Vehicle cooling module and vehicle

Abstract

The utility model provides a vehicle cooling module and a vehicle. Comprising a first-layer module and a second-layer module which are sequentially arranged in a heat dissipation channel of a vehicle in the first direction, the first-layer module is close to an air inlet of the heat dissipation channel relative to the second-layer module, and the first direction is the length direction of the vehicle; the first-layer module comprises a heat exchanger, the heat exchanger is located in a windward area of the heat dissipation channel, and the heat exchanger is a first radiator or a first condenser; the second-layer module comprises a second condenser and a second radiator which are arranged side by side, part of the second condenser and part of the second radiator are located in the windward area of the heat dissipation channel, or the second condenser and part of the second radiator are located in the windward area of the heat dissipation channel, or the second condenser and part of the second radiator are located in the windward area of the heat dissipation channel. The second radiator and part of the second condenser are located in the windward area of the heat dissipation channel. According to the technical scheme, the condenser and the radiator can exert the respective optimal performance, and therefore the overall heat dissipation performance of the vehicle cooling module is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle cooling module and a vehicle. BACKGROUND

[0002] The vehicle cooling module is an important component of the vehicle heat exchange system, which can provide reliable guarantee for the normal use of the vehicle. The vehicle cooling module includes a condenser and a radiator. The condenser can be used for air conditioning refrigeration. The radiator can be used for heat dissipation of heat dissipation equipment such as motor, electronic control, engine, etc. In the vehicle cooling module, only the layout of the condenser and the radiator is reasonable, the optimal performance of the condenser and the radiator can be played. At present, the spatial layout of the condenser and the radiator in the vehicle cooling module easily leads to poor cooling effect of the condenser and the radiator, and the heat dissipation performance of the vehicle cooling module is adversely affected. CONTENT OF THE UTILITY MODEL

[0003] The present application provides a vehicle cooling module and a vehicle, which can make the condenser and the radiator play their respective optimal performance, thereby improving the overall heat dissipation performance of the vehicle cooling module.

[0004] In a first aspect, the present application provides a vehicle cooling module, which includes a first layer module and a second layer module, the first layer module and the second layer module are used to be arranged in the heat dissipation channel of the vehicle in sequence along a first direction, the first layer module is close to the air inlet of the heat dissipation channel relative to the second layer module, and the first direction is the length direction of the vehicle.

[0005] The first layer module includes a heat exchanger, the heat exchanger is located in the windward area of the heat dissipation channel, and the heat exchanger is a first radiator or a first condenser.

[0006] The second layer module includes a second condenser and a second radiator, the second condenser and the second radiator are arranged side by side, part of the second condenser and part of the second radiator are located in the windward area of the heat dissipation channel, or the second condenser and part of the second radiator are located in the windward area of the heat dissipation channel, or the second radiator and part of the second condenser are located in the windward area of the heat dissipation channel.

[0007] It can be understood that when the heat exchanger is the first condenser, the first condenser, the second condenser and the second radiator arranged side by side are sequentially arranged in the first direction, so that the cooling airflow entering the heat dissipation channel from the air inlet can first flow into the first condenser of the first layer, and then flow into the second condenser and the second radiator of the second layer, which is beneficial to improve the compactness of each component in the vehicle cooling module, and to optimize the cooling effect of the vehicle cooling module. By arranging the first condenser at the front side close to the air inlet of the heat dissipation channel, the area of the first condenser for cold air entering can be larger, the heat dissipation effect is better, the heat dissipation efficiency is higher, and the operation reliability of the first condenser is ensured. By arranging the second condenser behind the first condenser, the heat dissipation area of the condenser as a whole can be increased by the arrangement of multiple condensers, the heat dissipation efficiency is improved, and the cooling performance of the air conditioning system cooling circuit connected with the first condenser can be ensured, the cooling effect of the vehicle interior by the vehicle air conditioning system and the refrigeration capacity of the vehicle air conditioning system are improved, and the use comfort of the occupants is improved. By arranging the second radiator behind the first condenser, the air inlet temperature of the second radiator will not be too high, the heat dissipation temperature difference of the second radiator can be maintained at a good level, and the cooling performance of one or more of the electric drive cooling circuit, the engine cooling circuit and the battery cooling circuit connected with the second radiator can be ensured, the heat dissipation performance of various functional electronic components in the cooling circuit connected with the second radiator is optimized, and the power performance and operation performance of the vehicle are improved.

[0008] In addition, since most of the areas of the first condenser, the second condenser and the second radiator are located in the windward area in the heat dissipation channel, the airflow flowing in the air inlet can directly act on the first condenser, the second condenser and the second radiator to cool them by air cooling, thereby ensuring the operation reliability of the first condenser, the second condenser and the second radiator. Although the local area of the second condenser and / or the second radiator is located behind the first condenser, the cooling airflow passing through the first condenser can also flow through this area, so that heat dissipation can also be performed, and the cooling effect is comparable to or slightly inferior to that of the direct windward area. In summary, in the embodiment, the layout of the first condenser, the second condenser and the second radiator can make each component can exert its own optimal performance, thereby improving the overall heat dissipation performance of the vehicle cooling module.

[0009] When the heat exchanger is the first radiator, the first radiator is closer to the air inlet of the vehicle than the second condenser and the second radiator arranged side by side, so that the air flow amount of the first radiator can be ensured, and the heat dissipation efficiency of the first radiator is ensured, so that the first radiator can meet the heat dissipation demand in various working conditions, and the reliability is better. The second radiator is arranged behind the first radiator, the heat dissipation area of the whole radiator is increased by the arrangement of the multiple radiators, the heat dissipation efficiency is improved, and the cooling performance of one or more of the electric drive cooling circuit, the engine cooling circuit and the battery cooling circuit connected with the first radiator and the second radiator is ensured, the heat dissipation performance of various functional electronic components in the cooling circuit connected with the first radiator and the second radiator is optimized, and the power performance and operation performance of the vehicle are improved. The second condenser is arranged behind the first radiator, the air inlet temperature of the second condenser is not too high, the heat dissipation temperature difference of the second condenser can be maintained at a good level, the cooling performance of the air conditioning system cooling circuit connected with the second condenser is ensured, the cooling effect of the vehicle air conditioning system on the vehicle interior and the refrigeration capacity of the vehicle air conditioning system are improved, and the use comfort of the passenger is improved.

[0010] In addition, most of the areas of the first radiator, the second condenser and the second radiator are located in the windward area in the heat dissipation channel, so that the airflow in the air inlet can directly act on the first radiator, the second condenser and the second radiator to cool the first radiator, the second condenser and the second radiator, and the operation reliability of the first radiator, the second condenser and the second radiator is ensured. Although the local area of the second condenser and / or the second radiator is located behind the first radiator, the cooling airflow passing through the first radiator can also flow through this area, so that heat dissipation can also be performed, and the cooling effect is equivalent to or slightly lower than that of the direct windward area. In summary, in the embodiment, the layout of the first radiator, the second condenser and the second radiator can make each component play its own optimal performance, so that the overall heat dissipation performance of the vehicle cooling module is improved.

