CN114502403B - Cooling device for a motor vehicle - Google Patents

Abstract

The invention relates to a cooling device (2) for a motor vehicle (4), comprising an external air guide (12, 12') having at least one inlet (70 a, 86 a) on the front side of the vehicle and at least one outlet (70 b, 88) oriented transversely thereto, and a first air guide duct (70, 84) formed between said two air guide ducts, comprising a first heat exchanger (30, 92, 94, 96) and a radial fan (76) associated with the first heat exchanger.

Description

Cooling equipment for motor vehicles

Technical Field

The invention relates to a cooling device for a motor vehicle, in particular for a motor vehicle that is electrically driven or can be driven electrically. An electrically driven or can be driven electrically is understood here in particular to be an electric vehicle (battery vehicle) having an electric motor powered by a rechargeable battery or a hybrid vehicle having an electric motor and an internal combustion engine.

Background Art

The cooling system of an internal combustion engine, in particular an internal combustion engine of a motor vehicle, primarily removes the heat released to the combustion chamber or cylinder wall. Since excessively high temperatures can damage the engine, the internal combustion engine must be cooled. With few exceptions, modern internal combustion engines, in particular four-stroke engines in motor vehicles, are liquid-cooled, wherein a mixture of water, antifreeze and corrosion inhibitor is usually used as a coolant to maintain the operating temperature of the internal combustion engine and also for the operation of the air conditioning system.

The coolant in the pipes that are guided into the cooling network or the cooling components of the cooler must be cooled again so that the cooling air passes over the cooler fins that exchange heat with the coolant. Since the headwind used as cooling air is usually not sufficient for cooling, especially at low speeds of the motor vehicle, it is known, for example from DE 10 2013 006 499 U1, to arrange an axial fan on the radiator including cooling fins in the radiator frame. The axial fan, which is preferably driven by an electric motor, generates an additional air flow, wherein the radiator frame has several dynamic pressure flap openings that can be closed with dynamic pressure flaps. When the dynamic pressure flap is open and the vehicle speed is relatively high, a reduced cooling surface coverage and a large free flow area are achieved due to less obstruction, and thus an increased cooling capacity is achieved.

In the direction of travel, the axial fan is usually arranged after the cooling assembly of the cooler network or the cooler (heat exchanger). With the help of the fan impeller of the fan, air is sucked in through the cooler network and deflected to the internal combustion engine. If a condenser network of the liquefier of the air conditioning system is present in addition to the cooler network, the condenser network is usually arranged before the cooler network in the direction of the wind (air flow direction).

An electrically driven or electrically drivable vehicle or a motor vehicle driven or drivable by an electric motor, such as an electric vehicle or a hybrid vehicle, generally comprises an electric motor as an electric drive system, with which one or both axles can be driven. To supply electrical energy, the electric motor is generally connected to a vehicle-internal (high-voltage) battery as an electrical energy storage device. A battery is to be understood here and hereinafter as meaning, in particular, a rechargeable electrochemical secondary cell, such as a storage battery.

Such electric motors as electric drive machines generate relatively little waste heat during operation and therefore require only a low cooling capacity of the cooling device compared to internal combustion engines. However, in the case of electrically driven or electrically drivable motor vehicles, there is a further problem that the battery begins to deteriorate at high battery temperatures, for example above 45° C. This means that at such elevated temperatures, electrochemical reactions can occur in the battery which damage or completely destroy the battery.

To improve electric mobility, so-called rapid charging operation is often required in electric vehicles or hybrid vehicles, in which the battery inside the vehicle is charged in the shortest possible time. During this rapid charging process, relatively high currents occur, which leads to an increase in the battery temperature during the charging process.

The battery is usually charged when the vehicle is stationary, so that there is no oncoming wind for cooling. Therefore, in order to improve the cooling of the battery in (fast) charging mode, a cooling air flow through the heat exchanger can be generated, for example, by an axial fan. However, a disadvantage is that such axial fans lead to relatively high noise pollution.

Furthermore, conventional cooling devices have a relatively low cooling capacity during charging operation due to the lack of oncoming wind, which means that the charging current usually needs to be reduced after a certain charging time to avoid overheating and degradation of the battery, thereby disadvantageously increasing the charging time of the motor vehicle.

Summary of the invention

The object of the invention is to specify a particularly suitable cooling device for a motor vehicle.

