A cryogenic heat spreader, thermal management system, and vehicle

Abstract

This invention provides a low-temperature radiator, a thermal management system, and a vehicle, relating to the field of thermal management systems. Addressing the problems of current radiator pipes that only have end reinforcement, which cannot withstand impacts, and the excessive weight resulting from thickening the entire pipe, this invention addresses these issues. It involves setting a locally thickened area at the first end of the first radiator pipe to directly withstand the frontal impact of gravel. Simultaneously, locally thickened areas are set at the bottom and top of the first radiator pipe, distributed across the centerline of the thickness direction of the impact-resistant area. This allows the same radiator pipe structure to simultaneously resist both the frontal impact of gravel and the bending moment generated by the impact under inclined conditions. The increased wall thickness of the locally thickened area at the first end directly counteracts the frontal impact stress. The locally thickened areas at the bottom and top, after crossing the centerline of the thickness direction, provide sufficient bending stiffness on the tension side, compression side, or simultaneously under bending moment, preventing damage to the central area of ​​the pipe due to bending deformation. This overcomes the physical defect of existing end reinforcement schemes that cannot resist bending stress under inclined conditions.

Description

Technical Field

[0001] This invention relates to the field of thermal management systems, specifically to a low-temperature radiator, a thermal management system, and a vehicle. Background Technology

[0002] Low-temperature radiators in pure electric or hybrid vehicles are usually located at the front of the vehicle, facing the grille opening. They are made of alternating brazing of flat heat pipes and corrugated outer fins. When driving, gravel on the ground impacts the radiator at high speed through the grille opening. The heat pipes have relatively thin walls and are easily damaged and leak under the impact.

[0003] Currently, by adding reinforcement sections at both ends along the length of the radiator tube's cross-section, the wall thickness of the reinforcement sections is increased to more than five times the tube wall thickness to resist impact. However, the reinforcement sections are only located at both ends of the cross-section, specifically designed for uniform frontal impact when the radiator is vertically arranged. Low-temperature radiators, to adapt to the layout of the vehicle's front compartment, are typically arranged in an inclined position. Under inclined arrangement, the horizontal impact force of gravel will generate a component force along the inclined direction. This component force causes a bending moment in the radiator tube. Under the action of the bending moment, the central region of the tube bears the maximum bending stress, and the end reinforcement sections cannot cover the central stress area, causing the central part of the tube to break and leak due to bending deformation. Summary of the Invention

[0004] In view of this, the present invention provides a low-temperature radiator, a thermal management system and a vehicle, which solves the problem that the end reinforcement of the heat pipe cannot cover the middle stress area and is prone to damage.

[0005] The first objective of this invention is to provide a low-temperature heat sink, which employs the following solution: It includes a heat dissipation pipe array with an overall inclined distribution. The heat dissipation pipe array has an impact-resistant zone with a straight grille opening. The impact-resistant zone includes a first heat dissipation pipe. The first heat dissipation pipe has a locally thickened zone with a wall thickness greater than other locations. The locally thickened zone is distributed at the first end of the first heat dissipation pipe facing the grille opening, as well as the bottom and / or top of the first heat dissipation pipe.

[0006] Furthermore, the locally thickened area is continuously distributed on the first heat dissipation pipe.

[0007] Furthermore, the thickness direction of the impact-resistant zone extends from the first end of the first heat sink to the opposite second end, and the bottom and / or top of the first heat sink are distributed across the centerline of the thickness direction of the impact-resistant zone to resist impact bending moment.

[0008] Furthermore, the impact-resistant zone includes multiple first heat dissipation pipes arranged at intervals in sequence, with outer fins connecting adjacent first heat dissipation pipes. At least one end of each outer fin is connected to a locally thickened area so that adjacent first heat dissipation pipes can share the force together.

[0009] Furthermore, the first heat dissipation pipe is a flat pipe, and the outer wall of its first end is an arc-shaped curved surface.

[0010] Furthermore, the locally thickened area at the first end of the first heat sink is the first locally thickened area, the locally thickened area at the bottom of the first heat sink is the second locally thickened area, and the locally thickened area at the top of the first heat sink is the third locally thickened area. The first ends of the second locally thickened area and the third locally thickened area are connected to the first locally thickened area, and the second ends of the second locally thickened area and the third locally thickened area extend to the second end of the first heat sink.

[0011] Furthermore, the heat dissipation pipe array also includes a non-impact zone, which includes a second heat dissipation pipe. The second heat dissipation pipe is a flat pipe with uniform wall thickness, and the wall thickness of the second heat dissipation pipe is less than the wall thickness of the locally thickened area of ​​the first heat dissipation pipe.

[0012] Furthermore, the first heat sink and the second heat sink are respectively provided with medium channels, and the two ends of the medium channels are respectively connected to medium delivery pipelines.

[0013] A second objective of the present invention is to provide a thermal management system, including a low-temperature radiator as described in the first objective, and a battery cell disposed within the cavity of the low-temperature radiator.

[0014] A third object of the present invention is to provide a vehicle including a thermal management system as described in the second object.

[0015] Compared with the prior art, the advantages and positive effects of this invention are: To address the issues of current heat dissipation pipes that only have end reinforcements and cannot withstand impacts, or that excessive weight is caused by overall thickening, this invention addresses these problems by creating a locally thickened area at the first end of the first heat dissipation pipe to directly withstand the frontal impact of gravel. Simultaneously, locally thickened areas are located at the bottom and top of the first heat dissipation pipe, distributed across the centerline of the impact-resistant area's thickness. This allows the same heat dissipation pipe structure to simultaneously resist both the frontal impact of gravel and the bending moment generated by the impact when tilted. The increased wall thickness of the locally thickened area at the first end directly counteracts the frontal impact stress. The locally thickened areas at the bottom and top, crossing the centerline of the thickness direction, provide sufficient bending stiffness on the tension side, compression side, or both under bending moment, preventing damage to the central area of ​​the pipe due to bending deformation. This combination of end impact resistance and cross-centerline bending moment resistance overcomes the physical defect of existing end reinforcement schemes that cannot resist bending stress under tilted conditions, achieving reliable protection without the need for a stone-blocking mesh. Compared to overall thickening, this reduces weight and minimizes the impact on the internal media channels. Attached Figure Description

[0016] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0017] Figure 1 This is a schematic diagram showing the relative positions of the low-temperature radiator, the front bumper, and the grille opening in one or more embodiments of the present invention. Figure 2 This is a schematic diagram of the heat dissipation tube array included in one or more embodiments of the low-temperature heat sink of the present invention; Figure 3 This is a cross-sectional schematic diagram of the first heat sink in one or more embodiments of the present invention; Figure 4 This is a schematic diagram showing a first partial thickening area and a second partial thickening area on a first heat sink in one or more embodiments of the present invention; Figure 5 This is a schematic diagram showing a first local thickened area and a third local thickened area on a first heat sink in one or more embodiments of the present invention; In the diagram, 1 is the front bumper; 2 is the grille opening; 3 is the heat sink; 4 is the impact-resistant zone; 5 is the non-impact zone; 6 is the first heat sink; 7 is the second heat sink; 8 is the outer fin; 9 is the locally thickened zone; 10 is the medium channel; 11 is the first locally thickened zone; 12 is the second locally thickened zone; and 13 is the third locally thickened zone. Detailed Implementation

[0018] Example 1 In a typical embodiment of the present invention, such as Figure 1 - Figure 5 As shown, a low-temperature heat sink is presented.

