Vehicle engine cooling system and engineering vehicle

Abstract

The utility model provides a kind of vehicle engine heat dissipation system, including heat dissipation component, engine, temperature sensor and electric control component, heat dissipation component includes radiator, wind shield and electronic fan, electronic fan is installed on radiator by wind shield, and electronic fan is used to cool radiator;The cooling liquid outlet of radiator is connected with the cooling liquid inlet of engine by pipeline, and the cooling liquid outlet of engine is connected with the cooling liquid inlet of radiator by pipeline, temperature sensor is arranged on the pipeline between the cooling liquid outlet of engine and the cooling liquid inlet of radiator, and temperature sensor is used to detect the temperature of the cooling liquid entering radiator;Electric control component is electrically connected with electronic fan and temperature sensor respectively;Electric control component is used to control the operation of electronic fan according to the temperature of the cooling liquid detected by temperature sensor.The utility model further provides a kind of engineering vehicle.

Description

Technical Field

[0001] This utility model relates to the field of engine cooling technology, and in particular to a vehicle engine cooling system and an engineering vehicle. Background Technology

[0002] Off-highway wide-body dump trucks are specialized vehicles used in mining, large-scale infrastructure construction, and port transportation. Currently, the engine cooling system of an off-highway wide-body dump truck generally includes an engine, a silicone oil fan, and a radiator. The radiator is located on one side of the engine, and the silicone oil fan is positioned between the engine and the radiator, with the fan connected to the engine via a drive mechanism. When the engine is running, it rotates, driving the silicone oil fan to turn. The fan draws in cool air to cool the radiator, thereby cooling the coolant inside. The cooled coolant then enters the engine to further cool it.

[0003] However, the engine cooling system described above has strict requirements regarding the relative installation positions of the engine, silicone oil fan, and radiator, making installation inconvenient and limiting space allocation. Furthermore, since the silicone oil fan is driven by the engine, its speed is directly proportional to the engine speed. This means the airflow drawn by the silicone oil fan varies with the engine speed, potentially causing a mismatch between the fan's airflow and the system's cooling requirements. This can lead to insufficient cooling under certain operating conditions or unnecessary fuel consumption from the engine. Utility Model Content

[0004] The purpose of this invention is to provide a vehicle engine cooling system that is not only easy to install and has a more convenient spatial layout, but also reduces energy consumption while meeting the system's cooling requirements.

[0005] This utility model provides a vehicle engine cooling system, including a cooling component, an engine, a temperature sensor, and an electronic control component. The cooling component includes a radiator, a shroud, and at least one electric fan. The electric fan is mounted on the radiator through the shroud and is used to cool the radiator.

[0006] The coolant outlet of the radiator is connected to the coolant inlet of the engine via a pipe, and the coolant outlet of the engine is connected to the coolant inlet of the radiator via a pipe. The temperature sensor is installed on the pipe between the coolant outlet of the engine and the coolant inlet of the radiator, and the temperature sensor is used to detect the temperature of the coolant entering the radiator.

[0007] The electronic control component is electrically connected to the electronic fan and the temperature sensor respectively; the electronic control component is used to control the operation of the electronic fan according to the temperature of the coolant detected by the temperature sensor.

[0008] Furthermore, the electronic control component includes a control module and a power supply. The power supply is electrically connected to the electronic fan, and the control module is electrically connected to both the power supply and the temperature sensor. The control module is used to control the operation of the electronic fan based on the temperature of the coolant detected by the temperature sensor.

[0009] Furthermore, there are multiple electronic fans, which are sequentially arranged on the wind shield; the electronic control component is electrically connected to each of the multiple electronic fans, and the electronic control component can control each of the multiple electronic fans to operate independently.

[0010] Furthermore, multiple electronic fans are densely arranged on the wind shield.

[0011] Furthermore, the wind shield includes a main board portion and a side plate portion that bends and extends from the edge of the main board portion toward the heat sink, the side plate portion being fixedly connected to the heat sink; the main board portion and the side plate portion enclose a wind cavity, the main board portion is provided with air holes, and the electronic fan is fixedly disposed at the air holes on the main board portion.

