Composite radiator for double-source locomotive

Abstract

The utility model belongs to the technical field of radiating equipment, and particularly relates to a composite radiator for a double-source locomotive. The double-source locomotive composite radiator comprises a radiating body, the radiating body comprises a first radiating core body, a second radiating core body and a third radiating core body which are sequentially arranged in an array mode, the first radiating core body is used for radiating heat of a high-temperature loop of an internal combustion engine, the second radiating core body is used for radiating heat of a transformer, and the third radiating core body is used for radiating heat of a high-temperature loop of the internal combustion engine. The third heat dissipation core body is used for dissipating heat of a low-temperature loop of the internal combustion engine; the front sealing head is arranged at the front end of the heat dissipation main body, and a first front cavity, a second front cavity and a third front cavity which are matched with the first heat dissipation core body, the second heat dissipation core body and the third heat dissipation core body respectively are formed in the inner side of the front sealing head; the rear end socket is arranged at the rear end of the heat dissipation main body, and a first rear cavity, a second rear cavity and a third rear cavity which are matched with the first heat dissipation core body, the second heat dissipation core body and the third heat dissipation core body respectively are formed in the inner side of the rear end socket; and a medium joint is arranged on the front sealing head and / or the rear sealing head.

Description

Technical Field

[0001] The utility model belongs to the technical field of heat dissipation equipment, and in particular relates to a dual-source locomotive composite radiator. Background Art

[0002] With the development of rail transit and environmental protection requirements, the number of electrified rail lines has increased annually, and the demand for diesel locomotives has decreased year by year. However, in many branch lines and remote areas, many non-electrified lines have not yet been electrified, and diesel locomotives still have an irreplaceable position. Dual-source locomotives, suitable for both DC electrified and non-electrified lines, can operate in both electric and diesel traction modes, meeting the needs of freight transportation, shunting, and emergency traction of subway vehicles on electrified and non-electrified railways and stations in specific regions.

[0003] Dual-source locomotives require the integration of both the diesel and electric traction systems into a single locomotive, placing high demands on equipment integration. Improving the integration of the traction system and auxiliary machinery constrains the overall locomotive design. Current locomotive ventilation and cooling systems typically utilize one radiator per traction heat source, resulting in a high space utilization rate. Integrating multiple heat sources into a single cooling system for combined heat dissipation would significantly conserve internal locomotive space and address the challenges of limited equipment layout. Utility Model Content

[0004] In response to the technical problems mentioned above, the present invention aims to propose a dual-source locomotive composite radiator, which can solve the problem of tight equipment space layout in the locomotive.

[0005] According to the utility model, a dual-source locomotive composite radiator is provided, comprising:

[0006] A heat dissipation body, comprising a first heat dissipation core, a second heat dissipation core, and a third heat dissipation core arranged in an array, wherein the first heat dissipation core is used to dissipate heat for a high-temperature circuit of the internal combustion engine, the second heat dissipation core is used to dissipate heat for the transformer, and the third heat dissipation core is used to dissipate heat for a low-temperature circuit of the internal combustion engine;

[0007] A front head is provided at the front end of the heat dissipation body, and a first front cavity, a second front cavity and a third front cavity are provided on the inner side of the front head, which are adapted to the first heat dissipation core, the second heat dissipation core and the third heat dissipation core respectively;

[0008] A rear head is provided at the rear end of the heat dissipation body, and a first rear cavity, a second rear cavity and a third rear cavity are provided on the inner side of the rear head, which are adapted to the first heat dissipation core, the second heat dissipation core and the third heat dissipation core respectively;

[0009] A medium joint is provided on the front head and / or the rear head.

[0010] In a specific embodiment, a partition is provided in the first front cavity to separate it into a left cavity and a right cavity, and a first medium joint and a second medium joint respectively connected to the left cavity and the right cavity are provided on the front head.

[0011] In a specific embodiment, a first rectifying plate covering the first medium joint and / or the second medium joint is provided on the front head.

[0012] In a specific embodiment, a third medium joint communicating with the second front cavity is provided on the front head, and a fourth medium joint communicating with the second rear cavity is provided on the rear head.

[0013] In a specific embodiment, a second rectifying plate covering the fourth medium joint is provided on the rear head, and / or a second rectifying plate covering the third medium joint is provided on the front head.

