the drive shaft240of the pulley assembly. The connecting shaft80is thereby positioned to extend between and couple the prime mover50to the fan system200. The connecting shaft80may be manufactured from steel, a composite material (e.g., carbon fiber, etc.), and/or still another material. According to an exemplary embodiment, the prime mover PTO52is connected to and driven by a crankshaft of the prime mover50. The crankshaft of the prime mover50may thereby directly drive the connecting shaft80and the drive pulley250. In other embodiments, the drive pulley250is replaced with the fan270such that the fan270is directly coupled to the second end84of the connecting shaft80such that the fan270is directly driven by the crankshaft of the prime mover50off of the prime mover PTO52.

As shown inFIGS. 7-11, the second pulley support230includes a second interface, shown as fan interface232; a third interface, shown as first intermediate interface234; a fourth interface, shown as alternator interface236; and a fifth interface, shown as second intermediate interface238. As shown inFIGS. 7,8, and 10, the fan interface232engages with (e.g., receives, etc.) a second shaft, shown as fan shaft242, configured to rotationally couple the fan pulley252and the fan270to the second pulley support230. As shown inFIGS. 7-11, the second pulley support230extends upward from the support plate210such that the fan pulley252and the fan270are elevated relative to the support plate210. According to an exemplary embodiment, the second pulley support230elevates the fan270such that the fan270is positioned substantially (e.g., completely, mostly, etc.) above the right frame rail14and the left frame rail16. In other embodiments, the fan270is at least partially disposed between the right frame rail14and the left frame rail16. Positioning the fan270above the frame12may provide additional space along the right frame rail14and the left frame rail16to position various auxiliary components of the vehicle10along the frame12. As shown inFIGS. 7-11, the fan system200includes a plurality of brackets (e.g., the arms74, etc.), shown as support arms274, that extend from the second pulley support230. According to an exemplary embodiment, the support arms274are configured to facilitate coupling a fan ring (e.g., the fan ring130, etc.) and/or a fan shroud (e.g., the fan shroud140, etc.) around the fan270.

As shown inFIGS. 7-11, the first intermediate interface234engages with (e.g., receives, etc.) a third shaft, shown as first intermediate shaft244, configured to rotationally couple the first intermediate pulley254to the second pulley support230. As shown inFIGS. 8, 9, and 11, the alternator interface236extends from the second pulley support230(e.g., away from the front end18, etc.) and engages with a bracket, shown as alternator bracket294. The alternator bracket294extends from the alternator interface236to the alternator290such that the alternator bracket294couples the alternator290to the alternator interface236. In some embodiments, the alternator290is additionally coupled to the support plate210(e.g., with brackets or pads on the bottom of the alternator290, etc.). As shown inFIG. 9, the alternator290includes an input, shown as input shaft292, that engages (e.g., receives, etc.) and rotationally couples the alternator pulley256to the alternator290. As shown inFIG. 11, the second intermediate interface238engages with an arm, shown as carrier arm259. The carrier arm259is configured to couple the second intermediate pulley258to the second intermediate interface238, offset relative to the second intermediate interface238. In other embodiments, the second intermediate pulley258is otherwise coupled to the second intermediate interface238(e.g., the second intermediate interface238engages with a second intermediate shaft configured to rotationally couple the second intermediate pulley258to the second pulley support230, etc.).

As shown inFIGS. 7-11, the pulley belt260is configured to couple the fan pulley252, the first intermediate pulley254, the alternator pulley256, and the second intermediate pulley258to the drive pulley250such that the crankshaft of the prime mover50drives the fan270(e.g., through the fan pulley252, to provide a cooling operation to a radiator of the vehicle10, etc.) and the alternator290(e.g., through the alternator pulley256, to generate electrical energy, etc.). According to an exemplary embodiment, the pulley belt260and the pulley assembly facilitate mounting the fan270in the most optimal position to increase the cooling capacity thereof.

According to an exemplary embodiment, the connecting shaft80facilitates remotely positioning the fan270and the alternator290ahead of the front cabin20towards the front end18of the frame12away from the prime mover50(e.g., which is positioned beneath and/or behind the front cabin20, etc.). Remotely positioning the alternator290ahead of the front cabin20may reduce the risk of contact between the alternator290and the front cabin20during a blast event (e.g., prevents the alternator290from becoming a projectile that engages with the front cabin20, etc.).

It should be noted that the terms “exemplary” and “example” as used herein to describe various embodiments is intended to indicate that such embodiments are possible examples, representations, and/or illustrations of possible embodiments (and such term is not intended to connote that such embodiments are necessarily extraordinary or superlative examples).