[0012] Furthermore, the vehicle engine cooling system also includes a retarder, the engine's coolant outlet is connected to the retarder's coolant inlet via a pipe, the retarder's coolant outlet is connected to the radiator's coolant inlet via a pipe, and the temperature sensor is disposed on the pipe between the retarder's coolant outlet and the radiator's coolant inlet.

[0013] Furthermore, a thermostat is provided on the pipeline between the coolant outlet of the retarder and the coolant inlet of the radiator. The inlet of the thermostat is connected to the coolant outlet of the retarder, the first outlet of the thermostat is connected to the coolant inlet of the radiator, and the second outlet of the thermostat is connected to the coolant inlet of the engine.

[0014] Furthermore, the temperature sensor is integrated into the thermostat.

[0015] Furthermore, the vehicle engine cooling system also includes a coolant expansion tank for storing coolant, and the outlet of the coolant expansion tank is connected to the coolant outlet of the radiator.

[0016] This utility model also provides an engineering vehicle, including the vehicle engine cooling system described above.

[0017] The vehicle engine cooling system provided by this utility model, by setting up a cooling component, a temperature sensor, and an electronic control component, integrates the radiator, the electronic fan, and the radiator into one unit by mounting the electronic fan on the radiator through a shroud. The electronic fan is powered and controlled by the electronic control component, eliminating the need for a direct connection to the engine. This allows the cooling component to be installed anywhere beyond the engine's center, facilitating component installation, optimizing system layout, and improving component stress distribution, thus extending system lifespan. Furthermore, the electronic control component controls the electronic fan's operation based on the coolant temperature at the radiator inlet. This reduces power consumption by minimizing the fan's power consumption when the engine's own cooling capacity is sufficient, thereby reducing fuel consumption and ensuring stable system operation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the vehicle engine cooling system in an embodiment of the present invention.

[0019] Figure 2 This is a schematic diagram showing the electrical connection relationship between the temperature sensor, the electronic control component, and the electronic fan in an embodiment of this utility model.

[0020] Figure 3 This is a schematic diagram of the heat dissipation component in an embodiment of the present invention.

[0021] Figure 4 for Figure 3 A schematic diagram of the explosion structure. Detailed Implementation

[0022] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0023] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and claims of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0024] The directional terms such as "up," "down," "left," "right," "front," "back," "top," and "bottom" (if present) used in the specification and claims of this utility model are defined according to the position of the structures in the drawings and the relative positions of the structures, and are only for the purpose of clarity and convenience in expressing the technical solution. It should be understood that the use of directional terms should not limit the scope of protection claimed in this application.

[0025] Existing engine cooling systems for engineering vehicles typically include an engine, a silicone oil fan, and a radiator. The radiator is located on one side of the engine, and the silicone oil fan is positioned between the engine and the radiator, with the fan connected to the engine via a drive mechanism. When the engine is running, the engine rotates, driving the silicone oil fan to turn. The fan draws in cool air, which cools the radiator as it passes through it, thus cooling the coolant inside. The cooled coolant then enters the engine to further cool it.

[0026] However, the engine cooling system described above has the following drawbacks:

[0027] 1. To ensure the radiator's heat dissipation effect, the center of the radiator should be positioned approximately at the center of the silicone oil fan. The core plane of the radiator and the end face of the silicone oil fan should be parallel, and the distance between them is generally set at about 200mm. Moreover, the engine's mounting angle is generally between 3° and 5°, and the radiator's mounting angle also needs to be between 3° and 5°. This places strict requirements on the relative installation positions of the engine, silicone oil fan, and radiator, making installation inconvenient and limiting space. Usually, the frame and other parts need to be modified due to the radiator's installation position, which is not conducive to the overall stress of the system and affects the system's service life.

[0028] 2. Because the silicone oil fan is driven by the engine, its speed is directly proportional to the engine speed. This means the airflow drawn by the silicone oil fan varies with engine speed (it is not related to coolant temperature). This results in unstable airflow from the silicone oil fan, which may not match the system's cooling requirements. Consequently, it may fail to meet cooling needs under certain operating conditions or increase unnecessary engine fuel consumption. For example, when the engine is idling, the coolant temperature is low, and the engine's own cooling capacity is sufficient. However, the silicone oil fan continues to run alongside the engine, consuming some of its power and increasing unnecessary fuel consumption. Another example is when the vehicle is braking and in retarder mode (i.e., the retarder is operating). The engine is idling or in-cylinder braking, resulting in a lower engine speed and a lower silicone oil fan speed. This leads to insufficient airflow from the silicone oil fan, while the retarder's cooling requirements are high. This inadequate airflow can cause the retarder to overheat and disengage.

