7099results about "Propulsion cooling" patented technology

A battery box housing a battery is mounted between left and right side frames extending in a longitudinal direction of a vehicle body so that the battery box is offset to a left side of the vehicle body, and an intake duct and an exhaust duct for cooling air for cooling the battery are connected to an end of the battery box on a right side of the vehicle body. Therefore, it is possible not only to protect the battery between the left and right frames from a shock caused upon a side collision, but also to ensure a space for disposition of the intake duct and the exhaust duct while ensuring a volume of the battery box to the maximum. Moreover, the battery box is connected at its left and right ends to the left and right side frames.

A straddle-type vehicle, or all terrain vehicle, has an engine located towards the rear of the vehicle such that a main portion of the engine, or power unit, is disposed beneath the seat. The fuel tank extends generally vertically beneath the steering member. The radiator is located at a rear portion of the vehicle rearwardly of the engine where it is protected from collisions and objects striking the front grille. A front storage compartment is also provided in the front portion of the vehicle. The vehicle also has a pivotally connected and removable seat for easy access to the engine. There is also a gap between the seat and the front wheel well through which the driver can pass his feet or where an optional container or auxiliary fuel tank can be secured.

An engine room for construction equipment is provided, which can minimize emission of noise generated in an engine room due to driving of an engine and a ventilating fan to an outside of the engine room by absorbing the noise through a noise trap, and can improve the cooling performance of corresponding components by smoothing inhalation / discharge of an external air to / from the airtight engine room. The engine room for construction equipment includes a radiator cooling water for cooling the engine, a muffler discharging an exhaust gas from an engine to the atmosphere, a first noise trap installed in an inlet port to absorb noise generated in the engine room and emitted to an outside, a second noise trap installed in an outlet port to absorb the noise generated in the engine room and emitted to the outside, a radiator fan inhaling the external air through the first noise trap and making the inhaled external air pass through the radiator and the circumference of the engine, a discharge fan discharging the air in the engine room to the outside through the second noise trap, and an outer wall forming an airtight space for accommodating therein the engine, the muffler, the radiator fan, the hydraulic pump, and the discharge fan that generate the noise.

An engine cooling system includes a first heat exchanger receiving a first fluid and a second heat exchanger receiving a second fluid. The second heat exchanger is located adjacent the first heat exchanger, thereby creating a stacked heat exchanger. The engine cooling system also includes a third heat exchanger receiving a third fluid. The third heat exchanger is located apart from the stacked heat exchanger. A venturi is located between the stacked heat exchanger and the third heat exchanger. An air mover is mounted to the venturi and located within the venturi. The air mover is configured to move air through the stacked heat exchanger and through the third heat exchanger. In a specific embodiment, the engine cooling system is incorporated into a vehicle, such as a skidder vehicle.

In a construction machine having an engine room and capable of efficiently collecting air flowing in the engine room, a heat exchanger provided at a first side of the engine, and a fan provided at the first side and rotating to generate around the engine a flow of cooling air, further includes an exhaust duct extending in a fan axial direction parallel with a rotation axis of the fan along the engine. The exhaust duct guides the flow of the air to collect the air flowing downstream of the fan in the fan axial direction, in a region extending in the fan axial direction, and discharges the air to an outside of the engine room.

In a power supply unit disposed below a floor behind a seat, battery modules are disposed in a lower position, and a DC / DC converter and a motor driving inverter are disposed side by side in a vehicle width direction above the battery modules. Thus, cooling air flowing from the front side to the rear side of a vehicle body is divided into upper and lower portions to cool in parallel the DC / DC converter and the motor driving inverter on the upper side and the battery modules on the lower side. Thus, it is possible to simplify a passage of the cooling air to reduce the size of the entire power supply unit, and improve mountability of the power supply unit on the vehicle body. Also, it is possible to apply low temperature cooling air, before heat exchange, to the battery module, the DC / DC converter, and the motor driving inverter.