This object is achieved according to the invention by a cooling device for a motor vehicle having an external air ducting section with two parallel air ducting channels, each of which has an inlet at the front of the vehicle, a heat exchanger, a cooler fan and an outlet oriented transversely to the respective inlet,

- wherein the cooler fans are arranged flow-wise downstream of the respective heat exchanger,

wherein the cooling fan of the first air guiding channel is designed as a radial fan and the cooling fan of the second air guiding channel is designed as an axial fan,

wherein the outlet of the first air guiding channel is oriented toward the vehicle windshield and the outlet of the second air guiding channel is oriented toward the underside of the vehicle, and

- wherein the outlets have diametrically opposite blowing directions.

The invention has advantageous embodiments and developments.

The cooling device according to the invention is provided for a motor vehicle and is suitable for and designed for this purpose. The cooling device has an external air guide for vehicle temperature control. The external air guide guides air outside the motor vehicle or ambient air into the structural space, in particular into the front engine space. The motor vehicle is in particular an electrically driven motor vehicle or an electrically driven motor vehicle, for example an electric vehicle or a hybrid vehicle. The motor vehicle here has an electric motor powered by a rechargeable battery, wherein the cooling device, also referred to below as a cooling module, is in particular provided for cooling the battery and/or the electric motor.

The conjunction “and/or” here and below is to be understood as meaning that the features connected by this conjunction can be designed together or can be designed as replacements for each other.

The external air guide has at least one inlet located at the front side of the vehicle and at least one outlet oriented transversely thereto, and a first air guide channel formed therebetween. The first heat exchanger and the radial fan assigned to the first heat exchanger are arranged in the first air guide channel. This achieves a particularly suitable cooling device.

Here and below, a radial fan or radial blower is to be understood as a cooler fan that draws in cooling air axially and delivers it radially after deflection (90° deflection). This means that a radial fan delivers (blows) outwards in a radial direction. Correspondingly, an axial fan is a cooler fan that draws in cooling air axially and delivers it axially.

Compared to axial fans, radial fans generate less noise. In particular, radial fans can achieve significantly reduced sound pressure levels at the same air output. This makes it possible to achieve a cooling device with reduced noise. In stationary motor vehicles where high heat removal is required, for example during a battery rapid charging process, the external air ducting has significantly lower air noise at the same air output compared to a conventional cooler fan module with an axial fan, for example 10 dB(A) lower than 70 to 80 dB(A). As a result, the noise generation of the cooling device (cooling module) is as low as possible, i.e. as noiseless (quiet) as possible, when the battery is charged.

Here, "axial" is understood to mean a direction parallel (coaxial) to the axis of rotation of the fan or fan wheel (axial direction), while "radial" is understood to mean a direction perpendicular to the axis of rotation of the fan (radial direction). The axis of rotation of the fan in turn runs in the longitudinal direction of the guide channel, i.e. approximately parallel to the direction of travel of the motor vehicle.

The improved spatial separation of the inlet and outlet regions also reduces or prevents (hot air) recirculation, so that the power requirement for the air volume flow is reduced. The inlet and outlet of the first air-guiding channel are preferably spaced as far apart from each other as possible, so that recirculation, i.e. the re-intake of heated air, is largely avoided. This ensures a high efficiency of the cooling device. For example, the outlet faces the windshield or wheel housing of the motor vehicle.

Furthermore, due to the set-back position in the region of the upwardly extending "hood", the cooling device has a particularly high potential for integrating a larger heat exchanger network. In addition, new design freedoms for the front section and better space utilization are achieved, taking into account the higher installation space requirements, etc. In particular, significant design potential for a "new vehicle look", i.e. a new vehicle front, is achieved.

In an advantageous embodiment, the external air duct has at least three controllable shutters.Thereby, the external air duct is suitable and arranged for achieving a centralized, preferably completely defined air duct from the inlet to the outlet.

Due to the shutters, the external air guide has three actively controllable openings, which enable the cooling air to be guided from the inlet to the outlet depending on the load situation. This improves the energy efficiency of the motor vehicle. In particular, the average drive power over the driving cycle is reduced, which is achieved in particular by constantly minimizing the driving resistance. For this purpose, the air share flowing around the vehicle is maximized, and only the air volume flow required for forced heat dissipation during driving flows into the subsystem external air guide. At a given air output, a higher heat dissipation capacity is achieved compared to an axial fan due to the higher utilization of the cooler components and due to the complete (more complete) flow formation in the fan.