[0029] To solve the above problems, such as Figures 1 to 4As shown, the vehicle engine cooling system provided in this embodiment of the present invention includes a cooling assembly 1, an engine 2, a temperature sensor 5, and an electronic control assembly 6. The cooling assembly 1 is independent of the engine 2. The cooling assembly 1 includes a radiator 11, a shroud 12, and at least one electric fan 13. The electric fan 13 is fixedly mounted on the radiator 11 through the shroud 12. When the electric fan 13 is running, it is used to cool the radiator 11.

[0030] The coolant outlet 11B of the radiator 11 is connected to the coolant inlet 20A of the engine 2 via a pipe (not labeled in the figure). The coolant outlet 20B of the engine 2 is connected to the coolant inlet 11A of the radiator 11 via a pipe. The temperature sensor 5 is installed on the pipe between the coolant outlet 20B of the engine 2 and the coolant inlet 11A of the radiator 11 (that is, the temperature sensor 5 is installed on the coolant inlet pipe of the radiator 11). Figure 1 Temperature sensor 5 (not shown) is used to detect the temperature of the coolant entering the radiator 11, where the coolant is generally water.

[0031] The electronic control component 6 is electrically connected to the electric fan 13 and the temperature sensor 5. The electronic control component 6 is used to supply power to the electric fan 13, and at the same time, the electronic control component 6 is used to control the operation of the electric fan 13 according to the temperature of the coolant detected by the temperature sensor 5.

[0032] The vehicle engine cooling system provided in this embodiment of the utility model, by setting up a cooling component 1, a temperature sensor 5, and an electronic control component 6, integrates the electric fan 13 onto the radiator 11 via a shroud 12, thus integrating the radiator 11, shroud 12, and electric fan 13. Simultaneously, the electric fan 13 is powered and controlled by the electronic control component 6, eliminating the need for the fan to be connected to the engine 2. This allows the installation position of the cooling component 1 to be flexible, not limited to the center of the engine 2 (the cooling component 1 and engine 2 are independent of each other, and the cooling component 1 can be installed at a location far from the engine 2, only requiring consideration of the piping arrangement between the radiator 11 and the engine 2). This not only facilitates the installation of each component but also makes the system's spatial arrangement more convenient and reasonable, and the stress on the components more reasonable, which is beneficial to improving the system's service life. Furthermore, the electronic control component 6 controls the operation of the electric fan 13 based on the coolant temperature at the radiator 11 inlet. This reduces the power consumed by the fan when the engine 2's own heat dissipation is sufficient to meet the system's cooling requirements (e.g., when the engine is idling), thereby reducing the engine 2's fuel consumption (energy consumption) and ensuring stable system operation.

[0033] Furthermore, such as Figures 1 to 4As shown, in this embodiment, the vehicle engine cooling system further includes a retarder 4 (i.e., a hydraulic retarder). The retarder 4 is connected to the transmission 3, and the transmission 3 is connected to the engine 2 (the connection relationship between the retarder 4, transmission 3, and engine 2 can be found in the prior art and will not be described in detail here). The coolant outlet 20B of the engine 2 is connected to the coolant inlet 40A of the retarder 4 via a pipe, and the coolant outlet 40B of the retarder 4 is connected to the coolant inlet 11A of the radiator 11 via a pipe. The temperature sensor 5 is installed on the pipe between the coolant outlet 40B of the retarder 4 and the coolant inlet 11A of the radiator 11.