[0019] like Figure 1 As shown, the low-temperature radiator in pure electric or hybrid vehicles is typically located at the front of the vehicle, directly facing the grille opening 2, and is used to cool heat-generating components such as the battery pack and motor. This radiator often employs a tube-strip structure, consisting of alternating brazed flat heat dissipation tubes and corrugated heat dissipation strips, achieving efficient heat exchange by increasing the heat dissipation area and disrupting the air boundary layer. However, during vehicle operation, gravel from the ground impacts the radiator front at high speed through the grille opening 2. Traditional heat dissipation tubes, with their relatively thin walls, are easily damaged and leak under impact, leading to cooling system failure, overheating of the battery pack or motor, and in severe cases, safety accidents.

[0020] Existing end-reinforcement solutions attempt to resist impacts by adding reinforcement sections at both ends of the radiator's cross-section along its length, increasing the wall thickness of these reinforcement sections to more than five times the original radiator wall thickness. However, this solution only has reinforcement sections at both ends of the cross-section, designed specifically for uniform frontal impacts when the radiator is vertically positioned. Low-temperature radiators, to adapt to the vehicle's front compartment layout and optimize airflow paths, are typically arranged at an angle. Under angled conditions, the horizontal impact force of gravel will generate a component force along the angle, causing a bending moment in the radiator. The central region of the radiator bears the greatest bending stress under this bending moment, and the end reinforcement cannot cover this stressed central area, inevitably leading to damage and leakage in the central part of the radiator due to bending deformation. End reinforcement can only resist frontal impacts, not bending moments under angled conditions, creating a structural contradiction.

[0021] Another type of stone deflector solution involves adding a plastic protective net to the front of the radiator to physically intercept and disperse the impact force of gravel. However, the windward area, radiator pipes, and fin combinations vary between different vehicle models, requiring stone deflectors to be produced with custom molds for each model, resulting in high mold costs and long development cycles. As an independent component, the stone deflector needs to be assembled separately, requiring a dedicated installation structure for the radiator water chamber, increasing the number of parts and assembly steps, thus increasing the cost per unit. Under long-term vehicle vibration conditions, the stone deflector's connection points are at risk of loosening or falling off, and once it fails, it will completely lose its protective capability.

[0022] Based on this, such as Figure 1 and Figure 2 As shown, this embodiment provides a low-temperature radiator. The radiator tube array 3 is divided into an impact-resistant zone 4 and a non-impact zone 5 according to the position of the grille opening 2. In the impact-resistant zone 4, a locally thickened first radiator tube 6 is used. By setting locally thickened areas 9 at the first end, bottom, and / or top of the first radiator tube 6, it can directly resist the frontal impact of gravel and effectively resist the bending moment generated by the impact through the thickened areas distributed across the centerline of the thickness direction. At the same time, the external fins 8 enable adjacent radiator tubes to share the force collaboratively. In the non-impact zone 5, a second radiator tube 7 with a conventional wall thickness is used to achieve lightweighting. Structurally, it solves the two force problems of frontal impact and bending moment at the same time, eliminating the need for a stone guard, improving the impact resistance reliability of the radiator and reducing the overall vehicle cost.

[0023] It should be noted that in this embodiment, the top and bottom of the first heat dissipation pipe 6 are defined based on the posture of the first heat dissipation pipe 6 with one end facing the grille opening 2 and placed horizontally. In this case, the higher sidewall is the top, and the lower sidewall is the bottom. When the low-temperature radiator is actually installed in the vehicle, the heat dissipation pipe array 3 is arranged at an angle, and the first heat dissipation pipe 6 is not placed horizontally but is in an angled posture. In this angled posture, the top defined above corresponds to the upper sloping sidewall between the two ends of the first heat dissipation pipe 6, and the bottom corresponds to the lower sloping sidewall between the two ends of the first heat dissipation pipe 6. The horizontal placement posture is used as the definition basis to facilitate a unified description of the distribution position of the local thickened area 9 and avoid ambiguity in the orientation description due to different actual installation tilt angles.

[0024] The low-temperature radiator provided in this embodiment is applied in the thermal management system of pure electric or hybrid vehicles. The low-temperature radiator is located at the front of the vehicle, inside the front bumper 1, directly facing the grille opening 2, and is used to cool heat-generating components such as the battery pack and motor. The low-temperature radiator adopts a tube-strip structure, consisting of flat heat dissipation tubes and outer fins 8 alternately brazed together. The entire radiator is arranged at an angle relative to the horizontal plane to adapt to the layout of the vehicle's front compartment and optimize the airflow path through the radiator.

[0025] Main radiators are typically arranged vertically or nearly vertically, while low-temperature radiators, due to space constraints in the forward compartment, often need to be installed at a significant angle, creating a noticeable angle between the radiator plane and the horizontal plane. This inclined arrangement also presents unique stress problems. When gravel passes through the grille opening 2 and impacts the radiator horizontally, the impact force not only generates compressive stress at the ends of the radiator tubes but also produces a mechanical component along the inclined direction due to the radiator's inclined arrangement. This component causes a bending moment in the radiator tubes about their cross-sectional neutral axis. The presence of this bending moment results in a far more complex combined stress state in the middle region of the radiator tubes than at the ends, which cannot be effectively addressed simply by thickening the ends.

[0026] The low-temperature radiator of this embodiment uses a locally thickened first heat dissipation pipe 6 in the impact-resistant zone 4 of the straight grille opening 2, and positions the locally thickened zone 9 at a combination of the first end and the bottom or top. This allows the same heat dissipation pipe structure to simultaneously resist the frontal impact force of gravel and the bending moment generated by the impact under inclined conditions, thus solving the physical contradiction that existing end reinforcement schemes cannot resist bending stress under inclined conditions. At the same time, reliable protection can be achieved without the need for a stone guard net, simplifying the radiator water chamber structure and reducing the number of parts and the overall vehicle cost.