In a preferred improvement, the external air guide has a second air guide channel, the second air guide channel has a second heat exchanger, and the second heat exchanger has an axial fan assigned to the second heat exchanger. Here, the heat exchanger is configured as a separate or mutually separate heat exchanger. In the case of the same loudness compared to the axial fan, the radial fan is preferably designed for a higher air output.

The heat exchangers are designed, for example, as a cooler network or cooling assembly, i.e., as a cooler, through which a coolant flows. The heat exchangers are connected, for example, to a common coolant circuit of a cooling system. This means that the heat exchangers are arranged in particular spatially separated from one another, but can be connected to one another in terms of coolant technology. The heat exchangers are arranged in particular side by side behind the inlet at the front of the vehicle.

The heat exchanger has a front side and a rear side relative to the direction of travel (X) of the motor vehicle, i.e., relative to the main direction of movement of the vehicle. The front side of the first heat exchanger here, for example, faces the radiator grille at the front of the vehicle, wherein the rear side of the heat exchanger faces the respective air guide channel and thus the respective radiator fan.

In the case of suitable installation, the radiator fan is arranged in the lower region of the motor vehicle, ie close to the ground, whereby the noise level during operation is further reduced.

In a suitable configuration, the second air guiding channel is arranged parallel to the first air guiding channel. In other words, the cooling device has two parallel air guiding channels, which are respectively led from the heat exchanger to the cooler fan. This means that the air flow is guided or can be guided by means of the air guiding channel between the heat exchanger and the respective cooler fan.

In terms of flow technology or flow dynamics, the cooler fan is arranged after the respective heat exchanger. In other words, the respective cooler fan is arranged after the respective cooler or heat exchanger along the air flow direction of the cooling air.

In a suitable embodiment, the respective outlets of the air guiding channels are arranged or oriented diametrically opposite, i.e. arranged or oriented opposite one another. In other words, the blowing directions of the two cooler fans are preferably oriented diametrically opposite one another. This reduces recirculation between the air guiding channels of the external air guide. In particular, the outlet of the first air guiding channel is oriented toward the vehicle windshield, while the outlet of the second air guiding channel is oriented toward the underside of the vehicle. This ensures the minimum possible recirculation of the heated exhaust gas.

An additional or further aspect of the invention provides that the axial fan and the second heat exchanger have a larger cross section than the radial fan and the first heat exchanger. The heat exchangers therefore preferably have different cross sections. The (second) heat exchanger with the larger cross section is hereby led to a cooler fan designed as an axial fan or axial fan, wherein the (first) heat exchanger with the smaller cross section is led to a cooler fan designed as a radial fan or radial fan.

The second air-guiding channel with the relatively large cross-section axial fan and the (second) heat exchanger has low pressure losses and is primarily used for cooling by utilizing the headwind while driving. The first air-guiding channel with the relatively small cross-section radial fan and the (first) heat exchanger has relatively high pressure losses (compared to the second air-guiding channel) and is preferably used for cooling the motor vehicle during (super) fast charging processes.

Preferably, at least one actively controllable opening or flap or shutter and/or further air duct is provided for each air-guiding duct.

This results in a cooling device that is particularly suitable for motor vehicles that are electrically driven or driven by an electric motor or can be driven electrically or by an electric motor. In particular, different flow paths for the guided air flow can be achieved by different air guidance, so that optimal cooling is achieved depending on the operating situation of the motor vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is explained in more detail below with reference to the accompanying drawings, wherein:

FIG. 1 shows in a schematic illustration a cooling device of a motor vehicle having a dual-flow external air ducting;

FIG. 2 shows an external air guide in a perspective illustration;

3a to 3c show the arrangement of a cooling device in a motor vehicle from different perspectives;

FIG. 4 shows a top view of an outer air guide in a second embodiment;

FIG. 5 shows a schematic top view of the external air duct with the flow path of the external air; and

FIG. 6 shows a schematic front view of the external air ducting system with the flow path of the external air.

In all the figures, corresponding parts and quantities are always provided with the same reference numerals.

DETAILED DESCRIPTION

FIG. 1 shows a cooling device 2 of a motor vehicle 4 ( FIGS. 3 a to 3 c ) in a schematic and simplified illustration. The motor vehicle 4 is in particular an electrically driven or electrically drivable motor vehicle, for example an electric vehicle or a hybrid vehicle, and has an electric motor traction drive 6 and a (high-voltage) battery 8 . The cooling device 2 is used here for vehicle temperature control, i.e. for temperature control of at least one passenger compartment or vehicle interior 10 of the motor vehicle 4 .