[0011] In a possible implementation, the second condenser and the second radiator are arranged side by side along a second direction, the second direction is perpendicular to the first direction, and the second direction is the width direction of the vehicle.

[0012] The projection of the heat exchanger along the first direction covers part of the second condenser and part of the second radiator, or the projection of the heat exchanger along the first direction covers part of the second condenser, or the projection of the heat exchanger along the first direction covers part of the second radiator.

[0013] It can be understood that, by stacking the second condenser and the second heat sink in the second direction, the space occupation of the vehicle cooling module in the third direction (the height direction of the vehicle) can be reduced, the space arrangement requirement in the third direction can be lowered, and the space layout of the vehicle cooling module can be optimized.

[0014] In a possible implementation, the second condenser and the second heat sink are arranged side by side along a third direction, and the third direction is perpendicular to the first direction, and the third direction is the height direction of the vehicle.

[0015] The projection of the heat exchanger along the first direction covers part of the second condenser and part of the second heat sink, or the projection of the heat exchanger along the first direction covers part of the second condenser, or the projection of the heat exchanger along the first direction covers part of the second heat sink.

[0016] It can be understood that, by stacking the second condenser and the second heat sink in the third direction, the space occupation of the vehicle cooling module in the second direction (the width direction of the vehicle) can be reduced, the space arrangement requirement in the second direction can be lowered, and the space layout of the vehicle cooling module can be optimized.

[0017] In a possible implementation, the heat exchanger is a first condenser, and the projection area of the second condenser along the first direction is less than or equal to the projection area of the second heat sink along the first direction.

[0018] In this way, the heat dissipation area of the second condenser can be less than the heat dissipation area of the second heat sink, so that the second heat sink can have prominent heat dissipation performance in the second layer module, and the heat exchange object of the second heat sink can have better cooling performance. In addition, because the heat exchange objects of the first condenser and the second condenser are the same, and the first condenser is entirely located in the windward area of the heat dissipation channel, the first condenser can compensate for the insufficient heat dissipation area of the second condenser, so that the heat dissipation performance of the heat exchange objects of the first condenser and the second condenser does not decrease, thereby ensuring the overall heat dissipation performance of the vehicle cooling module.

[0019] In a possible implementation, the heat exchanger is a first condenser, and the first condenser includes a first superheating zone and a first subcooling zone, the first refrigerant located in the first superheating zone is in a gaseous state, and the first refrigerant located in the first subcooling zone is in a liquid state.

[0020] The second condenser includes a second superheating zone and a second subcooling zone, the second refrigerant located in the second superheating zone is in a gaseous state, and the second refrigerant located in the second subcooling zone is in a liquid state.

[0021] The first supercooling area covers at least part of the second superheating area in projection along the first direction.

[0022] It can be understood that, by arranging the first supercooling area of the first condenser at the first layer opposite to the second superheating area of the second condenser at the second layer, the cooling airflow can have a lower inlet air temperature and a larger heat exchange temperature difference when passing through the first supercooling area of the first condenser and entering the second superheating area of the second condenser, so as to avoid the cooling effect of the second condenser from being excessively reduced due to the shielding of the first condenser, and facilitate the optimization of the heat dissipation performance of the second condenser.

[0023] In a possible implementation, the first supercooling area covers the liquid inlet of the second heat radiator in projection along the first direction.

[0024] It can be understood that, by arranging the liquid inlet of the second heat radiator at the rear area of the first supercooling area of the first condenser, the cooling airflow can have a lower inlet air temperature and a larger heat exchange temperature difference when passing through the first condenser and entering the second heat radiator, so as to avoid the problem of poor heat dissipation effect of the second heat radiator caused by the high outlet air temperature of the first condenser, and further ensure that the second heat radiator has a better heat dissipation effect.

[0025] In a possible implementation, the heat exchanger is a first heat radiator, and the projection area of the second heat radiator along the first direction is less than or equal to the projection area of the second condenser along the first direction.

[0026] In this way, the heat dissipation area of the second heat radiator can be less than the heat dissipation area of the second condenser, so as to ensure that the second condenser has a prominent heat dissipation performance in the second layer module, and the heat exchange object of the second condenser can have a better cooling performance. In addition, since the heat exchange objects of the first heat radiator and the second heat radiator are the same, and the first heat radiator is entirely located in the windward area of the heat dissipation channel, the first heat radiator can compensate for the insufficient heat dissipation area of the second heat radiator, so as to facilitate the heat dissipation performance of the heat exchange objects of the first heat radiator and the second heat radiator from not being reduced, and thus ensure the heat dissipation performance of the vehicle cooling module as a whole.

[0027] In a possible implementation, the vehicle cooling module further includes a third layer module, the third layer module is arranged on the side of the second layer module away from the first layer module along the first direction, and the third layer module includes a third heat radiator, and the heat dissipation power of the third heat radiator is greater than the heat dissipation power of the second heat radiator.

[0028] It can be understood that part of the cooling airflow entering the heat dissipation channel from the air inlet of the vehicle will directly flow into the first layer of heat exchanger for heat exchange, and the other part will flow into the windward area of the second condenser and the windward area of the second radiator of the second layer for heat exchange. The airflow flowing out of the heat exchanger will flow into the second condenser and the second radiator blocked by the heat exchanger to continue heat exchange, and the airflow flowing out of the second condenser and the second radiator will flow into the third radiator of the third layer for heat exchange. In this way, the cooling requirements of each condenser and each radiator can be considered, the overall heat exchange performance and heat exchange efficiency of the vehicle cooling module can be significantly improved, and the air conditioning refrigeration performance and the cooling performance of each power device can be comprehensively optimized.

[0029] Since the heat dissipation power of the third radiator can be greater than that of the second radiator, the second radiator can be a low-temperature radiator, and the third radiator can be a high-temperature radiator. It can be understood that arranging each condenser and each radiator according to the heat exchanger, the second condenser and the low-temperature radiator arranged side by side, and the high-temperature radiator can consider the cooling requirements of the second condenser and the low-temperature radiator, reduce the air inlet temperature of the second condenser and the low-temperature radiator, improve the overall heat dissipation effect of the vehicle cooling module, and comprehensively optimize the air conditioning refrigeration performance and the power device cooling performance.

[0030] In a possible implementation, part of the third radiator is located in the windward area of the heat dissipation channel.

[0031] It can be understood that since part of the third radiator is located in the windward area of the heat dissipation channel, the airflow flowing in the air inlet can directly act on the third radiator to cool the third radiator by air cooling, thereby ensuring the operation reliability of the third radiator. Although another part of the third radiator is located behind the second layer module, the airflow passing through the second layer module can also flow through this area, so that heat dissipation and cooling effect can be achieved, which is equivalent to or slightly inferior to the direct windward area.

[0032] In a possible implementation, the vehicle cooling module further comprises a fan module, which is arranged on the side of the first layer module away from the second layer module in the first direction, or the fan module is arranged on the side of the third layer module away from the second layer module in the first direction.