[0014] In a specific embodiment, a fifth medium joint communicating with the third front cavity is provided on the front head, and a sixth medium joint communicating with the third rear cavity is provided on the rear head.

[0015] In a specific embodiment, a third rectifying plate covering the sixth medium joint is provided on the rear head, and / or a third rectifying plate covering the fifth medium joint is provided on the front head.

[0016] In a specific embodiment, the heat dissipation body includes a support frame and heat dissipation end plates arranged at both ends of the support frame, and the front head and the rear head are respectively sealed and arranged on the heat dissipation end plates.

[0017] In a specific embodiment, the first heat dissipation core, the second heat dissipation core and the first heat dissipation core all include a plurality of fins arranged in a spaced array and a plurality of heat dissipation pipes passing through the fins, and the heat dissipation pipes are connected to the cavity of the front head and / or the rear head through the heat dissipation end plate.

[0018] In a specific embodiment, a sealing member capable of separating the respective cavities is provided between the front sealing head and the heat dissipation end plate, and between the rear sealing head and the heat dissipation end plate.

[0019] Compared with the prior art, the advantages of this application are as follows.

[0020] The utility model provides a multi-circuit composite radiator integrating the heat dissipation functions of a diesel high-temperature circuit, a low-temperature circuit, and a transformer circuit, solving the key problem of insufficient space caused by too many heat dissipation devices inside a dual-source locomotive.

[0021] The utility model adopts a sealed connection between the front and rear heads and the heat dissipation body. When the dual-source locomotive composite radiator has faults such as leakage or blockage, the front head or the rear head can be removed and the faulty area of ​​the heat dissipation body can be repaired and cleaned separately. This is convenient and quick, and solves the problems of difficult repair and high maintenance costs of locomotive radiators. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be described below with reference to the accompanying drawings.

[0023] Figure 1 This is a schematic diagram of an embodiment of a dual-source locomotive composite radiator provided by the utility model;

[0024] Figure 2 This is a schematic diagram of an embodiment of a front head provided according to the utility model;

[0025] Figure 3 This is a schematic diagram of an embodiment of a heat dissipation end plate of a heat dissipation body provided by the present utility model;

[0026] Figure 4 This is a schematic diagram of an embodiment of a rear head provided according to the utility model.

[0027] The reference numerals in the figures are as follows:

[0028] 1. Front head; 101. First front cavity; 1011. Left cavity; 1012. Right cavity; 102. Second front cavity; 103. Third front cavity; 104. First rectifier plate; 105. Partition plate; 106. First medium joint; 107. Second medium joint; 108. Third medium joint; 109. Fifth medium joint;

[0029] 2. Sealing element; 21. First sealing ring; 22. Second sealing ring; 23. Third sealing ring; 24. Fourth sealing ring; 25. Fifth sealing ring; 26. Sixth sealing ring;

[0030] 3. Heat dissipation body; 301. First heat dissipation core; 302. Second heat dissipation core; 303. Third heat dissipation core; 304. Heat dissipation pipe; 305. Heat dissipation end plate; 306. Support frame;

[0031] 4. Rear head; 401. First rear cavity; 402. Second rear cavity; 403. Third rear cavity; 404. Second rectifier plate; 405. Third rectifier plate; 406. Fourth medium joint; 407. Sixth medium joint;

[0032] 10. Dual-source locomotive composite radiator.

[0033] In this application, all drawings are schematic drawings, which are only used to illustrate the principles of the present invention and are not drawn according to the actual scale. DETAILED DESCRIPTION

[0034] The present invention will be described below with reference to the accompanying drawings.

[0035] It should be noted that in this application, the side of the heat dissipation body in the dual-source locomotive composite radiator provided by the present invention that is close to the front head is described as "front" or similar terms, and the side of the heat dissipation body in the dual-source locomotive composite radiator provided by the present invention that is close to the rear head is described as "rear" or similar terms. The sides of the front and rear heads in the dual-source locomotive composite radiator provided by the present invention that are close to the heat dissipation body are described as "inner" or similar terms, and the sides of the front and rear heads in the dual-source locomotive composite radiator provided by the present invention that are away from the heat dissipation body are described as "outer" or similar terms. They are not used to limit the absolute positions of the components involved, but can vary according to specific circumstances.

[0036] It is easy to understand that a dual-source locomotive includes an internal combustion engine and a transformer, which is well known to those skilled in the art and will not be described in detail here.