[0034] Specifically, when the vehicle engine cooling system is running, the electronic control component 6 controls the electric fan 13 to rotate. After rotating, the electric fan 13 draws in cold air, which cools the radiator 11 as it passes through it, thereby cooling the coolant inside the radiator 11 (of course, in other embodiments, the electric fan 13 can also cool the radiator 11 by blowing air). The cooled coolant flows out from the coolant outlet 11B of the radiator 11 and enters the engine 2 through the coolant inlet 20A of the engine 2 to cool the engine. The engine 2 is cooled down. At the same time, the engine 2 is equipped with a circulation pump (not shown in the figure). The coolant flows through the circulation pump, which can provide power for the circulation of the coolant. Then, the coolant flows out from the coolant outlet 20B of the engine 2 and enters the retarder 4 through the coolant inlet 40A to cool the retarder 4. Then, the coolant flows out from the coolant outlet 40B of the retarder 4 and enters the radiator 11 through the coolant inlet 11A to cool down again, so as to carry out circulation and heat dissipation.

[0035] Furthermore, such as Figures 1 to 4 As shown, in this embodiment, a thermostat 7 is provided on the pipeline between the coolant outlet 40B of the retarder 4 and the coolant inlet 11A of the radiator 11. The thermostat 7 has one inlet and two outlets. The inlet of the thermostat 7 is connected to the coolant outlet 40B of the retarder 4, the first outlet of the thermostat 7 is connected to the coolant inlet 11A of the radiator 11, and the second outlet of the thermostat 7 is connected to the coolant inlet 20A of the engine 2. Specifically, the second outlet of the thermostat 7 is connected to the pipeline between the coolant outlet 11B of the radiator 11 and the coolant inlet 20A of the engine 2.

[0036] Specifically, the thermostat 7 is an automatic temperature control device, specifically a valve that controls the flow path of the coolant. It typically contains a temperature-sensing component, enabling it to control the flow direction of the coolant based on its temperature. Specifically, in this embodiment, when the vehicle engine cooling system is running, if the cooling demand of the engine 2 and / or the retarder 4 is low, or if the engine 2 and / or the retarder 4's own heat dissipation is sufficient to meet the cooling demand, the thermostat 7 allows more (or all) of the coolant flowing from the retarder 4 to flow directly through its second outlet to the coolant inlet 20A of the engine 2, thereby reducing the flow of coolant to the radiator 11 and thus reducing the cooling efficiency of the coolant. Conversely, if the cooling demand of the engine 2 and / or the retarder 4 is high, the thermostat 7 allows more (or all) of the coolant flowing from the retarder 4 to flow directly through its first outlet to the coolant inlet 11A of the radiator 11, thereby increasing the flow of coolant to the radiator 11 and thus improving the cooling efficiency of the coolant.

[0037] Furthermore, in this embodiment, the temperature sensor 5 is integrated into the thermostat 7, meaning the thermostat 7 has its own temperature sensor 5, thus eliminating the need for an additional temperature sensor 5. Of course, in other embodiments, the temperature sensor 5 can also be set independently from the thermostat 7, in which case the temperature sensor 5 can be set on the inlet pipe or the outlet pipe of the thermostat 7.

[0038] Furthermore, such as Figure 1 As shown, in this embodiment, the vehicle engine cooling system further includes a coolant expansion tank 8 (specifically, an expansion tank). The coolant expansion tank 8 is used to store coolant, and its outlet is connected to the coolant outlet 11B of the radiator 11. The coolant expansion tank 8 is used to replenish coolant to the coolant circulation system and maintain the water pressure balance of the coolant circulation system. Specifically, in this embodiment, the outlet of the coolant expansion tank 8 is connected to the pipeline between the coolant outlet 11B of the radiator 11 and the coolant inlet 20A of the engine 2.

[0039] Furthermore, such as Figures 2 to 4 As shown, in this embodiment, the electronic control component 6 includes a control module 61 and a power supply 62. The power supply 62 includes a power battery and is electrically connected to the electronic fan 13. The control module 61 is electrically connected to both the power supply 62 and the temperature sensor 5. The power supply 62 supplies power to both the electronic fan 13 and the control module 61. Specifically, the control module 61 can be a PLC (Programmable Logic Controller), MCU (Microcontroller Unit), or other control elements. The control module 61 controls the operation of the electronic fan 13 based on the temperature of the coolant detected by the temperature sensor 5.