[0027] like Figure 2 and Figure 3As shown, when gravel impacts a tilted radiator at high speed, two key loads are generated: a frontal impact force, which acts directly on the impact-facing end of the radiator tube, generating frontal compressive stress; and a horizontal component force generated by the tilted arrangement, which causes a bending moment in the radiator tube, resulting in maximum bending stress in the middle region of the tube. Existing end reinforcement solutions can only resist the first type of load and cannot cope with the second type. In this embodiment, the radiator tube array 3 is divided according to the position of the grille opening 2. A specially designed first radiator tube 6 is used in the impact-resistant zone 4 facing the grille opening 2. The locally thickened zone 9 of the first radiator tube 6 adopts a combination design of the first end and the bottom or top, forming a dual protection mechanism. The locally thickened zone 9 at the first end directly bears the frontal impact force by increasing the wall thickness, controlling the impact stress within the allowable stress range of the material. The locally thickened zones 9 at the bottom, top, or simultaneously are distributed across the centerline of the radiator tube thickness direction, providing sufficient bending stiffness on both the tension and compression sides under bending moment, preventing damage to the middle of the tube due to bending deformation. This design enables the same heat pipe structure to withstand both frontal impact and bending moment loads simultaneously, solving the impact resistance problem of tilted heat sinks.

[0028] like Figure 1 and Figure 2 As shown, the low-temperature radiator includes a radiator tube array 3 arranged at an overall angle. The radiator tube array 3 consists of multiple flat radiator tubes arranged at intervals along the height of the radiator, with adjacent tubes connected by external fins 8. The entire radiator tube array 3 is arranged at an angle relative to the horizontal plane, with the angle gradually increasing from the front to the rear of the vehicle. This angled arrangement adapts to the geometric constraints of the vehicle's front compartment space and allows airflow to enter the radiator at a smaller angle of attack, reducing intake resistance and optimizing heat dissipation efficiency.

[0029] The heat dissipation pipe array 3 is spatially divided into two functional areas: an impact-resistant zone 4 and a non-impact zone 5. The impact-resistant zone 4 is located in the portion of the heat dissipation pipe array 3 directly facing the grille opening 2. This area is directly exposed to the impact path of gravel during vehicle operation and is a high-risk area. The non-impact zone 5 is located behind or to the side of the grille opening 2 and is not directly subjected to gravel impact, making it a low-risk area. The impact-resistant zone 4 employs a high-strength design, while the non-impact zone 5 employs a lightweight design.

[0030] The impact-resistant zone 4 includes multiple first heat dissipation pipes 6, which are arranged sequentially at intervals along the height of the radiator. Each first heat dissipation pipe 6 is a flat pipe with a flat rectangular cross-section, and its length is consistent with the thickness direction of the radiator, i.e., from the front end of the vehicle to the rear end. The flat cross-section design of the first heat dissipation pipe 6 helps to reduce wind resistance and increase the heat exchange area.

[0031] The two ends of the first heat dissipation pipe 6 are defined as the first end and the second end, respectively. The first end is the end of the first heat dissipation pipe 6 facing the grille opening 2, i.e., the impact-facing end, which directly faces the impact of gravel during vehicle operation. The second end is the end of the first heat dissipation pipe 6 away from the grille opening 2, i.e., the non-impact-facing end, which is located inside the radiator and does not directly bear the impact. The direction from the first end to the second end is defined as the length direction of the heat dissipation pipe, which is also the thickness direction of the impact-resistant zone 4. The flat cross-section of the first heat dissipation pipe 6 has a bottom and a top in a plane perpendicular to the length direction. The bottom is the lower sidewall of the first heat dissipation pipe 6 in the vehicle coordinate system, and the top is the higher sidewall.

[0032] The locally thickened area 9 of the first heat sink 6 extends and thickens towards the medium channel 10. That is, the thickening of the locally thickened area 9 is manifested as the pipe wall bulging inwards, increasing the wall thickness towards the medium channel 10. The outer wall contour of the first heat sink 6 is consistent with that of the second heat sink 7. This thickening method makes the first heat sink 6 and the second heat sink 7 completely identical in shape and size, allowing them to share the same water chamber structure and assembly tooling. This eliminates the need to develop a separate water chamber installation structure for the first heat sink 6, significantly reducing the development cost and manufacturing complexity of the radiator.

[0033] Meanwhile, since the first heat sink 6 and the second heat sink 7 have the same external dimensions, they can be installed using the same assembly procedures during the assembly of the radiator assembly, eliminating the need to differentiate between steps. This reduces the risk of assembly errors and improves production efficiency. The locally thickened area 9 extends and thickens towards the medium channel 10, resulting in a corresponding reduction in the cross-sectional area of ​​the medium channel 10 at the location of the locally thickened area 9. Because the locally thickened area 9 is only distributed in localized areas such as the first end, bottom, and top, the cross-sectional area of ​​the medium channel 10 in the non-thickened areas is the same as that of the second heat sink 7. Therefore, the reduction in cross-sectional area caused by the locally thickened area 9 has a minimal impact on the overall flow capacity, the flow rate and velocity of the cooling medium, and also ensures heat dissipation performance.

[0034] like Figure 2 and Figure 3 As shown, the first heat dissipation pipe 6 has a locally thickened area 9 with a wall thickness greater than other locations. The locally thickened area 9 is distributed at the first end of the first heat dissipation pipe 6 facing the grille opening 2, as well as at the bottom and / or top of the first heat dissipation pipe 6.

[0035] The locally thickened area 9 at the first end directly bears the frontal impact force of the gravel. When the gravel impacts the first end of the first heat dissipation pipe 6 at high speed, the impact force generates frontal compressive stress at the first end. By increasing the wall thickness of the first end from the conventional thickness to a thickened thickness, the stress level in this area can be reduced, and the stress can be controlled within the allowable stress range of the material, thus preventing the first end from being damaged due to impact. Taking actual parameters as an example, when the wall thickness of the thickened area is increased from 0.22 mm to 0.4 mm, the cross-sectional area increases by approximately 82%, and the stress level under the same impact force is significantly reduced, effectively preventing the first end from being damaged due to impact.