[0033] It can be understood that by adding a fan module to the vehicle cooling module, the cooling airflow of external air can be brought into the vehicle cooling module, promoting the heat circulation between the components in the vehicle cooling module, improving the heat dissipation performance and heat exchange efficiency of the vehicle cooling module, and improving the thermal management performance and vehicle comfort.

[0034] In a second aspect, the present application also provides a vehicle, which comprises a vehicle body and a vehicle cooling module as described above, and is provided with a heat dissipation channel, an air inlet of the heat dissipation channel being located at the vehicle body, and the vehicle cooling module being installed at the vehicle body and located in the heat dissipation channel. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 is a structural schematic diagram of an angle of the vehicle provided by an embodiment of the present application;

[0036] Figure 2 is a structural schematic diagram of another angle of the vehicle provided by an embodiment of the present application;

[0037] Figure 3 is a first cross-sectional schematic diagram of the vehicle cooling module provided by the first embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in the figure; Figure 2

[0038] Figure 4 is a structural schematic diagram of an angle of the vehicle cooling module shown in the figure; Figure 3

[0039] Figure 5 is a structural schematic diagram of the first condenser of the vehicle cooling module shown in the figure; Figure 3

[0040] Figure 6 is a structural schematic diagram of the second condenser of the vehicle cooling module shown in the figure; Figure 3

[0041] Figure 7 is a structural schematic diagram of the second radiator of the vehicle cooling module shown in the figure; Figure 3

[0042] Figure 8 is another structural schematic diagram of an angle of the vehicle cooling module shown in the figure; Figure 3

[0043] Figure 9 is yet another structural schematic diagram of an angle of the vehicle cooling module shown in the figure; Figure 3

[0044] Figure 10 is a second cross-sectional schematic diagram of the vehicle cooling module provided by the first embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in the figure; Figure 2

[0045] Figure 11 is a structural schematic diagram of an angle of the vehicle cooling module shown in the figure; Figure 10

[0046] ​​​​​​​​​Figure 12 is a schematic view of a corner of the vehicle cooling module shown in Figure 10 is another schematic view of a corner of the vehicle cooling module shown in

[0047] Figure 13 is another schematic view of a corner of the vehicle cooling module shown in Figure 10 is yet another schematic view of a corner of the vehicle cooling module shown in

[0048] Figure 14 is a third cross-sectional schematic view of the vehicle cooling module provided by the first embodiment of the present application, taken along the section line A-A shown in Figure 2

[0049] Figure 15 is a schematic view of a corner of the vehicle cooling module shown in Figure 14 is another schematic view of a corner of the vehicle cooling module shown in

[0050] Figure 16 is yet another schematic view of a corner of the vehicle cooling module shown in Figure 14 is another schematic view of a corner of the vehicle cooling module shown in

[0051] Figure 17 is yet another schematic view of a corner of the vehicle cooling module shown in Figure 14

[0052] Figure 18 is a fourth cross-sectional schematic view of the vehicle cooling module provided by the first embodiment of the present application, taken along the section line A-A shown in Figure 2

[0053] Figure 19 is a schematic view of a corner of the vehicle cooling module shown in Figure 18

[0054] Figure 20 is another schematic view of a corner of the vehicle cooling module shown in Figure 18

[0055] Figure 21 is a first cross-sectional schematic view of the vehicle cooling module provided by the second embodiment of the present application, taken along the section line A-A shown in Figure 2

[0056] Figure 22 is a schematic view of a corner of the vehicle cooling module shown in Figure 21

[0057] Figure 23 is another schematic view of a corner of the vehicle cooling module shown in Figure 21

[0058] Figure 24 is yet another schematic view of a corner of the vehicle cooling module shown in Figure 2 ​​​​​​​​The first cross-sectional view of the vehicle cooling module provided by the third embodiment of the application is shown in the cross-sectional view A-A.

[0059] Figure 25 is Figure 24 A structural diagram of an angle of the vehicle cooling module is shown.

[0060] Figure 26 is along Figure 2 The second cross-sectional view of the vehicle cooling module provided by the third embodiment of the application is shown in the cross-sectional view A-A.

[0061] Figure 27 is along Figure 2 The third cross-sectional view of the vehicle cooling module provided by the third embodiment of the application is shown in the cross-sectional view A-A. DETAILED DESCRIPTION

[0062] For the convenience of understanding, the terms involved in the embodiments of the application are first explained.

[0063] And / or: It is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone.

[0064] Multiple: refers to two or more than two.

[0065] Connection: should be understood in a broad sense, for example, A is connected with B, which can be that A is directly connected with B, or A is indirectly connected with B through an intermediate medium.

[0066] The specific embodiments of the application will be clearly described below with reference to the accompanying drawings.

[0067] The embodiments of the application provide a vehicle cooling module 100 and a vehicle 200. The vehicle 200 can be an electric vehicle, a fuel vehicle or a hybrid vehicle, for example, the vehicle 200 can be a pure electric vehicle, a range-extended electric vehicle, a hybrid electric vehicle, a fuel cell vehicle, a new energy vehicle, etc., which is not strictly limited.

[0068] Please refer to Figure 1 and Figure 2 , Figure 1 A structural diagram of an angle of the vehicle 200 provided by the embodiments of the application is shown, Figure 2 is another angle of the structural diagram of the vehicle 200 provided by the embodiments of the application.

[0069] For the convenience of description, the length direction of the vehicle 200 is defined as the first direction, the width direction of the vehicle 200 is defined as the second direction, and the height direction of the vehicle 200 is defined as the third direction. The first direction is identified as the X direction, the second direction is identified as the Y direction, and the third direction is identified as the Z direction. The X direction, the Y direction, and the Z direction are perpendicular to each other.

[0070] The vehicle 200 can include a vehicle body 210 and a vehicle cooling module 100. The vehicle body 210 can include a front end 2110 and a rear end 2120. The front end 2110 and the rear end 2120 are oppositely arranged in the X direction. The vehicle body 210 can be provided with a heat dissipation channel W. The heat dissipation channel W can include an air inlet K1 and an air outlet (not shown in the figure). The air inlet K1 and the air outlet can be located at the front end 2110. The vehicle cooling module 100 is installed at the front end 2110 and located in the heat dissipation channel W. The vehicle cooling module 100 is a module composed of heat exchange components of the front end 2110 of the vehicle 200, which can perform refrigeration or heating through heat exchange of a heat exchange medium. The cold air entering the inside of the vehicle body 210 through the air inlet K1 can be heated to hot air by carrying the heat of the vehicle cooling module 100 after flowing through the vehicle cooling module 100. The hot air flows out of the vehicle body 210 from the air outlet, and circulates back and forth to achieve heat dissipation for the vehicle cooling module 100.

