A heat dissipation device for an electric vehicle

Abstract

This application relates to a cooling device for an electric vehicle, comprising: a water pump having a water pump inlet and a water pump outlet, the water pump outlet being connected to the motor inlet; a first heat sink having a first heat dissipation channel, the motor outlet being connected to the inlet of the first heat dissipation channel; and a second heat sink being disposed opposite to the first heat sink and located on both sides of the water-cooled motor, the second heat sink having a second heat dissipation channel, the outlet of the first heat dissipation channel being connected to the inlet of the second heat dissipation channel, and the outlet of the second heat dissipation channel being connected to the water pump inlet. The first and second heat sinks are directly disposed on the left and right sides of the water-cooled motor, resulting in a shorter coolant circulation path, less pipe blockage, and better cooling effect.

Description

Technical Field

[0001] This application relates to the field of electric vehicle cooling equipment, and in particular to an electric vehicle cooling device. Background Technology

[0002] Currently, two-wheeled electric vehicles are widely used in all aspects of life. Generally, the water-cooled motor of a two-wheeled electric vehicle is located in the middle and rear part of the vehicle body and is fixed with the rear horizontal fork rocker arm, and is covered by a shell.

[0003] During operation, the water-cooled motor of a two-wheeled electric vehicle generates a large amount of heat. To better dissipate heat, a water-cooled heat sink needs to be installed at the front of the vehicle. The coolant circulates inside the water-cooled motor and absorbs the heat generated by the motor. The heated coolant then flows through water pipes and a water pump to the water-cooled heat sink at the front of the vehicle, where it uses air convection to release heat and carry it away. However, since the water-cooled heat sink is installed at the front of the vehicle, it not only occupies space and affects the aesthetics, but it is also far from the water-cooled motor, resulting in an excessively long coolant flow path and poor cooling effect. Application content

[0004] The purpose of this application is to provide a heat dissipation device for electric vehicles, which has the characteristics of good cooling effect and good applicability.

[0005] To achieve the above objectives, this application adopts the following technical solution: A cooling device for electric vehicles, used to dissipate heat from a water-cooled motor, the water-cooled motor having a motor inlet and a motor outlet, characterized in that it comprises: A water pump has a water pump inlet and a water pump outlet, wherein the water pump outlet is connected to the motor inlet. The first heat sink has a first heat dissipation channel, and the motor outlet is connected to the inlet of the first heat dissipation channel; The second heat sink is arranged opposite to the first heat sink and is located on both sides of the water-cooled motor. The second heat sink has a second heat dissipation channel. The outlet of the first heat dissipation channel is connected to the inlet of the second heat dissipation channel, and the outlet of the second heat dissipation channel is connected to the inlet of the water pump.

[0006] Preferably, both the first heat sink and the second heat sink have a first windward surface and a plurality of first windward plates disposed on the first windward surface. The first windward surface is disposed at an angle to the vertical direction, and each of the first windward plates is arranged at intervals along the left and right sides.

[0007] Preferably, both the first heat sink and the second heat sink have a second windward surface, the second windward surface is located below the first windward surface, and the area of ​​the second windward surface is smaller than the area of ​​the first windward surface; the second windward surface is inclined vertically downward; the lower end of the first windward plate extends to the second windward surface and is flush with the second windward surface.

[0008] Preferably, both the first heat sink and the second heat sink have a first heat dissipation surface and a plurality of first heat sinks disposed on the first heat dissipation surface, with each first heat sink arranged at intervals along the upper and lower sides; the front end of the first heat sink extends to the first windward surface, and the rear end of the first heat sink is flush with the rear end of the first heat dissipation surface.

[0009] Preferably, along the rearward direction, the area of ​​the first heat dissipation surface gradually decreases, and the height of the first heat dissipation surface and the first heat sink gradually decreases.

[0010] Preferably, both the first heat sink and the second heat sink have a second heat dissipation surface and a plurality of second heat dissipation fins disposed on the second heat dissipation surface. The second heat dissipation surface is located below the first heat dissipation surface, and each of the second heat dissipation fins is arranged in multiple rows and columns.

[0011] Preferably, along the rearward direction, the area of ​​the second heat dissipation surface gradually decreases, and the height of the second heat dissipation surface and the second heat sink gradually decreases.