[0037] Figure 1 The figure shows the three-dimensional structure of the dual-source locomotive composite radiator 10 proposed by the present invention. Figure 1 As shown, the dual-source locomotive composite radiator 10 mainly includes a heat dissipation body 3, a front head 1 and a rear head 2.

[0038] Figure 3 The figure shows a schematic diagram of the heat dissipation end plate 305 of the heat dissipation body 3 proposed by the present invention for sealing connection with the front head 1. Figure 1 and Figure 3 As shown, the heat dissipation body 3 includes a first heat dissipation core 301, a second heat dissipation core 302, and a third heat dissipation core 303 arranged in an array from top to bottom. Among them, the first heat dissipation core 301 is used to dissipate heat for the high-temperature circuit of the internal combustion engine, the second heat dissipation core 302 is used to dissipate heat for the transformer, and the third heat dissipation core 303 is used to dissipate heat for the low-temperature circuit of the internal combustion engine. The three heat dissipation cores are arranged in sequence in the windward direction according to the inlet temperature ladder. Cooling air is blown in from the lower side of the heat dissipation body 3, and heat exchange is carried out through the air duct connected in series by the third heat dissipation core 303, the second heat dissipation core 302, and the first heat dissipation core 301, and the heat generated by the operation of the high-temperature circuit of the internal combustion engine, the transformer, and the low-temperature circuit of the internal combustion engine is taken away in turn, and blown out from the upper end of the heat dissipation body 3.

[0039] In one specific embodiment, the third heat sink 303 dissipates heat from the diesel engine's low-temperature circuit by exchanging heat between pressurized cooling air from a fan and the high-temperature cooling water within it. In other words, the heat dissipation medium within the third heat sink 303 is water. The second heat sink 302 dissipates heat from the transformer circuit by exchanging heat between the cooling air flowing through the third heat sink 303 and the high-temperature transformer oil. In other words, the heat dissipation medium within the second heat sink 302 is transformer oil. The first heat sink 301 dissipates heat from the diesel engine's high-temperature circuit by exchanging heat between the cooling air flowing through the second heat sink 302 and the high-temperature cooling water. In other words, the heat dissipation medium within the first heat sink 303 is water.

[0040] In a specific embodiment, the heat dissipation body 3 includes a support frame 306 and heat dissipation end plates 305. The support frame 306 is constructed as a rectangular parallelepiped frame structure, and the two heat dissipation end plates 305 are fixedly mounted at the front and rear ends of the support frame 306. The front head 1 and the rear head 4 are respectively sealed and mounted on the heat dissipation end plates 305.

[0041] The first heat dissipation core 301, the second heat dissipation core 302 and the first heat dissipation core 301 all include a plurality of fins arranged in an intermittent array and a plurality of heat dissipation pipes 304 arranged side by side and intermittently on the fins. The heat dissipation pipes 304 are connected to the cavity of the front head 1 and / or the rear head 4 through the heat dissipation end plate 305. Specifically, as Figure 3 As shown, the ends of multiple heat dissipation pipes 304 pass through the heat dissipation end plate 305, so that they can be connected to the cavity formed between the front head 1 (and or the rear head 4) and the heat dissipation end plate 305. A medium joint is provided on the front head 1 (and or the rear head 4). After the heat dissipation medium is injected into the cavity formed between the front head 1 (and or the rear head 4) and the heat dissipation end plate 305 through the medium joint, the heat dissipation medium can enter the heat dissipation pipe 304 for heat dissipation.

[0042] The interconnection structure between the fins and the heat pipes is well known to those skilled in the art and will not be described in detail here.

[0043] In one specific embodiment, each heat sink is constructed of red copper, with streamlined corrugated fins to enhance heat dissipation, increase the heat transfer coefficient outside the tubes, and improve the overall heat dissipation efficiency of the radiator. The first heat sink 301, second heat sink 302, and third heat sink 30 are integrated using integral fin expansion joints, without using separate fin layers. This prevents the accumulation of debris such as coal dust and catkins, which could cause blockage within the heat sink.