[0040] Specifically, in this embodiment, when the temperature sensor 5 detects that the coolant temperature is greater than or equal to a preset value, the control module 61 controls the power supply 62 to connect to the electronic fan 13, and the electronic fan 13 operates to cool the radiator 11; when the temperature sensor 5 detects that the coolant temperature is lower than the preset value, the control module 61 controls the power supply 62 to disconnect from the electronic fan 13, and the electronic fan 13 stops operating. Of course, in other embodiments, the control module 61 can also control the power output of the power supply 62 to the electronic fan 13 based on the coolant temperature detected by the temperature sensor 5, thereby controlling the airflow of the electronic fan 13. In this embodiment, the preset value is 80°C, that is, when the temperature sensor 5 detects that the coolant temperature is greater than or equal to 80°C, the control module 61 controls the power supply 62 to connect to the electronic fan 13, and the electronic fan 13 operates to cool the radiator 11; when the temperature sensor 5 detects that the coolant temperature is lower than 80°C, the control module 61 controls the power supply 62 to disconnect from the electronic fan 13, and the electronic fan 13 stops operating. In this way, the power consumed by the fan when the heat dissipation of the engine 2 itself can meet the heat dissipation requirements (such as when the engine is idling) is reduced, saving energy. Moreover, when the retarder 4 is working, the heat dissipation requirements of the retarder 4 are high and the speed of the engine 2 is low. The electric fan 13 can run continuously according to the temperature of the coolant, thereby ensuring the stable operation of the system (avoiding the high heat dissipation requirements of the retarder 4 but the fan not working or the air volume is small).

[0041] Furthermore, such as Figures 2 to 4 As shown, in this embodiment, there are multiple electronic fans 13, which are sequentially arranged on the shroud 12. The electronic control component 6 is electrically connected to each of the multiple electronic fans 13 (specifically, the power supply 62 is electrically connected to each of the multiple electronic fans 13). The electronic control component 6 (control module 61) can control the multiple electronic fans 13 to operate independently. By setting multiple electronic fans 13, on the one hand, the airflow can be increased, thereby improving the heat dissipation efficiency of the heat sink 11. On the other hand, since the multiple electronic fans 13 can operate independently, the electronic control component 6 can adjust the airflow of the electronic fans 13 by controlling the number and / or power of the electronic fans 13, thereby adjusting the heat dissipation efficiency of the heat sink 11.

[0042] Furthermore, such as Figure 3 and Figure 4As shown, in this embodiment, multiple electronic fans 13 are densely arranged on the air shield 12, that is, adjacent electronic fans 13 are arranged close to each other. On the one hand, this increases the number of electronic fans 13 within a fixed size of the air shield 12; on the other hand, it allows multiple electronic fans 13 to evenly dissipate heat from various parts of the heat sink 11, improving the cooling effect. In this embodiment, the air shield 12 has a rectangular structure, and multiple electronic fans 13 are arranged adjacently in multiple columns along the width direction of the air shield 12. Each column includes multiple electronic fans 13, and the multiple electronic fans 13 in each column are arranged adjacently along the length direction of the air shield 12. Of course, in other embodiments, the multiple electronic fans 13 can also be arranged at intervals.

[0043] Furthermore, such as Figure 3 and Figure 4 As shown, in this embodiment, the air shield 12 includes a main board portion 121 and a side plate portion 122 extending from the edge of the main board portion 121 toward the heat sink 11. The side plate portion 122 is fixedly connected to the heat sink 11 (specifically, by bolts). Specifically, in this embodiment, the main board portion 121 has a rectangular structure, and the side plate portion 122 is located on the four sides of the edge of the main board portion 121. The main board portion 121 and the side plate portion 122 enclose a wind cavity 123, which is located between the main board portion 121 and the heat sink 11. The main board portion 121 is provided with a vent 124, which communicates with the wind cavity 123. An electronic fan 13 is fixedly installed at the vent 124 on the main board portion 121 (specifically, the electronic fan 13 is fixed to the main board portion 121 by bolts), and the electronic fan 13 blocks the vent 124. Specifically, the motherboard 121 is provided with a plurality of vents 124 spaced apart, and a plurality of electronic fans 13 are respectively positioned at the respective vents 124. When the electronic fans 13 are running, they draw cool air into the air chamber 123. The cool air cools the heatsink 11 as it passes through it, and simultaneously exchanges heat with the heatsink 11 to become hot air. The hot air in the air chamber 123 is then discharged by the electronic fans 13. With this arrangement, the fan shield 12 not only provides a base for the installation of the electronic fans 13, but also acts as a concentrator, allowing the cool air to pass through the heatsink 11 in a concentrated manner for better heat dissipation and cooling.