[0036] The locally thickened areas 9 at the bottom and top are specifically designed to resist the bending moment generated by impact. When gravel impacts the first end of the first heat dissipation pipe 6, due to the inclined arrangement of the radiator, the impact force generates a horizontal component along the inclined direction. This horizontal component causes a bending moment in the first heat dissipation pipe 6. Under the action of the bending moment, the stress distribution on the cross-section of the pipe is linear, with zero stress at the neutral axis and increasing stress further away from the neutral axis. For a flat rectangular cross-section, the neutral axis is located at the midpoint of the cross-sectional height, i.e., the centerline in the thickness direction. The bottom and top are furthest from the neutral axis and bear the greatest bending stress. The bottom bears tensile stress, and the top bears compressive stress, or vice versa, depending on the direction of the bending moment.

[0037] To effectively resist bending moments, the locally thickened areas 9 at the bottom and top are distributed across the centerline of the thickness direction. The locally thickened area 9 at the bottom extends upward from the bottom surface of the first heat dissipation pipe 6, crossing the centerline of the thickness direction and covering the bottom tension area; the locally thickened area 9 at the top extends downward from the top surface of the first heat dissipation pipe 6, crossing the centerline of the thickness direction and covering the top compression area. The distribution across the centerline allows the thickened areas to simultaneously cover the high-stress areas on both the tension and compression sides. By increasing the section modulus and bending stiffness of these areas, the bending stress level is reduced, preventing the pipe body from breaking due to bending deformation.

[0038] The thickness direction of the impact-resistant zone 4 extends from the first end of the first heat sink 6 to the opposite second end. The bottom and top of the first heat sink 6 are distributed across the centerline of the thickness direction of the impact-resistant zone 4 to resist impact bending moments. This centerline distribution is a necessary mechanical condition for the bottom and top locally thickened zones 9 to effectively resist bending moments. If the thickened zone does not cross the centerline and only covers one side of the bottom or top, it can only strengthen the tension or compression side, leaving the stress level on the other side still high and insufficient to resist bending moments. Only by crossing the centerline can the thickened zone provide sufficient strength on both the tension and compression sides under bending moment, ensuring that the bottom and / or top locally thickened zones 9 provide sufficient bending stiffness under bending moment. Together with the first end locally thickened zone 9, they achieve a dual protection mechanism of end impact resistance and centerline bending moment resistance.

[0039] The locally thickened areas 9 are continuously distributed on the first heat dissipation pipe 6. Continuous distribution means that there are no abrupt changes in wall thickness between the locally thickened areas 9 at the first end, the bottom, and the top; instead, they smoothly transition and connect into a unified high-strength region. If there is an abrupt change in wall thickness between the locally thickened areas 9 and the non-thickened areas, under impact loads or bending moments, this abrupt boundary will become a stress concentration point, significantly increasing the local stress level and potentially causing initial failure at the boundary.

[0040] By continuously distributing the locally thickened areas 9, the wall thickness transitions smoothly from the thickened to the non-thickened areas, resulting in a more uniform stress distribution, avoiding stress concentration, and improving overall impact resistance. The continuously distributed locally thickened areas 9 form a complete high-strength mechanical path, which, in conjunction with the combined positions of the first end, bottom, and top, ensures that the entire locally thickened area 9 functions as a whole under impact loads and bending moments, resulting in stronger integrity and more reliable protection. The combined positions determine the distribution range of the high-strength area, and the continuous distribution ensures mechanical integrity within this range. Together, they constitute a complete protection system for the first heat dissipation pipe 6 under inclined arrangement conditions.

[0041] like Figure 3 As shown, the locally thickened area 9 at the first end of the first heat sink 6 is the first locally thickened area 11, the locally thickened area 9 at the bottom of the first heat sink 6 is the second locally thickened area 12, and the locally thickened area 9 at the top of the first heat sink 6 is the third locally thickened area 13. The first ends of the second locally thickened area 12 and the third locally thickened area 13 are connected to the first locally thickened area 11, and the second ends of the second locally thickened area 12 and the third locally thickened area 13 extend to the second end of the first heat sink 6.

[0042] The continuously extending path of the locally thickened zone 9 forms a complete stress path from the frontal impact end to the rear impact end. The first locally thickened zone 11 is located at the first end and directly bears the frontal impact of the gravel. The second locally thickened zone 12 and the third locally thickened zone 13 are located at the bottom and top, respectively, distributed across the centerline of the thickness direction to resist the bending moment generated by the impact. The three locally thickened zones 9 are continuously connected, and the second locally thickened zone 12 and the third locally thickened zone 13 extend from the first end to the second end, so that the entire first heat dissipation pipe 6 forms a complete high-strength area in the length direction.

[0043] By extending the second and third local thickened areas 12 and 13 along their entire length, the first heat sink 6 is ensured to have sufficient bending stiffness throughout its entire length. This not only resists bending moments near the first end but also those transmitted along the length, preventing damage to the pipe due to bending deformation. When gravel impacts the first end, the bending moment is transmitted along the length, reaching its maximum value near the first end and then gradually decreasing along the length. If the second and third local thickened areas 12 and 13 are only distributed near the first end, the bending moment near the second end cannot be effectively resisted, and damage due to bending deformation is still possible. By extending the second and third local thickened areas 12 and 13 to the second end, the bending moment throughout the entire length is effectively resisted. The continuous extension of the three local thickened areas 9 ensures that the dual protection mechanism of the overall scheme functions throughout the entire length of the heat sink, forming high-strength protection along the entire length. The distribution across the centerline determines the mechanical effectiveness of the thickened areas at the bottom and top in resisting bending moments, and the three-segment extension ensures that the mechanical effectiveness is continuously exerted throughout the entire length of the heat pipe. Together, they contribute to the first heat pipe 6's resistance to bending moments.

[0044] Regarding the specific configuration of the locally thickened area 9, different combinations of locally thickened areas 9 can be adopted depending on the actual tilt angle of the radiator and the impact conditions of gravel.

[0045] One approach is to provide only a first local thickened area 11 and a second local thickened area 12 on the first heat sink 6. Specifically, local thickened areas 9 are provided at the first end and bottom, while no local thickened area 9 is provided at the top. In this structure, the first local thickened area 11 is located at the first end of the first heat sink 6, directly bearing the frontal impact force of the gravel and preventing damage to the first end due to impact. The second local thickened area 12 is located at the bottom of the first heat sink 6, extending upwards across the centerline of the thickness direction, covering the tension side and part of the compression side area at the bottom. When the impact of the gravel generates a bending moment, the bottom bears the maximum tensile stress. The second local thickened area 12 increases the bottom section modulus, improving the tensile strength of the bottom area and effectively resisting bottom tensile failure caused by the bending moment.