[0044] The front head 1 is sealingly arranged at the front end of the heat dissipation body 3 and is sealedly connected to the heat dissipation end plate 305 at the front end of the heat dissipation body 3 . Figure 2 It is a structural diagram of the inner side of the front head 1, as shown in FIG. Figure 2As shown, the first front cavity 101, the second front cavity 102, and the third front cavity 103 are arranged on the inner side of the front head 1 from top to bottom, which are respectively adapted to the first heat dissipation core 301, the second heat dissipation core 302, and the third heat dissipation core 303. In other words, after the front head 1 is sealed and connected to the heat dissipation end plate 305, the heat dissipation pipe 304 of the first heat dissipation core 301 is connected to the first front cavity 101, the heat dissipation pipe 304 of the second heat dissipation core 302 is connected to the second front cavity 102, and the heat dissipation pipe 304 of the third heat dissipation core 303 is connected to the third front cavity 103.

[0045] In a specific embodiment, a seal 2 is provided between the front head 1 and the heat dissipation end plate 305. In this embodiment, as Figure 1 and Figure 2 As shown, the seal 2 includes a first sealing ring 21, a second sealing ring 22, and a third sealing ring 23, which are respectively arranged around the first front cavity 101, the second front cavity 102, and the third front cavity 103. After the front head 1 and the heat dissipation end plate 305 are sealed together, the seal 2 separates the heat dissipation pipes 304 of the first heat dissipation core 301, the second heat dissipation core 302, and the third heat dissipation core 303 on the heat dissipation end plate 305 from each other, thereby preventing the media in different heat dissipation cores from leaking into each other.

[0046] In a specific embodiment, a sealing groove for installing the sealing member 2 is provided on the inner side of the front head 1 .

[0047] The rear head 4 is sealingly arranged at the rear end of the heat dissipation body 3 and is sealedly connected to the heat dissipation end plate 305 at the rear end of the heat dissipation body 3 . Figure 4 It is a structural diagram of the inner side of the rear head 4, as shown in FIG. Figure 4 As shown, the first rear cavity 401, the second rear cavity 402, and the third rear cavity 403 are sequentially arranged on the inner side of the rear head 4 from top to bottom, which are adapted to the first heat dissipation core 301, the second heat dissipation core 302, and the third heat dissipation core 303, respectively. In other words, after the rear head 4 is sealed and connected to the heat dissipation end plate 305, the heat dissipation pipe 304 of the first heat dissipation core 301 is connected to the first rear cavity 401, the heat dissipation pipe 304 of the second heat dissipation core 302 is connected to the second rear cavity 402, and the heat dissipation pipe 304 of the third heat dissipation core 303 is connected to the third rear cavity 403.

[0048] In a specific embodiment, a seal 2 is provided between the rear head 1 and the heat dissipation end plate 305. In this embodiment, as Figure 1 and Figure 4As shown, the seal 2 includes a fourth sealing ring 24, a fifth sealing ring 25, and a sixth sealing ring 26, which are respectively arranged around the first rear cavity 401, the second rear cavity 402, and the third rear cavity 403. After the rear end cap 4 and the heat dissipation end plate 305 are sealed together, the seal 2 separates the heat dissipation pipes 304 of the first heat dissipation core 301, the second heat dissipation core 302, and the third heat dissipation core 303 on the heat dissipation end plate 305 from each other, thereby preventing the media in the different heat dissipation cores from leaking into each other.

[0049] In a specific embodiment, a sealing groove for installing the sealing member 2 is provided on the inner side of the rear head 4 .

[0050] In a specific embodiment, seal 2 is made of fluorosilicone rubber to ensure a good sealing effect within the locomotive's design temperature range. The first, second, third, fourth, fifth, and sixth sealing rings 21, 22, 23, 24, 25, and 26 are all rectangular in shape, optimizing the design compression to enhance the sealing performance over time and prevent contamination of the medium between adjacent heat sinks.

[0051] In a specific embodiment, the front head 1 and the rear head 4 are made of stainless steel and are mounted on the heat dissipation end plates 305 at the front and rear ends of the heat dissipation body 3 by bolts.

[0052] In a specific embodiment, the heat dissipation medium in the second heat dissipation core 302 for heat dissipation of the transformer is 45# mineral oil, which has high requirements for conductivity and needs to be isolated from water. The sealing member 2 can meet the requirements.