The cooling device 2 has an external air guide 12 and a circulation circuit system 14 connected thereto. The circulation circuit system 14 includes a primary circulation circuit 16 and a secondary circulation circuit system 18 connected thereto.

The primary circulation loop 16 is designed as a refrigerant circulation loop for a refrigerant, in particular for a natural refrigerant such as propane. For this purpose, the primary circulation loop 16 has an electronic expansion valve 20 and an electric refrigerant compressor 22 as well as two heat exchangers 24, 26. The refrigerant compressor 22 is designed, for example, as a scroll compressor and preferably has a cooling jacket 28, which is coupled to the secondary circulation loop system 18.

The refrigerant, in particular the gaseous refrigerant, is compressed (squeezed) by the refrigerant compressor 22, wherein the subsequent (high temperature) heat exchanger 24 works as a condenser or liquefier so that the refrigerant releases heat. Due to the pressure change, the refrigerant, in particular the liquid refrigerant, then expands through the expansion valve 20. In the subsequent (low temperature) heat exchanger 26, which acts as a cooler or evaporator, the refrigerant evaporates at a low temperature and absorbs heat.

The heat exchangers 24, 26 form an interface with the secondary circulation circuit system 16 designed as a coolant circulation circuit. The coolant of the secondary circulation circuit system 16 is, for example, water and/or glycol. The coolant line of the heat exchanger 24 is led to two heat exchangers 30, 32 designed as external heat transfer devices of the external air guide 12. The coolant is led from the heat exchangers 30, 32 to an electronic flow regulating mixing valve 34.

The secondary circulation loop system 18 has two coolant circulation loops 18a, 18b, one is a high-temperature or medium-temperature circulation loop 18a connected to the heat exchanger 24 and the other is a low-temperature circulation loop 18b connected to the heat exchanger 26. Correspondingly, the secondary circulation loop system 18 has two inflows 36, 38 and two return flows 40, 42. The inflow 36 is a high-temperature or medium-temperature inflow, wherein the return flow 40 is the relevant high-temperature or medium-temperature return flow of the coolant circulation loop 18a. The inflow 38 is correspondingly a low-temperature inflow, wherein the return flow 42 forms the relevant low-temperature return flow of the coolant circulation loop 18b. For this purpose, two coolant pumps 44, 46 are provided. The coolant pump 44 is constructed as an electric high-temperature or medium-temperature coolant pump, which transports the coolant from the return flow 40 to the heat exchanger 24. The coolant pump 46 is correspondingly designed as an electric low-temperature coolant pump which conveys the coolant from the return 42 in the direction of the heat exchanger 26 .

Devices or components of the motor vehicle 4 to be temperature-controlled are connected to the secondary circulation system 18 or to the inflow and return sections 36, 38, 40, 42. In addition to the traction drive 6 and the battery 8, in this exemplary embodiment, a coolant heat storage 48 as a thermal battery, a cooling heat exchanger 50 and a heating heat exchanger 52 and a surface temperature control element 54 for temperature control of the vehicle interior 10 are connected to the coolant circulation circuit.

The traction drive 6 has, for example, a braking resistor, an inverter and a charging device. The coolant heat storage 48, the battery 8 and the surface temperature control element 54 as well as the vehicle interior 10 preferably each have high-quality thermal insulation. The heat exchangers 50, 52 are preferably part of an air conditioning system (not shown in detail) of the motor vehicle 4 and are connected to a heating or air conditioning fan 56.

In order to connect the components 6, 8, 48, 50, 52 to the inflow and return parts 36, 38, 40, 42 of the secondary circulation loop system 18, a switching valve 58, in particular an electric double two-position three-way switching valve, is provided. The heating heat exchanger 52 is directly connected to the inflow and return parts 36, 40. An electronic flow control valve 60 is provided between the components 6, 8, 48, 50, 52 and the switching valve outlets directed to the return parts 40, 42, and at the outlet of the heating heat exchanger 52. The switching valve 58 and the flow control valve 60 are provided with reference numerals in the figure only as an example.

The coolant line of the battery 8 is connected to the cooling jacket 28 of the refrigerant compressor 22 via an electronic flow regulating mixing valve 62. An electric coolant mixing pump 64 is arranged between the coolant lines leading to the heat exchanger 26, through which coolant can be delivered to the battery 8 in particular to improve the cooling capacity, for example in charging operation or fast charging operation. When the coolant mixing pump 64 is working, this therefore results in a partial circulation loop for battery temperature control in particular. The electronic flow regulating valve 66 is arranged between the inflow section 36 and the return section 40.