[0046] The outer fins 8 between adjacent first heat sinks 6 connect the locally thickened area 9 at the bottom of one heat sink to the top outer wall of the adjacent heat sink. Under the synergistic force-bearing action of the outer fins 8, the top outer wall of the adjacent heat sink also participates in sharing the compressive stress caused by the bending moment, thus effectively controlling both the tensile stress at the bottom and the compressive stress at the top. With the cooperation of the synergistic force-bearing mechanism of the outer fins 8, this scheme can simultaneously cope with frontal impact and bending moment by thickening only one side at the bottom. Compared with the scheme of setting locally thickened areas 9 at both the bottom and top, it reduces the range of the thickened area and achieves a better lightweight effect while ensuring impact resistance.

[0047] Another approach involves only providing a first local thickened area 11 and a third local thickened area 13 on the first heat sink 6. Specifically, local thickened areas 9 are provided at the first end and top, while no local thickened area 9 is provided at the bottom. In this structure, the first local thickened area 11 is also located at the first end, providing frontal impact protection. The third local thickened area 13 is located at the top of the first heat sink 6, extending downwards across the thickness centerline, covering the top pressure side and part of the tension side area. When the impact direction of the gravel causes the top to bear the maximum bending stress, the third local thickened area 13 effectively resists the damage to the top area caused by the bending moment by increasing the top section modulus. Similarly, with the cooperation of the outer fins 8 in the force-bearing mechanism, the bottom outer walls of adjacent heat sinks participate in sharing the tensile stress caused by the bending moment, making the overall stress state more balanced. This approach is suitable for situations where the top is the high-stress side due to the tilt direction or impact angle of the radiator, achieving a balance between lightweight and impact resistance through single-sided thickening of the top.

[0048] Both of the aforementioned single-sided thickening schemes rely on the synergistic force-bearing mechanism of the outer fins 8, which is a special effect brought about by at least one end of the outer fins 8 being connected to the locally thickened area 9. After the outer fins 8 are connected to the locally thickened area 9 of the adjacent first heat dissipation pipe 6, during the impact load transmission process, the thickened side of one heat dissipation pipe and the non-thickened side of the adjacent heat dissipation pipe form a synergistic force-bearing path through the outer fins 8, which makes up for the insufficient strength of the single-sided thickening on the non-thickened side. This allows the single-sided thickening scheme to achieve a protection effect close to that of double-sided thickening under actual working conditions, while achieving a better lightweight goal.

[0049] The first heat pipe 6 is a flat pipe with an arc-shaped curved surface on the outer wall of its first end. The arc-shaped curved surface can disperse the impact force of gravel and reduce stress concentration; the arc-shaped curved surface facilitates smooth airflow through the radiator, reduces airflow separation and turbulence, reduces intake resistance, and reduces the impact of the radiator on the vehicle's power performance.

[0050] If the outer wall of the first end is flat or has sharp corners, the impact force during gravel impact will be concentrated at a single point or along a line, resulting in extremely high local stress and making it prone to damage. By designing the outer wall of the first end as an arc-shaped surface, the impact force during gravel impact is distributed into multiple contact points on the arc-shaped surface, significantly reducing the stress at a single point and avoiding excessive local stress. The arc-shaped surface design, combined with the locally thickened area 9 at the first end, further reduces the peak impact stress at the first end.

[0051] The locally thickened zone 9 reduces the average stress level by increasing the wall thickness, while the curved surface reduces the local stress peak by dispersing the impact force. The two work together to improve the impact resistance of the first end. From a mechanical point of view, the locally thickened zone 9 provides sufficient material volume to withstand the impact energy, and the curved surface disperses the impact force over a larger area. Together, they control the impact stress at the first end within a safe range. From a fluid dynamics point of view, the curved surface improves the impact resistance without increasing airflow resistance, ensuring the aerodynamic performance of the radiator. This is a comprehensive effect that the locally thickened zone 9 at the first end alone cannot achieve.

[0052] like Figure 2 , Figure 4 and Figure 5 As shown, the impact-resistant zone 4 includes multiple first heat dissipation pipes 6 arranged at intervals in sequence. External fins 8 connect adjacent first heat dissipation pipes 6, and at least one end of each external fin 8 is connected to a locally thickened area 9 to allow adjacent first heat dissipation pipes 6 to share the load collaboratively. The external fins 8 are corrugated and extend along the length of the heat dissipation pipes, with both ends brazed to the outer walls of two adjacent first heat dissipation pipes 6. At least one end of each external fin 8 is connected to the locally thickened area 9.

[0053] Optionally, the two ends of the outer fin 8 can be connected to the bottom local thickening area 9 or the top local thickening area 9 of the two adjacent first heat dissipation pipes 6 respectively, so that the adjacent first heat dissipation pipes 6 form an integral structure through the outer fin 8.

[0054] The medium channel 10 of the first heat sink 6 is provided with inner fins. The inner fins extend along the length of the heat sink 10, dividing the medium channel 10 into multiple parallel sub-channels, increasing the contact area between the cooling medium and the pipe wall, and improving heat exchange efficiency. The inner fins also have a structural strengthening function, forming a supporting skeleton inside the pipe body, improving the overall lateral compressive stiffness of the heat sink 10, and preventing cross-sectional deformation of the pipe body under external loads. The connection position of the outer fins 8 corresponds to the distribution position of the inner fins, that is, the brazing connection point between the outer fins 8 and the outer wall of the first heat sink 6 is aligned with the position of the inner fins in the thickness direction of the heat sink 6. Under the action of gravel impact or bending moment load, the load transmitted by the outer fins 8 is directly transmitted to the inner fins through the outer wall of the heat sink 6. The inner fins, as an internal support structure, receive and disperse the load, so that the impact force transmitted by the outer fins 8 is not only borne by the outer wall, but can also diffuse into the interior of the pipe body through the inner fins, forming a cooperative force-bearing path between the outer fins 8 and the inner fins in space. By adopting the corresponding arrangement of inner and outer fins 8, the local stress on the tube wall is reduced when the heat dissipation tube is subjected to concentrated load transmitted by the outer fins 8, thus avoiding tube wall damage caused by stress concentration at the connection point of the outer fins 8 and improving the overall structural reliability of the impact-resistant zone 4.

[0055] When a first heat sink 6 is impacted by gravel, the impact load acts not only on the heat sink itself but is also transmitted to adjacent first heat sink 6s through the outer fins 8. Adjacent first heat sink 6s share part of the impact load through the outer fins 8, with multiple first heat sink 6s jointly bearing the impact energy. This significantly reduces the load on a single heat sink 6, preventing damage due to excessive load. The collaborative force-bearing mechanism of the outer fins 8, combined with the design of the locally thickened area 9 of the first heat sink 6, forms a dual impact resistance system of single-pipe self-reinforcement and multi-pipe collaborative load sharing. The locally thickened area 9 enhances the strength of a single first heat sink 6, while the outer fins 8 disperse the load across multiple first heat sink 6s. Their synergistic effect optimizes the overall impact resistance of the impact-resistant zone 4. Simultaneously, the outer fins 8 themselves increase the heat dissipation area, reducing the impact of collaborative force distribution on heat dissipation efficiency.