[0012] Preferably, both the first heat sink and the second heat sink have a third heat sink surface and a plurality of third heat sinks disposed on the third heat sink surface. The third heat sink surface is located below the second heat sink surface, and each of the third heat sinks is arranged at intervals along the upper and lower sides. The front end of each third heat sink extends to the second windward surface, and the rear end of each third heat sink is flush with the rear end of the third heat sink surface. Along the rearward direction, the area of ​​the third heat dissipation surface gradually decreases, and the height of the third heat dissipation surface and the third heat sink gradually decreases.

[0013] Preferably, along the rearward direction, the thickness of the first heat sink and the second heat sink gradually decreases on the left and right sides.

[0014] Preferably, the first heat sink has a first heat dissipation channel on the side facing the second heat sink, and the second heat sink has a second heat dissipation channel on the side facing the first heat sink. The electric vehicle cooling device further includes a first cover plate and a second cover plate. The first cover plate is sealed over the first cooling channel, and the second cover plate is sealed over the second cooling channel.

[0015] Compared with the prior art, the beneficial effects of this application are as follows: The electric vehicle cooling device provided in the above technical solution involves a water-cooled motor generating a large amount of heat. The coolant absorbs this heat and enters the first cooling channel of the first heat sink 3 through a pipe from the motor outlet. The coolant transfers heat to the first heat sink, which then contacts the air and dissipates the heat, achieving the first stage of cooling. Next, the coolant enters the second cooling channel of the second heat sink through a pipe, transferring heat to the second heat sink. The second heat sink then contacts the air and dissipates the heat, achieving the second stage of cooling. After these two cooling processes, the coolant temperature is lower, and it then re-enters the water-cooled motor through pipes and a water pump for a new cycle. Because the first and second heat sinks are directly located on the left and right sides of the water-cooled motor, the coolant circulation path is short, the pipes are less prone to clogging, and the cooling effect is good. Attached Figure Description

[0016] Figure 1 This is an assembly diagram of the electric vehicle cooling device provided in an embodiment of this application; Figure 2 An exploded view of the electric vehicle cooling device provided in the embodiments of this application; Figure 3 A perspective view of the second heat sink provided in an embodiment of this application; Figure 4 A schematic diagram of the left side of the second heat sink provided in an embodiment of this application; Figure 5 A top view of the second heat sink provided in an embodiment of this application; Figure 6 A schematic diagram of the right side of the second heat sink provided in an embodiment of this application; Figure 7 This is a schematic diagram of the assembly of the electric vehicle cooling device and the electric vehicle provided in the embodiments of this application.

[0017] 1. Water-cooled motor; 11. Motor inlet; 12. Motor outlet; 2. Water pump; 21. Water pump inlet; 22. Water pump outlet; 3. First heat sink; 31. First heat dissipation channel; 32. First windward surface; 33. First windward fin; 34. Second windward surface; 35. First heat dissipation surface; 36. First heat dissipation fin; 37. Second heat dissipation surface; 38. Second heat dissipation fin; 39. Third heat dissipation surface; 391. Third heat dissipation fin; 4. Second heat sink; 41. Second heat dissipation channel; 5. First cover plate; 6. Second cover plate. Detailed Implementation

[0018] The present application will now be described in more detail with reference to the accompanying drawings. It should be noted that the description of the present application with reference to the accompanying drawings is merely illustrative and not restrictive. Various different embodiments can be combined with each other to form other embodiments not shown in the following description.

[0019] For ease of description, the direction of forward movement of the two-wheeled electric vehicle is defined as the front side, the direction away from the forward movement of the two-wheeled electric vehicle is defined as the rear side, the direction to the left of the driver of the two-wheeled electric vehicle is defined as the left side, the direction to the right of the driver of the two-wheeled electric vehicle is defined as the right side, the vertical upward direction is defined as the top side, and the vertical downward direction is defined as the bottom side.

[0020] Please see Figures 1 to 7 This application provides a cooling device for an electric vehicle, used to dissipate heat from a water-cooled motor 1, including a water pump 2, a first heat sink 3, a second heat sink 4, a first cover plate 5, and a second cover plate 6. The water-cooled motor 1 is fixed to the inner wall of the rear swingarm, the first heat sink 3 is fixed to the outer wall of the right side of the rear swingarm, the second heat sink 4 is fixed to the outer wall of the left side of the rear swingarm, and the water pump 2 is directly fixed to the water-cooled motor 1.