[0053] In a specific embodiment, Figure 2 As shown, a partition 105 is provided in the first front cavity 101 to separate it into a left cavity 1011 and a right cavity 1012. Figure 1 and Figure 2As shown, a first medium joint 106 and a second medium joint 107 are provided on the front head 1, which are connected to the left cavity 1011 and the right cavity 1012 respectively. In this setting, the first medium joint 106 and the second medium joint 107 are both connected to the high-temperature heat dissipation circuit of the internal combustion engine. After the heat dissipation medium absorbs the heat of the internal combustion engine through the first medium joint 106, it dissipates heat through the heat dissipation pipe 304 on the heat dissipation end plate 305 in the left cavity 1011 area, then flows to the first rear cavity 401 of the rear head 4, and then dissipates heat through the heat dissipation pipe 304 on the heat dissipation end plate 305 in the left cavity 1012 area, and flows back to the left cavity 1012. Finally, the cooled heat dissipation medium flows back to the vicinity of the internal combustion engine through the second medium joint 107 to reabsorb the heat of the internal combustion engine, and the cycle repeats. The flow trajectory of the heat dissipation medium in the first heat dissipation core 301 is roughly U-shaped, which is a dual-flow design.

[0054] In a preferred embodiment, a first rectifying plate 104 covering the first medium joint 106 and / or the second medium joint 107 is provided on the front head 1. Figure 2 As shown, in this embodiment, a first rectifying plate 104 is provided over the first medium joint 106. In this arrangement, when the heat dissipation medium enters the left cavity 1011 through the first medium joint 106, the first rectifying plate 104 can rectify the heat dissipation medium, making the fluid flow more uniform and facilitating heat dissipation.

[0055] In a specific embodiment, Figure 1 and Figure 2 As shown, a third medium joint 108 communicating with the second front cavity 102 is provided on the front head 1. Figure 4 As shown, the rear end cap 4 is provided with a fourth media connector 406 that communicates with the second rear cavity 402. In this configuration, both the fourth media connector 406 and the third media connector 108 are connected to the transformer's heat dissipation circuit. After absorbing heat from the transformer, the heat dissipating medium enters the second rear cavity 402 through the fourth media connector 406. It then dissipates heat through the heat dissipation pipes 304 on the heat dissipation end plate 305 within the second rear cavity 402 area. It then flows to the second front cavity 102 of the front end cap 1. Finally, the cooled heat dissipating medium flows back to the vicinity of the transformer through the third media connector 108 to reabsorb the transformer's heat, repeating this cycle. The heat dissipating medium flows from the rear end to the front end of the second heat dissipation core 302, forming a single-flow design.

[0056] In a preferred embodiment, a second rectifying plate 404 covering the fourth medium joint 406 is provided on the rear head 4, and / or a second rectifying plate 404 covering the third medium joint 108 is provided on the front head 1. Figure 4As shown, in this embodiment, a second rectifying plate 404 is provided overlying the fourth medium joint 406. In this arrangement, when the heat dissipation medium enters the second rear cavity 402 through the fourth medium joint 406, the second rectifying plate 404 can rectify the heat dissipation medium, making the fluid flow more uniform and facilitating heat dissipation.

[0057] In a specific embodiment, Figure 1 and Figure 2 As shown, a fifth medium joint 109 is provided on the front head 1 and is communicated with the third front cavity 103. Figure 4 As shown, a sixth medium joint 407 connected to the third rear cavity 403 is provided on the rear head 4. In this setting, the sixth medium joint 407 and the fifth medium joint 109 are both connected to the low-temperature heat dissipation circuit of the internal combustion engine. After the heat dissipation medium absorbs the heat of the internal combustion engine through the sixth medium joint 407 and enters the third rear cavity 403, it dissipates heat through the heat dissipation pipe 304 on the heat dissipation end plate 305 in the third rear cavity 403 area, and then flows to the third front cavity 103 of the front head 1. Finally, the cooled heat dissipation medium flows back to the vicinity of the internal combustion engine through the fifth medium joint 109 to reabsorb the heat of the internal combustion engine, and the cycle repeats. The heat dissipation medium flows from the rear end to the front end in the third heat dissipation core 303, which is a single-flow design.

[0058] In a preferred embodiment, a third rectifying plate 405 covering the sixth medium joint 407 is provided on the rear head 4, and / or a third rectifying plate 405 covering the fifth medium joint 109 is provided on the front head 1. Figure 4 As shown, in this embodiment, a third rectifying plate 405 is provided over the sixth medium joint 407. In this arrangement, when the heat dissipation medium enters the third rear cavity 403 through the sixth medium joint 407, the third rectifying plate 405 can rectify the heat dissipation medium, making the fluid flow more uniform and facilitating heat dissipation.