The inlet and outlet coolant lines of the heat exchanger 24 are connected or can be connected via a controllable bypass line 67 which is arranged between the flow-regulating mixing valve 34 and the outlet of the coolant pump 44 .

The external air guide 12 has two parallel air guide channels 68, 70, which are guided from inlets 68a, 70a to outlets 68b, 70b, respectively. The inlets 68a, 70a can be released as required by actively controllable shutters 72. The heat exchanger 32 and the axial flow fan 74 arranged thereafter are arranged in the air guide channel 68. The air guide channel 70 has the heat exchanger 30 and the radial flow fan 76 arranged thereafter.

As can be seen in particular in FIGS. 2 and 3a to 3c, the external air guide 12 is arranged in a structural space 78 at the front of the vehicle, in particular in the area of the engine hood. The secondary circuit system 18 is designed here, for example, as a secondary compact module, wherein the compact module and the coolant heat accumulator 48 are preferably compatible with the structural space 78 in terms of structural space. The external air guide 12 forms two parallel, completely defined air guide channels 68, 70, which have an inlet 68a, 70a in the front end and have a far-spaced outlet 68b, 70b on the underside of the vehicle and in front of the windshield, which outlets have exactly opposite blowing directions 80, 82 for the recirculation of heated exhaust gas as little as possible.

The air guide channel 68 has an axial fan 74 and a heat exchanger 32, wherein the heat exchanger 32 has a relatively large cross section and relatively low pressure losses and is provided primarily for cooling with the headwind during driving. In particular, the headwind is used by the axial fan 74 to cool the traction drive 6. For this purpose, a relatively large, flat heat exchanger network with low pressure losses is provided. The axial fan 74 expediently has a relatively large volume flow and a low pressure difference.

The air guide channel 70 has a radial fan 76 and a heat exchanger 30, wherein the heat exchanger 30 has a relatively small cross section and a relatively high pressure loss and is provided primarily for cooling the stationary vehicle during ultra-fast/fast charging of the battery 8. For this purpose, a relatively small, deep heat exchanger network with a high pressure loss is provided. The radial fan 76 preferably has a large volume flow and a large pressure difference. The radial fan 76 is preferably designed for a higher air output at the same loudness compared to the axial fan 74.

The dual-channel or dual-flow external air duct 12 provides a spatial separation of the heated cooling air and the fresh air supply for the vehicle interior 10. Furthermore, additional heating of the vehicle interior 10 due to the intake of hot air at high ambient temperatures is avoided.

The second embodiment of the external air guide 12' is explained in more detail below with reference to FIGS. 4 to 6. The external air guide 12', in this embodiment in particular a single-channel or single-flow external air guide 12', has a fully defined air guide as an air guide channel 84 between three inlets 86a, 86b, 86c and an outlet 88, wherein the external air guide 12' preferably has four actively controllable openings or shutters 90a, 90b, 90c, 90d, an air guide channel and one or more heat exchangers 92, 94, 96 integrated into a component, which are oriented obliquely in the installation space as required. The air guide channel 84 has a radial fan 76, wherein the guidance of the cooling air from the inlets 86a, 86b, 86c to the outlet 88, i.e. the position of the shutters 90a, 90b, 90c, 90d, is regulated depending on the load. The flow or blowing direction of the cooling air or external air is schematically illustrated in FIGS. 5 and 6 by arrows.

The inlet 86a is arranged in the area of the radiator grille on the front side and can be closed and opened as required by means of a shutter 90a. The inlet 86b is oriented toward the windshield or the (vehicle) front window and can be closed by means of a shutter 90b. The inlet 86c is oriented toward the wheel housing and can be closed by means of a shutter 90c, wherein the outlet 88 leads into the opposite wheel housing. For this purpose, a diffuser 98 is provided for conducting the cooling air. The shutter 90d is arranged before the heat exchangers 92, 94, 96, i.e., between the inlets 86a, 86b, 86c and the heat exchangers 92, 94, 96. The heat exchanger 92 is designed as a refrigerant cooler, wherein the heat exchanger 94 is designed as a low-temperature coolant cooler and the heat exchanger 96 is designed as a high-temperature heat cooler.