[0056] If both ends of the outer fin 8 are connected to the non-thickened area, the wall thickness at the connection point between the outer fin 8 and the heat sink is relatively thin. During the impact load transmission process, the connection point may fail due to excessive local stress, causing the outer fin 8 to detach and the cooperative force-sharing mechanism to fail. By connecting at least one end of the outer fin 8 to the locally thickened area 9, the connection point is located in a region with a larger wall thickness, which can withstand a larger load transmission, ensuring that the outer fin 8 maintains an effective connection under impact conditions, and the cooperative force-sharing mechanism is stable and reliable.

[0057] The strength of a single first heat dissipation pipe 6 is enhanced by locally thickening the area 9, while the coordinated force-bearing characteristics of the outer fins 8 connect multiple first heat dissipation pipes 6 into a whole, thereby dispersing the load among multiple heat dissipation pipes and improving the overall protection capability from single-pipe reinforcement to multi-pipe coordinated reinforcement.

[0058] Both of the aforementioned single-sided thickening schemes rely on the synergistic force-bearing mechanism of the outer fins 8. Connecting at least one end of the outer fins 8 to the locally thickened area 9 achieves a better force-bearing effect. After the outer fins 8 connect to the locally thickened area 9 of the adjacent first heat dissipation pipe 6, during the impact load transmission process, the thickened side of one heat dissipation pipe and the non-thickened side of the adjacent heat dissipation pipe form a synergistic force-bearing path through the outer fins 8. This compensates for the insufficient strength of the single-sided thickening on the non-thickened side, enabling the single-sided thickening scheme to achieve a protection effect close to that of double-sided thickening under actual working conditions, while simultaneously achieving a better lightweight goal. In the aforementioned synergistic force-bearing method of the outer fins 8, the inner fins disposed within the medium channel 10 of the first heat dissipation pipe 6 further enhance this synergistic effect. The connection position of the outer fins 8 corresponds to the distribution position of the inner fins, and the brazing connection point between the outer fins 8 and the outer wall of the heat dissipation pipe is aligned with the position of the inner fins in the thickness direction. In the case of a single-sided thickening scheme, when the outer fin 8 transfers the load from the thickened side to the outer wall of the non-thickened side of the adjacent heat sink, the transferred load acts directly on the inner fin through the outer wall. The inner fin, acting as an internal support frame, receives and diffuses the load into the tube body, preventing the outer wall of the non-thickened side from breaking due to localized stress concentration when receiving the load transferred by the outer fin 8. This spatial correspondence between the outer fin 8 and the inner fin makes the load transfer path more complete and reliable when the single-sided thickening scheme relies on the outer fin 8 for coordinated force distribution. The structural bearing capacity of the non-thickened side is effectively guaranteed, thereby further improving the protective reliability of the single-sided thickening scheme under actual gravel impact conditions.

[0059] The heat dissipation pipe array 3 also includes a non-impact zone 5, which includes a second heat dissipation pipe 7. The second heat dissipation pipe 7 is a flat pipe with uniform wall thickness, and its wall thickness is less than that of the locally thickened area 9 of the first heat dissipation pipe 6. The non-impact zone 5 is located behind or to the side of the grille opening 2 and does not directly bear the impact of gravel, making it a low-risk area. The structural difference between the second heat dissipation pipe 7 and the first heat dissipation pipe 6 is that the wall thickness of the second heat dissipation pipe 7 is uniformly distributed throughout the entire pipe body, without the locally thickened area 9.

[0060] In this embodiment, the wall thickness of the second heat pipe 7 can be selected from 0.18 mm to 0.25 mm, such as 0.22 mm, which is the same as the wall thickness of the non-thickened area of ​​the first heat pipe 6, but less than the wall thickness of the locally thickened area 9 of the first heat pipe 6. This achieves a balance between impact resistance and lightweighting. A conventional wall thickness is used in the non-impact area 5, which does not directly bear impact, ensuring both heat dissipation efficiency and lightweighting, thus reducing the overall vehicle weight. High-strength protection is achieved in the impact-resistant area 4 through the locally thickened area 9, while the differentiated design of the non-impact area 5 achieves lightweighting in the low-risk area. The combination of these two features constitutes a differentiated configuration strategy at the overall level of the heat pipe array 3, achieving an optimal balance between strength and lightweighting. Compared to a thickened scheme with an overall wall thickness of 0.4 mm, the differentiated design of this embodiment can reduce the overall weight of the radiator by approximately 100 to 200 grams, which can improve the driving range in pure electric vehicles and reduce fuel consumption in hybrid vehicles.

[0061] The first heat sink 6 and the second heat sink 7 are each provided with a medium channel 10, and both ends of the medium channel 10 are connected to a medium delivery pipeline. The medium channel 10 runs through the entire length of the heat sink and is used for the flow of cooling medium. The medium delivery pipeline connects both ends of the medium channel 10 to the medium delivery pipeline, which transports the cooling medium from the cooling system to each heat sink and recovers the heat-exchanged medium back to the cooling system, forming a complete cooling cycle.

[0062] During operation, the cooling medium enters the medium channels 10 of the first heat dissipation pipe 6 and the second heat dissipation pipe 7 from the medium delivery pipeline. As it flows within the pipes, it absorbs heat transferred from heat-generating components such as the battery pack and motor, causing its temperature to rise. The heated cooling medium then flows back to the cooling system through the medium delivery pipeline. In the cooling system, it exchanges heat with the air through the radiator, and after its temperature drops, it re-enters the heat dissipation pipes. This cycle repeats continuously, achieving continuous cooling.

[0063] The interconnected medium channel 10 facilitates heat dissipation. The locally thickened area 9 enhances impact resistance, but the ultimate goal of this enhanced impact resistance is to protect the radiator from damage and ensure its proper functioning. The interconnected design of the medium channel 10 is fundamental to the heat dissipation function. Together with the impact resistance design, it ensures the low-temperature radiator operates reliably under gravel impact conditions, continuously providing cooling for the battery pack and motor.