[0059] In the description of this utility model, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of this utility model, "plurality" means two or more, unless otherwise specifically defined.

[0060] In this utility model, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integral connection; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0061] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0062] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention and does not constitute any limitation to the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to replace some of the technical features therein with equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A composite radiator for a dual-source locomotive, the dual-source locomotive comprising an internal combustion engine and a transformer, characterized in that: include: A heat dissipation body (3), the heat dissipation body (3) comprising a first heat dissipation core (301), a second heat dissipation core (302), and a third heat dissipation core (303) arranged in an array, the first heat dissipation core (301) being used to dissipate heat for a high-temperature circuit of the internal combustion engine, the second heat dissipation core (302) being used to dissipate heat for the transformer, and the third heat dissipation core (303) being used to dissipate heat for a low-temperature circuit of the internal combustion engine; A front seal (1) is provided at the front end of the heat dissipation body (3), and a first front cavity (101), a second front cavity (102), and a third front cavity (103) are provided on the inner side of the front seal (1), and are adapted to the first heat dissipation core (301), the second heat dissipation core (302), and the third heat dissipation core (303), respectively; A rear head (4) is provided at the rear end of the heat dissipation body (3), and a first rear cavity (401), a second rear cavity (402), and a third rear cavity (403) are provided on the inner side of the rear head (4), which are adapted to the first heat dissipation core (301), the second heat dissipation core (302), and the third heat dissipation core (303), respectively; A medium joint is provided on the front head (1) and / or the rear head (4).

2. The dual-source locomotive composite radiator according to claim 1, characterized in that: A partition (105) is provided in the first front cavity (101) to separate it into a left cavity (1011) and a right cavity (1012), and a first medium joint (106) and a second medium joint (107) are provided on the front head (1) to be connected to the left cavity (1011) and the right cavity (1012) respectively.

3. The dual-source locomotive composite radiator according to claim 2, characterized in that: A first rectifying plate (104) covering the first medium joint (106) and / or the second medium joint (107) is provided on the front head (1).

4. The dual-source locomotive composite radiator according to claim 1, characterized in that: A third medium joint (108) communicating with the second front cavity (102) is provided on the front sealing head (1), and a fourth medium joint (406) communicating with the second rear cavity (402) is provided on the rear sealing head (4).

5. The dual-source locomotive composite radiator according to claim 4, characterized in that: A second rectifying plate (404) covering the fourth medium joint (406) is provided on the rear end cover, and / or a second rectifying plate (404) covering the third medium joint (108) is provided on the front end cover.

6. The dual-source locomotive composite radiator according to claim 1, characterized in that: A fifth medium joint (109) communicating with the third front cavity (103) is provided on the front sealing head (1), and a sixth medium joint (407) communicating with the third rear cavity (403) is provided on the rear sealing head (4).

7. The dual-source locomotive composite radiator according to claim 6, characterized in that: A third rectifier plate (405) covering the sixth medium joint (407) is provided on the rear end cover, and / or a third rectifier plate (405) covering the fifth medium joint (109) is provided on the front end cover.

8. The dual-source locomotive composite radiator according to any one of claims 1 to 7, characterized in that: The heat dissipation body (3) comprises a support frame (306) and heat dissipation end plates (305) arranged at both ends of the support frame (306); the front sealing head (1) and the rear sealing head (4) are respectively sealed and arranged on the heat dissipation end plates (305).

9. The dual-source locomotive composite radiator according to claim 8, characterized in that: The first heat dissipation core (301), the second heat dissipation core (302) and the first heat dissipation core (301) all comprise a plurality of fins arranged in an intermittent array and a plurality of heat dissipation pipes (304) passing through the fins, and the heat dissipation pipes (304) are connected to the cavity of the front head (1) and / or the rear head (4) through the heat dissipation end plate (305).

10. The dual-source locomotive composite radiator according to claim 8, characterized in that: A sealing member (2) capable of separating the respective cavities is provided between the front sealing head (1) and the heat dissipation end plate (305), and between the rear sealing head (4) and the heat dissipation end plate (305).

Images