[0071] The number of air inlets K1 can be one or more. When the number of air inlets K1 is more than one, the plurality of air inlets K1 can be arranged at intervals on the vehicle body 210. The structures of the plurality of air inlets K1 can be similar, identical or different. The heat exchange objects of the vehicle cooling module 100 can include one or more of a vehicle engine group, a vehicle controller and power motor group, a power battery heat exchange system, and a vehicle air conditioning system. Vehicle engine group cooling, vehicle controller and power motor group cooling, and power battery heat exchange system are related to the power performance and handling performance of the vehicle 200, and the vehicle air conditioning system affects the safety and passenger cabin comfort of the vehicle 200.

[0072] It can be understood that the operation of the vehicle cooling module 100 in the high efficiency range is of great significance to the use performance, safety and ride comfort of the vehicle 200. In order to ensure that the vehicle cooling module 100 can work in the high efficiency range, it is necessary to cool the vehicle cooling module 100 to ensure that the vehicle cooling module 100 works in a suitable temperature environment. The air inlet method can make the cold air in the external environment enter the heat dissipation channel W from the air inlet K1, and then flow to the vehicle cooling module 100 installed in the heat dissipation channel W, thereby cooling the vehicle cooling module 100 and achieving heat exchange and cooling of the vehicle cooling module 100.

[0073] Exemplarily, the air inlet K1 of the heat dissipation channel W can be located at the end surface of the front end 2110. The air outlet of the heat dissipation channel W can be located at the top surface of the front end 2110 or the bottom surface of the front end 2110. Wherein, the bottom surface of the front end 2110 faces the ground plane, and the top surface of the front end 2110 faces away from the ground plane. The vehicle cooling module 100 can be located inside the engine compartment of the vehicle 200. An air inlet grille can be arranged in the air inlet K1. A wind guide device can be arranged between the air inlet grille and the vehicle cooling module 100. The cold air in the external environment enters the air inlet grille and then flows to the vehicle cooling module 100 through the wind guide device, so as to cool the vehicle cooling module 100.

[0074] It should be noted that, Figure 1 and Figure 2 The purpose is only to schematically describe the connection relationship between the vehicle body 210 and the vehicle cooling module 100, and is not a specific limitation on the connection position, specific structure and number of each component. The structure schematically shown in the embodiments of the present application does not constitute a specific limitation on the vehicle 200. In other embodiments of the present application, the vehicle 200 can include more or fewer components than those shown in Figure 1 and Figure 2 , or combine some components, or split some components, or different component arrangement. Figure 1 and Figure 2 The components shown in

[0075] The structure of the vehicle cooling module 100 will be described in detail below through multiple embodiments.

[0076] First embodiment:

[0077] Please refer to Figure 3 and Figure 4 , Figure 3 is a first cross-sectional schematic diagram of the vehicle cooling module 100 provided by the first embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in Figure 2 Figure 4 is a structure schematic diagram of one angle of the vehicle cooling module 100 shown in Figure 3 . In Figure 4 , the area enclosed by the dashed line is the windward area Q of the heat dissipation channel W. The windward area Q of the heat dissipation channel W refers to the area to which the air flow entering the heat dissipation channel W through the air inlet K1 can directly flow.

[0078] ​In this embodiment, the vehicle cooling module 100 can include a first layer module 10 and a second layer module 20. The first layer module 10 and the second layer module 20 can be arranged in sequence along the X direction within the heat dissipation channel W of the vehicle 200. That is, within the heat dissipation channel W of the vehicle 200, the first layer module 10 and the second layer module 20 can be arranged in a stack along the X direction. The first layer module 10 can be closer to the air inlet K1 of the heat dissipation channel W relative to the second layer module 20. That is, the first layer module 10 faces the air inlet K1 of the heat dissipation channel W, and the second layer module 20 is located on the side of the first layer module 10 away from the air inlet K1 of the heat dissipation channel W.

[0079] The first layer module 10 can include a heat exchanger 11. The heat exchanger 11 can be located within the windward area Q of the heat dissipation channel W. External cold air entering the heat dissipation channel W via the air inlet K1 can directly flow to the heat exchanger 11 to take away heat on the heat exchanger 11, achieving air cooling heat dissipation of the heat exchanger 11. The heat exchanger 11 can be a first condenser 12.

[0080] The heat exchange object of the first condenser 12 can be a vehicle air conditioning system. The first condenser 12 can be connected to an air conditioning system refrigeration circuit to ensure the reliability of the operation of the vehicle air conditioning system. Of course, the air conditioning system refrigeration circuit connected by the first condenser 12 can be used for air conditioning refrigeration, and can also be used for power battery heat exchange, and no strict limitation is made thereto.

[0081] Please refer to Figure 5 , Figure 5 is Figure 3 the structural schematic diagram of the first condenser 12 of the vehicle cooling module 100 shown in FIG. 1. In Figure 5 , the direction of the arrow is the flow direction of the first refrigerant. In addition, the structure of the first condenser 12 is only for convenience and does not constitute a limitation on the shape of the first condenser 12 in the embodiments of the present application.

[0082] The first condenser 12 can include a first header 121, a second header 122, a first inlet 123, a first outlet 124, and a plurality of first flat tubes 125. The first header 121 and the second header 122 are oppositely arranged and spaced apart. The plurality of first flat tubes 125 are connected between the first header 121 and the second header 122 at intervals. Each of the first flat tubes 125 is in communication with the first header 121 and the second header 122. The first inlet 123 can be arranged at the first header 121 or the second header 122. The first outlet 124 can be arranged at the first header 121 or the second header 122. The first header 121, the second header 122, and the plurality of first flat tubes 125 form a first flow channel in communication. The first flow channel is in communication with the first inlet 123 and the first outlet 124, and is used to transport the first refrigerant from the first inlet 123 to the first outlet 124. That is, the first refrigerant can flow into the first flow channel from the first inlet 123, and then flow out of the first flow channel from the first outlet 124 and into the vehicle air conditioning system. When the first refrigerant flows to the vehicle air conditioning system, it can absorb heat, thereby cooling the passenger compartment. When the first refrigerant flows to the first condenser 12, it can release heat, so that when the first refrigerant flows back to the vehicle air conditioning system, it can continue to absorb heat, ensuring the comfort of the passengers. The foregoing process is repeated to circulate the first refrigerant through the first condenser 12, so that the first condenser 12 can cool and condense the first refrigerant to convert the gaseous first refrigerant into liquid first refrigerant.

[0083] Each of the first flat tubes 125 can extend linearly or curvilinearly between the first header 121 and the second header 122. The first inlet 123 and the first outlet 124 can both be arranged at the first header 121. Alternatively, the first inlet 123 and the first outlet 124 can both be arranged at the second header 122. Alternatively, one of the first inlet 123 and the first outlet 124 can be arranged at the first header 121, and the other can be arranged at the second header 122. Furthermore, the relative positions of the first inlet 123 and the first outlet 124 can be that the first inlet 123 is above and the first outlet 124 is below, or that the first inlet 123 is below and the first outlet 124 is above. The present embodiment does not strictly limit the extension direction of the first flat tubes 125, the arrangement positions of the first inlet 123 and the first outlet 124, the relative positional relationship of the first inlet 123 and the first outlet 124, the shapes of the first inlet 123 and the first outlet 124, and other characteristic parameters.