[0021] Specifically, the water-cooled motor 1 has a motor inlet 11 and a motor outlet 12, the water pump 2 has a water pump inlet 21 and a water pump outlet 22, and the water pump outlet 22 is connected to the motor inlet 11; the first heat sink 3 has a first heat dissipation channel 31, and the motor outlet 12 is connected to the inlet of the first heat dissipation channel 31; the second heat sink 4 is symmetrically arranged with the first heat sink 3 and is located on the left and right sides of the water-cooled motor 1 respectively, the second heat sink 4 has a second heat dissipation channel 41, the outlet of the first heat dissipation channel 31 is connected to the inlet of the second heat dissipation channel 41, and the outlet of the second heat dissipation channel 41 is connected to the water pump inlet 21.

[0022] It is conceivable that the water-cooled motor 1 generates a large amount of heat during operation. After absorbing the heat, the coolant enters the first heat dissipation channel 31 of the first heat sink 3 through the pipe from the motor outlet 12. The coolant transfers the heat to the first heat sink 3, which then contacts the air and dissipates the heat through the air, thus achieving the first heat dissipation. Next, the coolant enters the second heat dissipation channel 41 of the second heat sink 4 through the pipe, transferring the heat to the second heat sink 4. The second heat sink 4 then contacts the air and dissipates the heat through the air, thus achieving the second heat dissipation. After the two heat dissipations, the coolant temperature is already low, and it then re-enters the water-cooled motor 1 through the pipe and water pump 2 for a new cycle.

[0023] The first heat sink 3 and the second heat sink 4 are arranged opposite to each other. Preferably, the first heat sink 3 and the second heat sink 4 are arranged symmetrically along the left and right sides, and their structures are symmetrical and equal. The second heat sink 4 will be used as an example for explanation.

[0024] The second heat sink 4 has a first windward surface 32 facing forward. The first windward surface 32 is set at an angle to the vertical direction. Preferably, the first windward surface 32 is set vertically upward and tilted towards the rear, which can reduce the wind resistance encountered when riding the electric vehicle. After the airflow hits the first windward surface 32, it will flow obliquely upward along the first windward surface 32, making the airflow more stable and simultaneously carrying away the heat emitted by the first windward surface 32.

[0025] To further improve heat dissipation efficiency, a plurality of first air-facing fins 33 are protruding from the first air-facing surface 32, and the first air-facing fins 33 are arranged at intervals along the left and right sides. A groove is formed between adjacent first air-facing fins 33, so that the airflow not only flows along the surface of the first air-facing fins 33, but also enters the groove, thereby greatly increasing the contact area with the airflow and thus achieving a better heat dissipation effect.

[0026] In addition, the distance between adjacent first air-facing plates 33 in this application is 5-8 mm. This distance can ensure that there are a sufficient number of first air-facing plates 33 to achieve the heat dissipation effect, and it is also easy to process.

[0027] It is conceivable that when a two-wheeled electric vehicle is in motion, the airflow impacts the first windward surface 32, and the airflow will flow diagonally upward. At the same time, the airflow will exert downward pressure on the first windward surface 32. This pressure will be applied to the vehicle body through the rear horizontal fork rocker arm, and the vehicle body will bear the pressure from top to bottom, thus making the vehicle body more stable when moving.

[0028] The second heat sink 4 also has a second windward surface 34 facing forward. The second windward surface 34 is located below the first windward surface 32. The second windward surface 34 is inclined downward and backward, which can reduce the resistance of the second windward surface 34. The airflow will flow downward along the second windward surface 34, thereby carrying away the heat emitted by the second windward surface 34.

[0029] The area of ​​the second windward surface 34 is smaller than that of the first windward surface 32. Therefore, the wind resistance experienced by the second windward surface 34 is smaller. That is, the upward pressure experienced by the second windward surface 34 is less than the downward pressure experienced by the first windward surface 32. Therefore, the second windward surface 34 will not affect the stability of the two-wheeled electric vehicle during normal driving, and the second windward surface 34 can further enhance the heat dissipation effect.

[0030] The lower end of the first wind-facing slab 33 extends to and is flush with the second wind-facing surface 34. At this time, the length of the first wind-facing slab 33 is at its maximum, which can further increase the contact area with the airflow and thus enhance the heat dissipation effect. In addition, the lower end of the first wind-facing slab 33 and the second wind-facing surface 34 are in the same direction of inclination, so that part of the airflow flows obliquely downward along the lower end of the first wind-facing slab 33 and the second wind-facing surface 34, and part of the airflow flows along the groove between the two first wind-facing slabs 33. The airflow path is clear and stable.