[0064] Both the first heat sink 6 and the second heat sink 7 are made of aluminum or aluminum alloy and manufactured through an extrusion molding process. The locally thickened area 9 is achieved by setting a variable cross-section cavity in the extrusion die, allowing the first heat sink 6 to naturally change its wall thickness during extrusion. Extrusion molding eliminates the need for subsequent machining, resulting in high production efficiency and low cost. The outer fins 8 are also made of aluminum or aluminum alloy and are brazed to the heat sinks after stamping. The brazing process for the entire radiator is fully compatible with traditional tube-and-strip radiators, requiring no changes to existing production lines or equipment modifications. Since the first heat sink 6 and the second heat sink 7 are manufactured using the same materials and essentially the same extrusion process, the two specifications of heat sinks can be switched on the same production line. Only the extrusion die needs to be changed; no additional process steps are added, resulting in production efficiency comparable to traditional solutions with minimal increase in manufacturing costs.

[0065] Compared to the stone barrier solution, this embodiment eliminates the stone barrier and its associated water chamber installation structure, reducing the number of parts and simplifying the assembly process. Stone barriers require individual molds for each vehicle model, resulting in high mold costs and long development cycles. The localized thickening design in this embodiment can be achieved by adjusting the extrusion mold, leading to lower mold costs and shorter development cycles. This embodiment reduces the cost per unit by approximately 8% compared to the stone barrier solution, while also reducing weight by 100 to 200 grams, achieving both cost and weight optimization while maintaining impact resistance.

[0066] In actual operation, during vehicle movement, ground debris rushes towards the low-temperature radiator at high speed through the grille opening 2. The debris first impacts the first end of the first heat dissipation pipe 6 in the impact-resistant zone 4, triggering an impact load. The impact load consists of two components: a frontal impact force and a horizontal component. The frontal impact force acts directly on the locally thickened area 9 at the first end of the first heat dissipation pipe 6. Due to the large wall thickness and sufficient material volume in this area, the impact energy is dispersed within a large volume, significantly reducing the stress level and effectively preventing the first end from breaking due to impact. The horizontal component causes the first heat dissipation pipe 6 to generate a bending moment, which is transmitted along the length of the heat dissipation pipe, generating the maximum bending stress in the middle region of the pipe. The locally thickened areas 9 at the bottom and / or top, because they are distributed across the centerline of the thickness direction, provide enhanced section modulus on both the tension and compression sides, correspondingly reducing the bending stress level and effectively preventing the middle of the pipe from breaking due to bending deformation. The outer fins 8 disperse the impact load to adjacent first heat dissipation pipes 6, achieving synergistic force distribution and improving impact resistance. With the dual protection mechanism of the first end local thickened area 9 resisting frontal impact and the bottom or top local thickened area 9 resisting bending moment, the first heat dissipation pipe 6 can simultaneously cope with both frontal impact force and bending moment loads under inclined arrangement conditions, avoiding damage and leakage, and ensuring reliable operation of the cooling system.

[0067] Compared with the prior art, the low-temperature radiator of this embodiment, by setting locally thickened areas 9 at the first end, bottom, and top of the first heat dissipation pipe 6, and distributing the bottom and top thickened areas across the centerline of the thickness direction of the impact-resistant area 4, can directly resist the frontal impact of gravel and effectively resist the bending moment generated by the impact. This overcomes the defect of the prior art where only the end is thickened and cannot resist the bending stress when the arrangement is tilted, and significantly improves the impact resistance reliability of the radiator in the tilted posture. By connecting the locally thickened areas 9 of adjacent first heat dissipation pipes 6 with the outer fins 8, the coordinated force sharing of multiple heat dissipation pipes is realized. When a single heat dissipation pipe is impacted, the load can be distributed to adjacent heat dissipation pipes, further improving the overall impact resistance and avoiding local damage.

[0068] By using a locally thickened first heat dissipation pipe 6 in the impact-resistant zone 4 and a second heat dissipation pipe 7 with a conventional wall thickness in the non-impact zone 5, a balance between strength and lightweight is achieved. Compared with the overall thickening scheme, the weight of the radiator is effectively reduced while ensuring impact resistance. By eliminating the retaining mesh, the water chamber structure of the radiator is simplified, the number of parts and assembly steps are reduced, mold opening costs and overall manufacturing costs are lowered, while structural reliability is improved and the risk of retaining mesh falling off or loosening is avoided.

[0069] Example 2 In another typical embodiment of the present invention, such as Figure 1 - Figure 5 As shown, a thermal management system is provided that utilizes a low-temperature radiator as in Example 1.

[0070] The thermal management system provided in this embodiment also includes conventional components such as cooling water pumps, expansion tanks, thermostats, and cooling pipes. These components are connected with the low-temperature radiator to form a complete cooling circulation system.

[0071] In this thermal management system, the low-temperature radiator, as the core heat dissipation component, is located at the front of the vehicle, directly facing the grille opening 2, and is used to cool heat-generating components such as the battery pack and motor. A cooling water pump drives the cooling medium to circulate within the system. After absorbing heat from the battery pack, motor, and other heat-generating components, the cooling medium's temperature rises and flows through the medium channel 10 of the low-temperature radiator via cooling pipes. Within the low-temperature radiator, the cooling medium flows within the medium channel 10, exchanging heat with the air through the heat dissipation pipe walls and outer fins 8, thus lowering its temperature. The cooled cooling medium then flows back to the heat-generating components through the cooling pipes, repeating this cycle continuously to achieve sustained cooling.

[0072] The thermostat controls the cooling circulation path based on the cooling medium temperature. When the cooling medium temperature is low, the thermostat closes the path to the low-temperature radiator, allowing the cooling medium to circulate within the heat-generating components and accelerate heating. When the cooling medium temperature reaches the set value, the thermostat opens the path to the low-temperature radiator, allowing the cooling medium to flow through the radiator for heat dissipation and preventing overheating. The expansion tank compensates for volume changes in the cooling medium caused by temperature variations, maintains stable system pressure, prevents cavitation, and ensures smooth cooling medium flow.

[0073] The integration method of the cryogenic radiator in the thermal management system is crucial to the overall system performance. The medium channel 10 of the cryogenic radiator is connected to the outlet and inlet of the cooling water pump via a medium delivery pipeline, forming a closed cooling circulation loop. The medium delivery pipeline typically uses rubber hoses or rigid metal pipes, possessing good temperature and pressure resistance, and can maintain reliable sealing during long-term vehicle operation. The installation position and angle of the cryogenic radiator are determined by the layout of the vehicle's front compartment. It is usually fixed to the vehicle body via brackets and shock-absorbing pads. These brackets and pads absorb vibrations during vehicle operation, preventing vibration from being transmitted to the cryogenic radiator and causing loosening or fatigue damage at the connection points.