A system for variable engine compartment ventilation in a slim and compact unit with components used in non-related industries. The system can have at least one bank of movable louvers rotatably mounted within a louver frame for guiding a flow of air into a vehicle engine compartment; a motor to rotate the louvers with a motor gear formed on an output shaft rotatably connected in parallel to at least one helix cable by a helix cable drive gear and a louver pinion gear integral with each louver engaging the helix cable along its length; and a control unit for operating the assembly of movable louvers in response to an output signal from a vehicle communication bus. The output signal of the vehicle communication bus can be in response to input from an engine coolant temperature sensor or a vehicle speed sensor.

A cooling device for a high voltage electrical unit for a motor of a vehicle, includes: an inverter for controlling the motor that drives the vehicle; an electrical energy storing device for supplying electrical energy to the motor via the inverter; a downverter for decreasing source voltage of the electrical energy storing device, the downverter, the inverter, and the electrical energy storing device disposed under a seat of the vehicle in a concentrated manner; a fan, disposed under the seat, for moving cooling air to the electrical energy storing device and the inverter; an air inlet disposed under the seat and at an end of the seat as viewed in a width direction of the vehicle; and an air outlet disposed under the seat and at the other end of the seat as viewed in a width direction of the vehicle.

Porous damping material (40) is attached to an entire inner circumference of the fan shroud (20) opposing to an end of a fan (4) and is exposed to opposing space without using conventional perforated metal. Accordingly, jet noise caused by strong swirl between the fan (4) and the fan shroud (20) can be damped by the damping material (40) and impulsive sound scarcely occurs. Thus, both of the impulsive sound and the jet noise can be effectively damped, thereby securely reducing noise. The pours member (401) constituting the porous damping material (40) is a die-molding product made by a die (150) having a cavity (153).

A cooling system for an engine transmission in a saddle type vehicle such as an all-terrain-vehicle. In one embodiment, the cooling system has an induction duct, connected to a belt case that houses a transmission, for inducting cooling air into the belt case. The system further includes a discharge duct connected to the belt case for exhausting the cooling air from the belt case, the discharge duct extending toward a rear fender of the vehicle. In addition, the system has an air exhaust aperture through which the cooling-air exits the discharge duct, the exhaust aperture located at an end of the discharge duct, the discharge duct generally forming an inverted "U" shape as viewed from a rear end of the vehicle, and the air exhaust aperture positioned so that the cooling air exiting the discharge duct does not directly strike the rear fender of the vehicle. The cooling system further has an induction box having a cooling-air induction port that allows the entrance of cooling-air into the induction box, the induction box being generally positioned in the transverse center of the vehicle, and the induction port being opened at a position near the bottom of a front fender of the vehicle.

An integrated assembly includes a bumper energy absorber section with crush lobes for abutting a bumper beam, an upper air shutter section with subassembled shutter members movable between closed and open positions, a first actuator mechanism for moving the shutter members between positions, an upper fascia support section with upper leg crush lobe therein above the upper air shutter section, a lower air shutter section with subassembled lower shutter members movable between closed and open positions, a second actuator mechanism for moving the lower shutter members between the positions; and a lower leg energy absorber section attached below the lower air shutter section and configured to abut (or replace) a face of a secondary pedestrian impact bar. The shutter members may be molded to a shutter frame using over molding technology rather than separately, manually assembled.

An active grille comprises a plurality of blades and an active material in operative communication with the blades. The active material is in operative communication with the blades and is operative to change at least one attribute in response to an activation signal, wherein fluid flow through the grille changes with the change in the at least one attribute of the active material. By way of example, in vehicle applications, the blades of a grille disposed in front of an engine compartment can be selectively positioned to provide increased airflow through the radiator due to increases in engine coolant temperature. As such, the active grille can be configured to improve vehicle fuel economy while maintaining proper engine cooling. An activation device, controller and sensors may be employed to further control the change in at least one feature of the active grille.