[0031] The second heat sink 4 has a first heat dissipation surface 35 and a plurality of first heat dissipation fins 36 disposed on the first heat dissipation surface 35. The first heat dissipation fins 36 are arranged at intervals along the upper and lower sides, and grooves are formed between adjacent first heat dissipation fins 36. Airflow can flow along the surface of the first heat dissipation fins 36 and the grooves. The airflow is stable, and there is a large contact area between the airflow and the first heat dissipation fins 36 and the first heat dissipation surface 35, thereby achieving a good heat dissipation effect.

[0032] The front end of the first heat sink 36 extends to the first airflow surface 32, and the rear end of the first heat sink 36 is flush with the rear end of the first heat dissipation surface 35. This gives the first heat sink 36 the maximum length, which can increase the contact area between the first heat sink 36 and the airflow, thereby further enhancing the heat dissipation effect.

[0033] Importantly, the area of ​​the first heat dissipation surface 35 gradually decreases along the rearward direction, which makes the contact between the airflow and the first heat dissipation fin 36 more compact when the airflow flows along the rearward direction, thereby enhancing the heat dissipation effect.

[0034] In addition, along the rearward direction, the height of the first heat dissipation surface 35 and the first heat dissipation fin 36 gradually decreases, that is, the front part of the first heat dissipation surface 35 and the first heat dissipation fin 36 is higher and the rear part is lower. The first heat dissipation surface 35 and the first heat dissipation fin 36 are set at an angle to the horizontal direction. This causes the airflow in the groove to change from flowing horizontally to flowing obliquely downward when it flows along the rearward direction. The change in airflow direction ensures that all airflow will be in close contact with the upper wall of the groove, thereby enhancing the heat dissipation effect.

[0035] Compared to horizontally arranged heat dissipation fins and grooves, airflow flows backward in a horizontal direction. This may cause the airflow in the center to never come into contact with the heat dissipation fins, resulting in poor heat dissipation. This application can enhance the contact between the airflow and the first heat dissipation fin 36, thereby enhancing the heat dissipation effect.

[0036] In addition, since the front part of the first heat dissipation surface 35 and the rear part of the first heat dissipation fin 36 are higher and the airflow will exert an upward pressure on the first heat dissipation fin 36. This pressure can be offset by the downward pressure on the first windward surface 32, so it will not affect the stability of the two-wheeled electric vehicle.

[0037] The second heat sink 4 also has a second heat dissipation surface 37 facing the left side, and a plurality of second heat dissipation fins 38 disposed on the second heat dissipation surface 37. The second heat dissipation surface 37 is located below the first heat dissipation surface 35, and the second heat dissipation fins 38 are arranged in multiple rows and columns.

[0038] Along the rearward direction, the area of ​​the second heat dissipation surface 37 gradually decreases, which makes the contact between the airflow and the second heat dissipation fin 38 more compact when the airflow flows along the rearward direction, thereby enhancing the heat dissipation effect.

[0039] Furthermore, along the rearward direction, the height of the second heat dissipation surface 37 and the second heat dissipation fin 38 gradually decreases. In addition, the front part of the second heat dissipation surface 37 and the second heat dissipation fin 38 is higher and the rear part is lower. The second heat dissipation surface 37 and the second heat dissipation fin 38 are set at an angle to the horizontal direction. This causes the airflow in the groove to change from flowing horizontally to flowing obliquely downward when it flows along the rearward direction. The change in airflow direction ensures that all airflow will be in close contact with the upper wall of the groove, thereby enhancing the heat dissipation effect.

[0040] In addition, since the front part of the second heat dissipation surface 37 and the rear part of the second heat dissipation fin 38 are higher and the airflow will exert an upward pressure on the second heat dissipation fin 38. This pressure can be offset by the downward pressure on the first windward surface 32, so it will not affect the stability of the two-wheeled electric vehicle.

[0041] It should be noted that the second heat sink 38 is arranged in multiple rows and columns. Firstly, this can enhance the aesthetics, and secondly, it can enhance the airflow between the various second heat sinks 38, thereby improving the heat dissipation effect.

[0042] The second heat sink 4 also has a third heat dissipation surface 39 facing the left side, and a plurality of third heat dissipation fins 391 disposed on the third heat dissipation surface 39. The third heat dissipation surface 39 is located below the second heat dissipation surface 37. The third heat dissipation fins 391 are arranged at intervals along the vertical direction. A groove is formed between adjacent third heat dissipation fins 391. Airflow can flow along the surface of the third heat dissipation fins 391 and the groove. The airflow is stable, and there is a large contact area between the airflow and the third heat dissipation fins 391 and the third heat dissipation surface 39, thereby achieving a good heat dissipation effect.