[0074] The thermal management system in this embodiment exhibits excellent impact resistance and heat dissipation efficiency. The low-temperature radiator employs a locally thickened first heat dissipation pipe 6 and outer fins 8 in a cooperative stress-bearing structure, effectively resisting impacts from gravel and preventing cooling system failure due to pipe breakage and leakage. Simultaneously, by using a conventionally thick second heat dissipation pipe 7 in the non-impact zone 5, weight reduction is achieved while maintaining impact resistance, thus lowering the overall vehicle weight. Eliminating the stone guard simplifies the radiator water chamber structure, reducing the number of parts and assembly steps, improving system reliability, and lowering manufacturing costs. The overall reliability of the thermal management system is significantly improved due to the enhanced impact resistance of the low-temperature radiator, reducing the risk of cooling system failure due to radiator damage, lowering the probability of vehicle accidents caused by overheating, and improving the reliability and safety throughout the vehicle's lifecycle.

[0075] Example 3 In another embodiment of this example, a vehicle is proposed that utilizes a thermal management system as described in Example 2.

[0076] The vehicle in this embodiment is a pure electric vehicle or a hybrid vehicle, equipped with a battery pack and a drive motor. The battery pack provides electrical energy to the vehicle, and the drive motor converts the electrical energy into mechanical energy to propel the vehicle. During vehicle operation, the battery pack and drive motor generate a large amount of heat, which needs to be cooled by a thermal management system to ensure that they operate within a suitable temperature range.

[0077] The low-temperature radiator of the thermal management system is located at the front of the vehicle, inside the front bumper 1, directly facing the grille opening 2. During vehicle operation, air enters through the grille opening 2 and flows through the gap between the radiator's cooling pipes and outer fins 8, carrying away heat from the outer wall of the cooling pipes and achieving heat exchange. Simultaneously, ground debris is impacted at high speed through the grille opening 2 towards the low-temperature radiator. The first cooling pipe 6 of the low-temperature radiator, with its locally thickened area 9, effectively resists the impact of the debris, preventing damage and leakage, and ensuring reliable operation of the cooling system.

[0078] Pure electric vehicles (EVs) and hybrid vehicles have different requirements for their thermal management systems. EVs have larger battery packs, generating more heat during fast charging or high-power discharging, thus requiring high-capacity low-temperature radiators. Furthermore, the driving range of EVs is sensitive to vehicle weight, making lightweight design of the low-temperature radiator beneficial for improving range. Hybrid vehicles, on the other hand, are equipped with both an engine and an electric motor. Their thermal management systems need to manage both engine and battery pack cooling simultaneously, resulting in higher system complexity. The reliability of the low-temperature radiator is crucial to the overall reliability of the hybrid system; any cooling system failure can lead to reduced power output or even shutdown of the hybrid system.

[0079] The differentiated zone design of the low-temperature radiator in this embodiment is of significant value to both pure electric vehicles and hybrid vehicles. In pure electric vehicles, the overall weight of the low-temperature radiator is reduced by approximately 100 to 200 grams. Although the effect of a single weight reduction is limited, for pure electric vehicles that place great emphasis on lightweight design, every gram of weight reduction contributes to improving driving range. In hybrid vehicles, the improved shock resistance and reliability of the low-temperature radiator reduces the risk of cooling system failure due to radiator damage, lowers the probability of safety accidents caused by overheating, and improves the reliability throughout the vehicle's lifecycle.

[0080] The vehicle in this embodiment exhibits excellent resistance to gravel impacts and good fuel economy. The low-temperature radiator utilizes a locally thickened first heat pipe 6, employing a dual protection mechanism of impact resistance at the first end and bending moment resistance at the bottom or top centerline. This effectively resists the high-speed impact of ground debris, preventing heat pipe damage and leakage, ensuring reliable operation of the cooling system, and improving vehicle lifespan and safety. Simultaneously, by eliminating the stone-blocking mesh, the number of vehicle parts and manufacturing costs are reduced, assembly processes are simplified, and production efficiency is improved. By using a second heat pipe 7 with a conventional wall thickness in the non-impact zone 5, a lightweight design is achieved, reducing the overall vehicle weight by approximately 100 to 200 grams. This improves the driving range in pure electric vehicles and reduces fuel consumption in hybrid vehicles, enhancing the vehicle's economy and market competitiveness.

[0081] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A low-temperature radiator, characterized in that, It includes a heat dissipation pipe array with an overall inclined distribution. The heat dissipation pipe array has an impact-resistant zone with a straight grille opening. The impact-resistant zone includes a first heat dissipation pipe. The first heat dissipation pipe has a locally thickened zone with a wall thickness greater than other locations. The locally thickened zone is distributed at the first end of the first heat dissipation pipe facing the grille opening, as well as the bottom and / or top of the first heat dissipation pipe.

2. The low-temperature radiator as described in claim 1, characterized in that, The locally thickened area is continuously distributed on the first heat dissipation pipe.

3. The low-temperature radiator as described in claim 1 or 2, characterized in that, The thickness direction of the impact-resistant zone extends from the first end of the first heat sink to the opposite second end. The bottom and / or top of the first heat sink are distributed across the centerline of the thickness direction of the impact-resistant zone to resist impact bending moments.

4. The low-temperature radiator as described in claim 3, characterized in that, The impact-resistant zone includes multiple first heat dissipation pipes arranged at intervals in sequence, with outer fins connecting adjacent first heat dissipation pipes. At least one end of each outer fin is connected to a locally thickened area so that adjacent first heat dissipation pipes can share the force together.

5. The low-temperature radiator as described in claim 1, characterized in that, The first heat dissipation pipe is a flat pipe, and the outer wall of its first end is an arc-shaped curved surface.

6. The low-temperature radiator as described in claim 1 or 5, characterized in that, The local thickened area at the first end of the first heat sink is the first local thickened area, the local thickened area at the bottom of the first heat sink is the second local thickened area, and the local thickened area at the top of the first heat sink is the third local thickened area. The first ends of the second and third local thickened areas are connected to the first local thickened area, and the second ends of the second and third local thickened areas extend to the second end of the first heat sink.

7. The low-temperature radiator as described in claim 1, characterized in that, The heat dissipation tube array also includes a non-impact zone, which includes a second heat dissipation tube. The second heat dissipation tube is a flat tube with uniform wall thickness, and the wall thickness of the second heat dissipation tube is less than the wall thickness of the locally thickened area of ​​the first heat dissipation tube.

8. The low-temperature radiator as described in claim 7, characterized in that, The first heat sink and the second heat sink are respectively provided with a medium channel, and the two ends of the medium channel are respectively connected to a medium delivery pipeline.

9. A thermal management system, characterized in that, Including the low-temperature heat sink as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the thermal management system as described in claim 9.

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