[0084] The first manifold 121 and the second manifold 122 are provided with a plurality of first partitions for separating the inner cavity of the first manifold 121 and the inner cavity of the second manifold 122. The plurality of first partitions can separate the first flow channel into a first superheating region connected to the first inlet 123, a first subcooling region connected to the first outlet 124, and a first two-phase region between the first superheating region and the first subcooling region.

[0085] The first refrigerant can change phase during the flow in the first flow channel. The first refrigerant in the first superheating region is in a gaseous state. The first refrigerant in the first two-phase region is in a mixed gaseous-liquid state, and the first refrigerant in the first subcooling region is in a liquid state. The temperature of the first refrigerant in the first superheating region can be greater than the temperature of the first refrigerant in the first subcooling region. The first condenser 12 can convert the first refrigerant from a gaseous state to a liquid state to release heat.

[0086] In this embodiment, external air can pass through the first condenser 12 and carry away the heat of the first condenser 12 to achieve air cooling of the first condenser 12. Specifically, an installation gap can be formed between two adjacent first flat tubes 125. The installation gap can be used to install heat dissipation fins to form a flat tube-fin condenser. The heat dissipation fins can be in contact with external air to air cool the first condenser 12. The heat dissipation fins provided in the first condenser 12 can increase the heat dissipation area of the first condenser 12 and improve the heat dissipation efficiency of the first condenser 12.

[0087] Please refer to Figure 3 and Figure 4 , the second layer module 20 can include a second condenser 21 and a second heat sink 22. The second condenser 21 and the second heat sink 22 can be arranged side by side. The first condenser 12, the second condenser 21 and the second heat sink 22 arranged side by side are arranged in sequence along the X direction. Part of the second condenser 21 and part of the second heat sink 22 are located in the windward area Q of the heat dissipation channel W. Alternatively, the second condenser 21 and part of the second heat sink 22 are located in the windward area Q of the heat dissipation channel W. Alternatively, the second heat sink 22 and part of the second condenser 21 are located in the windward area Q of the heat dissipation channel W. In this arrangement, external cold air entering the heat dissipation channel W through the air inlet K1 can directly flow to the second condenser 21 and the second heat sink 22 to carry away the heat on the second condenser 21 and the second heat sink 22, achieving air cooling of the second condenser 21 and the second heat sink 22.

[0088] The heat exchange object of the second condenser 21 can be a vehicle air conditioning system. The second condenser 21 can be connected to an air conditioning system refrigeration circuit to ensure the reliability of the operation of the vehicle air conditioning system. Of course, the air conditioning system refrigeration circuit to which the second condenser 21 is connected can be used not only for air conditioning refrigeration but also for power battery heat exchange, and no strict limitation is made in this regard. The heat exchange object of the second radiator 22 can be one or more of a vehicle engine group, a vehicle controller and a power motor group, and a power battery heat exchange system. The second radiator 22 can be selectively communicated to one or more of an electric drive cooling circuit, an engine cooling circuit, and a battery cooling circuit to ensure the reliability of the operation of one or more of the vehicle engine group, the vehicle controller and the power motor group, and the power battery heat exchange system. That is, the second radiator 22 can be communicated only with the electric drive cooling circuit. Alternatively, the second radiator 22 can be communicated only with the engine cooling circuit. Alternatively, the second radiator 22 can be communicated only with the battery cooling circuit. Alternatively, the second radiator 22 can be communicated with both the electric drive cooling circuit and the engine cooling circuit. Alternatively, the second radiator 22 can be communicated with both the electric drive cooling circuit and the battery cooling circuit. Alternatively, the second radiator 22 can be communicated with both the engine cooling circuit and the battery cooling circuit. Alternatively, the second radiator 22 can be communicated with the electric drive cooling circuit, the engine cooling circuit, and the battery cooling circuit.

[0089] It can be understood that, by sequentially arranging the first condenser 12, the second condenser 21 and the second radiator 22 arranged side by side along the X direction, the cooling airflow entering the heat dissipation channel W from the air inlet K1 can first flow into the first condenser 12 of the first layer, and then flow into the second condenser 21 and the second radiator 22 of the second layer, which is conducive to improving the compactness of each component in the vehicle cooling module 100, and optimizing the cooling effect of the vehicle cooling module 100. By arranging the first condenser 12 at the front side close to the air inlet K1 of the heat dissipation channel W, the area through which the cold air of the first condenser 12 enters can be larger, the heat dissipation effect is better, the heat dissipation efficiency is higher, and the operation reliability of the first condenser 12 is ensured. By arranging the second condenser 21 behind the first condenser 12, the heat dissipation area of the entire condenser can be increased by the arrangement of multiple condensers, the heat dissipation efficiency is improved, and the cooling performance of the air conditioning system cooling circuit connected to the first condenser 12 is ensured, the cooling effect of the vehicle air conditioning system on the interior of the vehicle 200 and the refrigeration capacity of the vehicle air conditioning system are improved, and the use comfort of the occupants is improved. By arranging the second radiator 22 behind the first condenser 12, the air inlet temperature of the second radiator 22 can not be too high, the heat dissipation temperature difference of the second radiator 22 can be maintained at a good level, and the cooling performance of one or more of the electric drive cooling circuit, the engine cooling circuit and the battery cooling circuit connected to the second radiator 22 is ensured, the heat dissipation performance of various functional electronic components in the cooling circuit connected to the second radiator 22 is optimized, and the power performance and operating performance of the vehicle 200 are improved.

[0090] In addition, since most of the areas of the first condenser 12, the second condenser 21 and the second radiator 22 are located in the windward area Q in the heat dissipation channel W, the airflow flowing in the air inlet K1 can directly act on the first condenser 12, the second condenser 21 and the second radiator 22 to cool them by air cooling, thereby ensuring the operation reliability of the first condenser 12, the second condenser 21 and the second radiator 22. Although the local area of the second condenser 21 and / or the second radiator 22 is located behind the first condenser 12, the cooling airflow passing through the first condenser 12 can also flow through this area, so that heat dissipation can also be performed, and the cooling effect is comparable to or slightly inferior to that of the direct windward area. In summary, in the present embodiment, the layout of the first condenser 12, the second condenser 21 and the second radiator 22 can make each component can exert its own optimal performance, thereby improving the overall heat dissipation performance of the vehicle cooling module 100.

[0091] Please refer to Figure 6 , Figure 6 is Figure 3 the structural schematic diagram of the second condenser 21 of the vehicle cooling module 100 shown in FIG. 2. In Figure 6In the figure, the direction of the arrow is the flow direction of the second refrigerant. In addition, the structure of the second condenser 21 is only made for convenience and does not constitute a limitation on the shape of the second condenser 21 in the embodiments of the present application.