[0043] The front end of the third heat sink 391 extends to the second air-facing surface 34, and the rear end of the third heat sink 391 is flush with the rear end of the third heat dissipation surface 39. This gives the third heat sink 391 the maximum length, which can increase the contact area between the third heat sink 391 and the airflow, thereby further enhancing the heat dissipation effect.

[0044] Along the rearward direction, the area of ​​the third heat dissipation surface 39 gradually decreases, which makes the contact between the airflow and the third heat dissipation fin 391 more compact when the airflow flows along the rearward direction, thereby enhancing the heat dissipation effect.

[0045] In addition, along the rearward direction, the height of the third heat dissipation surface 39 and the third heat dissipation fin 391 gradually decreases, that is, the front part of the third heat dissipation surface 39 and the third heat dissipation fin 391 is higher and the rear part is lower. The height of the third heat dissipation surface 39 and the third heat dissipation fin 391 gradually decreases and is set at an angle with the horizontal direction. This causes the airflow in the groove to change from horizontal flow to oblique downward flow when it flows along the rearward direction. The change in airflow direction ensures that all airflow will be in close contact with the upper wall of the groove, thereby enhancing the heat dissipation effect.

[0046] Please see Figure 5 Along the rearward direction, the thickness of the second heat sink 4 gradually decreases on both the left and right sides. Two-wheeled electric vehicles generally have a wide body and a narrow rear swingarm. Therefore, in order to increase the contact area between the second heat sink 4 and the air, the second heat sink 4 is designed as a shape that is larger in the front and smaller in the back, similar to a water droplet. The water droplet-shaped structure can ensure that the entire second heat sink 4 can contact the air, and the wind resistance is relatively small.

[0047] Crucially, the first heat sink 36, the second heat sink 38, and the third heat sink 391 can adapt to different wind directions. During the operation of a two-wheeled electric vehicle, the wind direction is not constant. For example, when turning left or right, the vehicle body will tilt to the left or right, and the vehicle body will be affected by the tilted airflow. Similarly, in the case of crosswinds along the left and right sides, the vehicle body will be affected by airflow from those directions. However, because the second heat sink 4 is larger at the front and smaller at the back, airflow from different directions can flow along the surface of the second heat sink 4 using the first heat sink 36, the second heat sink 38, and the third heat sink 391, thereby reducing the impact of airflow on the vehicle body.

[0048] The first heat sink 3 has a first heat dissipation channel 31 on the side facing the second heat sink 4, and the second heat sink 4 has a second heat dissipation channel 41 on the side facing the first heat sink 3. The first heat dissipation channel 31 and the second heat dissipation channel 41 are mainly arranged in an S-shape. This is to maximize the length of the first heat dissipation channel 31 and the second heat dissipation channel 41. The longer channel can evenly distribute the heat to all parts of the first heat sink 3 and the second heat sink 4, thereby facilitating the uniform heat dissipation.

[0049] In addition, the first heat sink 3 and the second heat sink 4 are made of a single aluminum block. Aluminum has excellent thermal conductivity, which allows heat to be naturally conducted and evenly distributed.

[0050] The first cover plate 5 is sealed over the first heat dissipation channel 31, and the second cover plate 6 is sealed over the second heat dissipation channel 41. Specifically, the first cover plate 5 can be fixed to the first heat dissipation component 3 by fasteners, and in order to ensure sealing, a sealing ring can be provided on the outer circumferential side of the first heat dissipation channel 31, which can abut against the first cover plate 5. The second cover plate 6 is fixed in the same way as the first cover plate 5.

[0051] Furthermore, the diameters of the first heat dissipation channel 31 and the second heat dissipation channel 41 are the same as or slightly smaller than the diameter of the pipe. This prevents the water flowing out of the pipe from failing to fill the entire first heat dissipation channel 31 and the second heat dissipation channel 41. The smaller diameters of the first heat dissipation channel 31 and the second heat dissipation channel 41 also allow the water flowing out of the pipe to drive the flow of all the water within the first heat dissipation channel 31 and the second heat dissipation channel 41, preventing stagnant water. Additionally, the smaller diameters of the first heat dissipation channel 31 and the second heat dissipation channel 41 allow for more vortex design to increase the pipe length and improve heat exchange time.