At low vehicle speeds below 100 km/h (kilometers per hour), i.e. when there is not enough headwind for cooling, the shutter 90c of the inlet 86c is opened, the shutter 90b of the inlet 86b is closed, the shutter 90d before the heat exchangers 92, 94, 96 and the shutter 90a before the inlet 86a are opened, wherein the radial fan 76 is in active operation.

At high vehicle speeds above 100 km/h, ie when there is sufficient headwind for cooling, shutters 90 c and 90 b are closed, shutters 90 a and 90 d are open, and radial fan 76 is in passive operation.

When the battery 8 is charged and the motor vehicle 4 is stationary, there is no headwind. Here the shutter 90a is closed and the remaining shutters 90b, 90c, 90d are open, and the radial fan 76 is put into active operation.

The driving power averaged over the driving cycle is reduced by the external air guide 12 ′ by constantly minimizing the driving resistance. To this end, the air portion flowing around the vehicle is maximized and only the air volume flow required for forced cooling during driving flows into the subsystem external air guide 12 ′. For a given air output, a higher cooling capacity is achieved compared to an axial fan, in that a better utilization of the cooler components 92 , 94 , 96 is achieved due to the formation of a complete (more complete) flow in the radial fan 76 .

Due to the improved spatial separation of the inlet region and the outlet region, hot air recirculation is also reduced or prevented, so that the power requirement required for the air volume flow is reduced.

In particular, due to the setback position in the region of the upwardly extending "hood", the outer air guide 12 'has a high potential for integrating a larger heat exchanger network 92, 94, 96. This also creates new construction freedoms for the front part, including better space utilization.

The present invention is not limited to the above exemplary embodiments. On the contrary, those skilled in the art can also derive other variants of the present invention without departing from the subject matter of the present invention. In particular, all the individual features described in conjunction with the embodiments can also be combined with each other in other ways without departing from the subject matter of the present invention.

List of reference numbers

2 Cooling equipment

4 Motor vehicles

6 Traction drive

8. Battery

10 Vehicle interior space

12, 12' external air guide

14. Circulation loop system

16 Main circulation loop

18-cycle loop system

18a, 18b Coolant circulation loop

20 Expansion valve

22 Refrigerant compressor

24, 26 Heat exchanger

28 Cooling Jacket

30, 32 Heat exchanger

34 Flow Control Mixing Valve

36, 38 Raiyu

40, 42 Reflux

44, 46 Coolant pump

48 Coolant heat accumulator

50 Cooling heat exchanger

52 Heating Heat Exchanger

54 Surface temperature control element

56 Air conditioning fan

58 Switching valve

60 Flow Control Valve

62 Flow Control Mixing Valve

64 Coolant mixing pump

66 Flow Control Valve

67 Bypass line

68 Air guide channel

68a Entrance

68b Exit

70 Air guide channel

70a Entrance

70b Exit

72 Shutters

74 Axial fan

76 Radial Fan

78 Structural Space

80, 82 Blowing direction

84 Air guide channel

Entrance 86a, 86b, 86c

88 Exit

90a, 90b, 90c, 90d Venetian blinds

92, 94, 96 Heat Exchanger

98 Diffuser

Claims (3)

1. A cooling device (2) for a motor vehicle (4) has an external air guide (12) with two parallel air guide channels (68, 70) which each have an inlet (68 a, 70 a) on the front side of the vehicle, a heat exchanger (32, 30), a cooler fan (74, 76) and an outlet (68 b, 70 b) oriented transversely to the respective inlet (68 a, 70 a),

Wherein the cooler fans (74, 76) are arranged flow-technically after the respective heat exchanger (30, 32),

Wherein the cooler fan (76) of the first air guide channel (70) is embodied as a radial fan and the cooler fan (74) of the second air guide channel (68) is embodied as an axial fan,

-Wherein the outlet (70 b) of the first air guiding channel (70) is oriented towards the vehicle windscreen and the outlet (68 b) of the second air guiding channel (68) is oriented towards the vehicle underside, and

-Wherein the outlets (68 b, 70 b) have diametrically opposed blowing directions (80, 82).

2. The cooling device (2) according to claim 1,

It is characterized in that the method comprises the steps of,

The outside air guide (12) has at least three controllable louvers (90 a, 90b, 90c, 90 d).

3. The cooling device (2) according to claim 1 or 2,

It is characterized in that the method comprises the steps of,

The second heat exchanger (32) of the axial fan (74) and the second air guiding channel (68) has a larger cross section than the first heat exchanger (30) of the radial fan (76) and the first air guiding channel (70).