[0092] The second condenser 21 can include a third header 211, a fourth header 212, a second inlet 213, a second outlet 214, and a plurality of second flat tubes 215. The third header 211, the fourth header 212, and the plurality of second flat tubes 215 are in communication to form a second flow channel. The third header 211 and the fourth header 212 are provided with a plurality of second partitions that separate the inner cavities of the third header 211 and the fourth header 212. The plurality of second partitions can separate the second flow channel into a second superheating zone connected to the first inlet 123, a second subcooling zone connected to the second outlet 214, and a second two-phase zone between the second superheating zone and the second subcooling zone.

[0093] The structure and connection relationship of the third header 211, the fourth header 212, the second inlet 213, the second outlet 214, the second flat tube 215, the second flow channel, the second partition, the second superheating zone, the second subcooling zone, and the second two-phase zone are substantially the same as the structure and connection relationship of the first header 121, the second header 122, the first inlet 123, the first outlet 124, the first flat tube 125, the first flow channel, the first partition, the first superheating zone, the first subcooling zone, and the first two-phase zone in the above embodiments of the present application. Please refer to the above description and do not repeat it here.

[0094] Please refer to Figure 7 , Figure 7 is Figure 3 a schematic structural diagram of a second radiator 22 of the vehicle cooling module 100 shown in the figure. In Figure 7 , the direction of the arrow is the flow direction of the cooling medium. In addition, the structure of the second radiator 22 is only made for convenience and does not constitute a limitation on the shape of the second radiator 22 in the embodiments of the present application.

[0095] The second heat sink 22 can include a first manifold 221, a second manifold 222, an inlet 223, an outlet 224, and a plurality of extension pipes 225. The first manifold 221 and the second manifold 222 are oppositely arranged and spaced apart. The plurality of extension pipes 225 are connected between the first manifold 221 and the second manifold 222 at intervals. Each extension pipe 225 is in communication with the first manifold 221 and the second manifold 222. The inlet 223 can be arranged on the first manifold 221 or the second manifold 222. The outlet 224 can be arranged on the first manifold 221 or the second manifold 222. The first manifold 221, the second manifold 222, and each extension pipe 225 form a cooling flow channel in communication. The plurality of cooling flow channels are arranged at intervals. Each cooling flow channel is in communication with the inlet 223 and the outlet 224 and is used to transport the cooling medium from the inlet 223 to the outlet 224. That is, when the cooling medium flows into one or more of the vehicle engine group, the vehicle controller and power motor group, and the power battery heat exchange system, the cooling medium can be heat exchanged, thereby cooling one or more of the vehicle engine group, the vehicle controller and power motor group, and the power battery heat exchange system to ensure the operation reliability of each component. The warmed cooling medium can flow into the second heat sink 22 from the inlet 223. The warmed cooling medium flowing in the second heat sink 22 can be heat exchanged and cooled by being radiated to the cold air flowing outside the second heat sink 22, and then flows out of the second heat sink 22 from the outlet 224. The cooled cooling medium can flow into one or more of the vehicle engine group, the vehicle controller and power motor group, and the power battery heat exchange system again to cool each component again. The foregoing process is repeated to circulate the cooling medium through the second heat sink 22, so that the cooling medium can be heat exchanged and cooled by the second heat sink 22.

[0096] Each extension pipe 225 can extend linearly or curvilinearly between the first manifold 221 and the second manifold 222. The inlet 223 and the outlet 224 can be arranged on the first manifold 221. Alternatively, the inlet 223 and the outlet 224 can be arranged on the second manifold 222. Alternatively, one of the inlet 223 and the outlet 224 is arranged on the first manifold 221, and the other is arranged on the second manifold 222. Moreover, the relative positions of the inlet 223 and the outlet 224 can be that the inlet 223 is above and the outlet 224 is below, or the inlet 223 is below and the outlet 224 is above. The present embodiment does not strictly limit the extension direction of the extension pipe 225, the arrangement position of the inlet 223 and the outlet 224, the relative position relationship of the inlet 223 and the outlet 224, the shape of the inlet 223 and the outlet 224, and other characteristic parameters.

[0097] Exemplarily, the second heat sink 22 can be a low-temperature heat sink or a high-temperature heat sink. When the second heat sink 22 is a high-temperature heat sink, the second heat sink 22 can be in communication with an engine cooling circuit in which the cooling working medium flows. The engine generates high temperature during operation, and the cooling working medium flowing to the engine can exchange heat to cool the engine, thereby ensuring the movement reliability of the engine. The heated cooling working medium can flow to the high-temperature heat sink, so that the cooling working medium can exchange heat and be cooled by the high-temperature heat sink. The cooled cooling working medium can flow to the engine again to cool the engine again.

[0098] When the second heat sink 22 is a low-temperature heat sink, the second heat sink 22 can be in communication with an electric drive cooling circuit and / or a battery cooling circuit in which the cooling working medium flows. The power device of the electric drive cooling circuit and / or the power battery generates high temperature during operation, and the cooling working medium flowing to the power device and / or the power battery can exchange heat to cool the power device and / or the power battery, thereby ensuring the movement reliability of the power device and / or the power battery. The heated cooling working medium can flow to the low-temperature heat sink, so that the cooling working medium can exchange heat and be cooled by the low-temperature heat sink. The cooled cooling working medium can flow to the power device and / or the power battery again to cool the power device again. The power device of the electric drive cooling circuit can include one or more of a DC-DC converter, an OBC (On Board Charger), a GCU (Generator Control Unit), an MCU (Motor Controller Unit), an electric motor, a generator, etc.

[0099] The second heat sink 22 can be a cross-flow heat sink, that is, the cooling working medium can flow in the second heat sink 22 in the horizontal direction (Y direction shown in the figure). Alternatively, the second heat sink 22 can also be a vertical flow heat sink, that is, the cooling working medium can flow in the second heat sink 22 in the vertical direction (Z direction shown in the figure). The embodiment does not strictly limit the flow direction of the cooling working medium in the second heat sink 22.

[0100] In the embodiment, external air can pass through the second heat sink 22 and carry away the heat of the second heat sink 22, thereby achieving air cooling of the second heat sink 22. Specifically, an installation gap can be formed between two adjacent extension pipes 225. The installation gap can be used to install heat dissipation fins. The heat dissipation fins can be in contact with external air to cool the second heat sink 22 by air cooling. The heat dissipation fins arranged in the second heat sink 22 can increase the heat dissipation area of the second heat sink 22 and improve the heat dissipation efficiency of the second heat sink 22.

[0101] In this embodiment, the second condenser 21 can be arranged side by side with the second heat sink 22 along the Y direction. Alternatively, the second condenser 21 can also be arranged side by side with the second heat sink 22 along the Z direction. The arrangement of the first condenser 12, the second condenser 21 and the second heat sink 22 will be exemplarily described below through multiple embodiment manners.