[0044] This embodiment also provides an engineering vehicle, including the vehicle engine cooling system described above. The engineering vehicle includes, but is not limited to, off-highway wide-body dump trucks (specifically, hybrid off-highway wide-body dump trucks), tractor units, cranes, etc.

[0045] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A vehicle engine cooling system, characterized in that, The device includes a heat dissipation assembly (1), an engine (2), a temperature sensor (5), and an electronic control assembly (6). The heat dissipation assembly (1) includes a radiator (11), a shroud (12), and at least one electronic fan (13). The electronic fan (13) is mounted on the radiator (11) via the shroud (12) and is used to cool the radiator (11). The coolant outlet of the radiator (11) is connected to the coolant inlet of the engine (2) through a pipe. The coolant outlet of the engine (2) is connected to the coolant inlet of the radiator (11) through a pipe. The temperature sensor (5) is installed on the pipe between the coolant outlet of the engine (2) and the coolant inlet of the radiator (11). The temperature sensor (5) is used to detect the temperature of the coolant entering the radiator (11). The electronic control component (6) is electrically connected to the electronic fan (13) and the temperature sensor (5) respectively; the electronic control component (6) is used to control the operation of the electronic fan (13) according to the temperature of the coolant detected by the temperature sensor (5).

2. The vehicle engine cooling system as described in claim 1, characterized in that, The electronic control component (6) includes a control module (61) and a power supply (62). The power supply (62) is electrically connected to the electronic fan (13). The control module (61) is electrically connected to the power supply (62) and the temperature sensor (5). The control module (61) is used to control the operation of the electronic fan (13) according to the temperature of the coolant detected by the temperature sensor (5).

3. The vehicle engine cooling system as described in claim 1, characterized in that, The number of electronic fans (13) is multiple, and the multiple electronic fans (13) are arranged sequentially on the wind shield (12); the electronic control component (6) is electrically connected to the multiple electronic fans (13) respectively, and the electronic control component (6) can control the multiple electronic fans (13) to operate independently.

4. The vehicle engine cooling system as described in claim 3, characterized in that, Multiple electronic fans (13) are densely arranged on the wind shield (12).

5. The vehicle engine cooling system as described in claim 1, characterized in that, The wind shield (12) includes a main board (121) and a side plate (122) that bends and extends from the edge of the main board (121) toward the heat sink (11). The side plate (122) is fixedly connected to the heat sink (11). The main board (121) and the side plate (122) enclose a wind cavity (123). The main board (121) is provided with a wind hole (124). The electronic fan (13) is fixedly installed at the wind hole (124) on the main board (121).

6. The vehicle engine cooling system as described in claim 1, characterized in that, The vehicle engine cooling system also includes a retarder (4). The coolant outlet of the engine (2) is connected to the coolant inlet of the retarder (4) via a pipe. The coolant outlet of the retarder (4) is connected to the coolant inlet of the radiator (11) via a pipe. The temperature sensor (5) is located on the pipe between the coolant outlet of the retarder (4) and the coolant inlet of the radiator (11).

7. The vehicle engine cooling system as described in claim 6, characterized in that, A thermostat (7) is provided on the pipeline between the coolant outlet of the retarder (4) and the coolant inlet of the radiator (11). The inlet of the thermostat (7) is connected to the coolant outlet of the retarder (4), the first outlet of the thermostat (7) is connected to the coolant inlet of the radiator (11), and the second outlet of the thermostat (7) is connected to the coolant inlet of the engine (2).

8. The vehicle engine cooling system as described in claim 7, characterized in that, The temperature sensor (5) is integrated on the thermostat (7).

9. The vehicle engine cooling system as described in any one of claims 1-8, characterized in that, The vehicle engine cooling system also includes a coolant expansion tank (8), the outlet of which is connected to the coolant outlet of the radiator (11).

10. An engineering vehicle, characterized in that, Includes the vehicle engine cooling system as described in any one of claims 1-9.

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