[0052] The above embodiments are merely preferred embodiments of this application and should not be construed as limiting the scope of protection of this application. Any non-substantial changes and substitutions made by those skilled in the art based on this application shall fall within the scope of protection claimed by this application.

Claims

1. A heat dissipation device for an electric vehicle, used for dissipating heat from a water-cooled motor (1), the water-cooled motor (1) having a motor inlet (11) and a motor outlet (12), characterized in that, include: The water pump (2) has a water pump inlet (21) and a water pump outlet (22), wherein the water pump outlet (21) is connected to the motor inlet (11); The first heat sink (3) has a first heat dissipation channel (31), and the motor outlet (12) is connected to the inlet of the first heat dissipation channel (31); The second heat sink (4) is arranged opposite to the first heat sink (3) and is located on both sides of the water-cooled motor (1). The second heat sink (4) has a second heat dissipation channel (41). The outlet of the first heat dissipation channel (31) is connected to the inlet of the second heat dissipation channel (41), and the outlet of the second heat dissipation channel (41) is connected to the inlet of the water pump (21).

2. The electric vehicle cooling device as described in claim 1, characterized in that, The first heat sink (3) and the second heat sink (4) each have a first windward surface (32) and a plurality of first windward plates (33) disposed on the first windward surface (32). The first windward surface (32) is set at an angle to the vertical direction, and each of the first windward plates (33) is arranged at intervals along the left and right sides.

3. The electric vehicle cooling device as described in claim 2, characterized in that, Both the first heat sink (3) and the second heat sink (4) have a second windward surface (34). The second windward surface (34) is located below the first windward surface (32). The area of ​​the second windward surface (34) is smaller than the area of ​​the first windward surface (32). The second windward surface (34) is inclined vertically downward. The lower end of the first windward plate (33) extends to the second windward surface (34) and is flush with the second windward surface (34).

4. The electric vehicle cooling device as described in claim 3, characterized in that, The first heat sink (3) and the second heat sink (4) each have a first heat sink surface (35) and a plurality of first heat sinks (36) disposed on the first heat sink surface (35). Each first heat sink (36) is arranged at intervals along the upper and lower sides. The front end of the first heat sink (36) extends to the first windward surface (32), and the rear end of the first heat sink (36) is flush with the rear end of the first heat sink surface (35).

5. The electric vehicle cooling device as described in claim 4, characterized in that, Along the rearward direction, the area of ​​the first heat dissipation surface (35) gradually decreases, and the height of the first heat dissipation surface (35) and the first heat dissipation fin (36) gradually decreases.

6. The electric vehicle cooling device as described in claim 5, characterized in that, The first heat sink (3) and the second heat sink (4) each have a second heat sink surface (37) and a plurality of second heat sinks (38) disposed on the second heat sink surface (37). The second heat sink surface (37) is located on the lower side of the first heat sink surface (35), and each second heat sink (38) is arranged in multiple rows and columns.

7. The electric vehicle cooling device as described in claim 6, characterized in that, Along the rearward direction, the area of ​​the second heat dissipation surface (37) gradually decreases, and the height of the second heat dissipation surface (37) and the second heat dissipation fin (38) gradually decreases.

8. The electric vehicle cooling device as described in claim 7, characterized in that, The first heat sink (3) and the second heat sink (4) each have a third heat sink surface (39) and a plurality of third heat sinks (391) disposed on the third heat sink surface (39). The third heat sink surface (39) is located on the lower side of the second heat sink surface (37). Each of the third heat sinks (391) is arranged at intervals along the upper and lower sides. The front end of the third heat sink (391) extends to the second windward surface (34), and the rear end of the third heat sink (391) is flush with the rear end of the third heat sink surface (39). Along the rearward direction, the area of ​​the third heat dissipation surface (39) gradually decreases, and the height of the third heat dissipation surface (39) and the third heat dissipation fin (391) gradually decreases.

9. The electric vehicle cooling device as described in claim 1, characterized in that, Along the rear direction, the thickness of the first heat sink (3) and the second heat sink (4) gradually decreases on the left and right sides.

10. The electric vehicle cooling device as described in claim 1, characterized in that, The first heat sink (3) has a first heat dissipation channel (31) on the side facing the second heat sink (4), and the second heat sink (4) has a second heat dissipation channel (41) on the side facing the first heat sink (3). The electric vehicle cooling device also includes a first cover plate (5) and a second cover plate (6). The first cover plate (5) is sealed on the first cooling channel (31), and the second cover plate (6) is sealed on the second cooling channel (41).

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