[0102] In a first possible implementation, referring to Figure 3 and Figure 4 , the first condenser 12 can be arranged opposite to the second condenser 21 in the X direction and sequentially arranged, and the second condenser 21 and the second heat sink 22 can be arranged side by side along the Y direction. The first condenser 12, part of the second condenser 21 and part of the second heat sink 22 are located in the windward area Q of the heat dissipation channel W. In this way, the first condenser 12, the second condenser 21 and the second heat sink 22 all have a part directly in contact with the cooling airflow at the air inlet K1, so that each of them can adsorb more gas on the windward surface, which is beneficial to improve the heat dissipation performance of the first condenser 12, the second condenser 21 and the second heat sink 22.

[0103] The first condenser 12 can shield part of the second condenser 21 and part of the second heat sink 22. That is, the projection of the first condenser 12 along the X direction covers part of the second condenser 21 and part of the second heat sink 22. The first supercooling area of the first condenser 12 can be arranged opposite to the second superheating area of the second condenser 21 in the X direction. That is, the projection of the first supercooling area of the first condenser 12 along the X direction covers at least part of the second superheating area of the second condenser 21.

[0104] It can be understood that by arranging the first supercooling area of the first condenser 12 located in the first layer opposite to the second superheating area of the second condenser 21 located in the second layer, the cooling airflow has a lower air inlet temperature and a larger heat exchange temperature difference when passing through the first supercooling area of the first condenser 12 to enter the second superheating area of the second condenser 21, which avoids that the cooling effect of the second condenser 21 is reduced too much due to the shielding of the first condenser 12, and is beneficial to optimize the heat dissipation performance of the second condenser 21.

[0105] It should be noted that the illustration is exemplarily described by taking the first condenser 12 located in the lower right position of the first layer module 10 as an example. However, in other embodiments, the first condenser 12 can also be located in other positions such as the central position, the upper right position, the lower left position, the upper left position and the like of the first layer module 10, which is not strictly limited.

[0106] In the embodiment, the maximum dimension L1 of the first condenser 12 along the Y direction can be less than or equal to the minimum dimension L2 of the second layer module 20 along the Y direction (allowing a tolerance range, i.e., the sum of the dimension of the second radiator 22 along the Y direction and the dimension of the second condenser 21 along the Y direction). The maximum dimension H1 of the first condenser 12 along the Z direction can be less than or equal to the minimum dimension H2 of the second layer module 20 along the Z direction (allowing a tolerance range, i.e., the dimension of the second radiator 22 along the Z direction or the dimension of the second condenser 21 along the Z direction).

[0107] One end of the first condenser 12 along the Y direction can be aligned with the side of the second condenser 21 away from the second radiator 22, and the other end of the first condenser 12 along the Y direction can be arranged opposite to the second radiator 22. In other embodiments, one end of the first condenser 12 along the Y direction can also be misaligned with the side of the second condenser 21 away from the second radiator 22, for example, one end of the first condenser 12 along the Y direction can protrude in the opposite direction of the side of the second condenser 21 away from the second radiator 22 along the Y direction.

[0108] In the embodiment, the first condenser 12 can also shield the liquid inlet 223 of the second radiator 22. That is, the projection of the first condenser 12 along the X direction covers the liquid inlet 223 of the second radiator 22.

[0109] For example, the first supercooling area of the first condenser 12 can shield the liquid inlet 223 of the second radiator 22. That is, the projection of the first supercooling area of the first condenser 12 along the X direction can cover the liquid inlet 223 of the second radiator 22. It can be understood that by arranging the liquid inlet 223 of the second radiator 22 to be preferentially located in the rear area of the first supercooling area of the first condenser 12, the cooling airflow can have a lower inlet air temperature and a larger heat exchange temperature difference when passing through the first condenser 12 and entering the second radiator 22, which is beneficial to avoid the problem of poor heat dissipation of the second radiator 22 caused by high outlet air temperature of the first condenser 12, and thus the second radiator 22 can have better heat dissipation effect.

[0110] In the embodiment, the projection area of the second condenser 21 along the X direction (i.e., the area of the second condenser 21 on the YZ plane) can be equal to the projection area of the second radiator 22 along the X direction (i.e., the area of the second radiator 22 on the YZ plane). In this way, the heat dissipation area of the second condenser 21 can be approximately equal to the heat dissipation area of the second radiator 22, so as to ensure that the second condenser 21 and the second radiator 22 in the second layer module 20 can have relatively balanced heat dissipation performance, so that the heat exchange objects of the second condenser 21 and the second radiator 22 can both have better cooling performance, which is beneficial to optimize the overall heat dissipation performance of the vehicle cooling module 100.

[0111] In a second possible implementation, please refer to Figure 3 and Figure 8 , Figure 8 is Figure 3 another structural diagram of an angle of the vehicle cooling module 100. In Figure 8 , the area framed by the dashed line is the windward area Q of the heat dissipation channel W.

[0112] In this embodiment, the same content as the first embodiment will not be repeated, and the difference from the first embodiment is that the first condenser 12, the second radiator 22 and part of the second condenser 21 are located in the windward area Q of the heat dissipation channel W. The first condenser 12 can shield part of the second condenser 21. That is, the projection of the first condenser 12 along the X direction covers part of the second condenser 21. One end of the first condenser 12 along the Y direction can be aligned with the side of the second condenser 21 away from the second radiator 22, and the other end of the first condenser 12 along the Y direction can be aligned with the side of the second condenser 21 close to the second radiator 22.

[0113] In other embodiments, the other end of the first condenser 12 along the Y direction can be aligned with the side of the second radiator 22 away from the second condenser 21. Alternatively, the other end of the first condenser 12 along the Y direction can also be misaligned with the side of the second radiator 22 away from the second condenser 21, for example, the other end of the first condenser 12 can protrude along the Y direction relative to the side of the second radiator 22 away from the second condenser 21.

[0114] In a third possible implementation, please refer to Figure 3 and Figure 9 , Figure 9 is Figure 3 another structural diagram of an angle of the vehicle cooling module 100. In Figure 9 , the area framed by the dashed line is the windward area Q of the heat dissipation channel W.

[0115] In the embodiment, the same content as the first embodiment is not repeated, and different from the first embodiment is that the projection area of the second condenser 21 along the X direction (i.e. the area of the second condenser 21 shown in the YZ plane) is less than the projection area of the second radiator 22 along the X direction (i.e. the area of the second radiator 22 shown in the YZ plane). Thus, the heat dissipation area of the second condenser 21 can be made less than the heat dissipation area of the second radiator 22 to ensure that the second radiator 22 can have prominent heat dissipation performance in the second layer module 20, so that the heat exchange object of the second radiator 22 can have better cooling performance. In addition, since the heat exchange objects of the first condenser 12 and the second condenser 21 are the same, and the first condenser 12 is entirely located in the windward area Q of the heat dissipation channel W, the first condenser 12 can make up for the insufficient heat dissipation area of the second condenser 21, which is beneficial to make the heat dissipation performance of the heat exchange objects of the first condenser 12 and the second condenser 21 not decrease, thereby ensuring the overall heat dissipation performance of the vehicle cooling module 100.

[0116] It should be noted that the area of the second condenser 21 shown in the YZ plane and the area of the second radiator 22 shown in the YZ plane are only for convenient illustration and do not represent the actual size of the second condenser 21 and the second radiator 22 in the YZ plane. In some other embodiments, the projection area of the second condenser 21 along the X direction can also be greater than the projection area of the second radiator 22 along the X direction, which is not strictly limited.

[0117] In the fourth possible embodiment, please refer to Figure 10 and Figure 11 , Figure 10 is along Figure 2 the second cross-sectional view of the vehicle cooling module 100 provided by the first embodiment of the application is shown in the cross-sectional view A-A shown in the figure, Figure 11 is Figure 10 a structure diagram of one angle of the vehicle cooling module 100 shown in the figure. In Figure 11 , the area enclosed by the dashed line is the windward area Q of the heat dissipation channel W.

[0118] In the embodiment, the same content as the first embodiment is not repeated, and different from the first embodiment is that the first condenser 12 can be opposite to the second radiator 22 in the X direction and arranged in sequence, and the second radiator 22 can be arranged side by side with the second condenser 21 along the Y direction.

[0119] In some embodiments, one end of the first condenser 12 along the Y direction can be aligned with the side of the second heat sink 22 away from the second condenser 21, and the other end of the first condenser 12 along the Y direction can be arranged opposite to the second condenser 21. In other embodiments, the one end of the first condenser 12 along the Y direction can also be misaligned with the side of the second heat sink 22 away from the second condenser 21, for example, the one end of the first condenser 12 along the Y direction can protrude in the opposite direction of the side of the second heat sink 22 away from the second condenser 21 along the Y direction.

[0120] In a fifth possible implementation, please refer to Figure 10 and Figure 12 , Figure 12 is another structural schematic view of an angle of the vehicle cooling module 100 shown in Figure 10 In Figure 12 , the area enclosed by the dashed line is the windward area Q of the heat dissipation channel W.

[0121] In the present implementation, the same content as the fourth implementation will not be repeated, and the difference from the fourth implementation is that the first condenser 12, the second condenser 21 and part of the second heat sink 22 are located in the windward area Q of the heat dissipation channel W. The first condenser 12 can shield part of the second condenser 21. That is, the projection of the first condenser 12 along the X direction covers part of the second condenser 21. One end of the first condenser 12 along the Y direction can be aligned with the side of the second heat sink 22 away from the second condenser 21, and the other end of the first condenser 12 along the Y direction can be aligned with the side of the second heat sink 22 close to the second condenser 21.

[0122] In other embodiments, the other end of the first condenser 12 along the Y direction can be aligned with the side of the second condenser 21 away from the second heat sink 22. Alternatively, the other end of the first condenser 12 along the Y direction can also be misaligned with the side of the second condenser 21 away from the second heat sink 22, for example, the other end of the first condenser 12 along the Y direction can protrude relative to the side of the second condenser 21 away from the second heat sink 22 along the Y direction.

[0123] In a sixth possible implementation, please refer to Figure 10 and Figure 13 , Figure 13 is another structural schematic view of an angle of the vehicle cooling module 100 shown in Figure 10 In Figure 13 , the area enclosed by the dashed line is the windward area Q of the heat dissipation channel W.

[0124] In the present embodiment, the same content as the fourth embodiment will not be described again, and the difference from the fourth embodiment is that the projection area of the second condenser 21 along the X direction (i.e., the area of the second condenser 21 shown in the YZ plane) is smaller than the projection area of the second radiator 22 along the X direction (i.e., the area of the second radiator 22 shown in the YZ plane).

[0125] It should be noted that the area of the second condenser 21 shown in the YZ plane and the area of the second radiator 22 shown in the YZ plane are only for convenient illustration and do not represent the actual size of the second condenser 21 and the second radiator 22 in the YZ plane. In some other embodiments, the projection area of the second condenser 21 along the X direction can also be greater than the projection area of the second radiator 22 along the X direction, which is not strictly limited.

[0126] In the seventh possible embodiment, please refer to Figure 14 and Figure 15 , Figure 14 is a third cross-sectional schematic diagram of the vehicle cooling module 100 provided by the first embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in Figure 2 , Figure 15 is a structure schematic diagram of an angle of the vehicle cooling module 100 shown in Figure 14 . In Figure 15 , the area enclosed by the dashed line is the windward area Q of the heat dissipation channel W.

[0127] In the present embodiment, the same content as the first embodiment will not be described again, and the difference from the first embodiment is that the first condenser 12 can be arranged opposite to the second condenser 21 in the X direction and in sequence, and the second condenser 21 can be arranged side by side with the second radiator 22 in the Z direction. The first condenser 12, the second radiator 22, and part of the second condenser 21 are located in the windward area Q of the heat dissipation channel W.

[0128] The first condenser 12 can shield part of the second condenser 21. That is, the projection of the first condenser 12 along the X direction covers part of the second condenser 21. It can be understood that by making the first condenser 12 shield part of the second condenser 21 without shielding the second radiator 22, the entire area of the second radiator 22 can be located in the windward area Q of the heat dissipation channel, so that the second radiator 22 has sufficient heat dissipation area, and the problem of reduced heat dissipation performance of the second radiator 22 due to being shielded by the first condenser 12 can be avoided, and the reliability is better.

[0129] The one end of the first condenser 12 along the Y direction can be aligned with the one end of the second condenser 21 along the Y direction, and the other end of the first condenser 12 along the Y direction can be misaligned with the other end of the second condenser 21 along the Y direction. In some other embodiments, the other end of the first condenser 12 along the Y direction can also be aligned with the other end of the second condenser 21 along the Y direction.

[0130] The one end of the first condenser 12 along the X direction can be aligned with the one end of the second condenser 21 along the X direction, and the other end of the first condenser 12 along the X direction can be misaligned with the one end of the second condenser 21 along the X direction. In some other embodiments, the other end of the first condenser 12 along the X direction can be aligned with the one end of the second condenser 21 along the X direction.

[0131] In the eighth possible implementation, please refer to Figure 14 and Figure 16 , Figure 16 is Figure 14 another structural schematic view of an angle of the vehicle cooling module 100 shown in FIG. 8. In Figure 16 , the area framed by the dashed line is the windward area Q of the heat dissipation channel W.

[0132] In the present implementation, the same content as the seventh implementation is not repeated, and the difference from the seventh implementation is that the projection area of the second condenser 21 along the X direction (i.e., the area of the second condenser 21 shown in the YZ plane) can be smaller than the projection area of the second heat sink 22 along the X direction (i.e., the area of the second heat sink 22 shown in the YZ plane).

[0133] It should be noted that the area of the second condenser 21 shown in the YZ plane and the area of the second heat sink 22 shown in the YZ plane are only for convenient illustration and do not represent the actual size of the second condenser 21 and the second heat sink 22 in the YZ plane. In some other embodiments, the projection area of the second condenser 21 along the X direction can also be greater than the projection area of the second heat sink 22 along the X direction, which is not strictly limited.

[0134] In the ninth possible implementation, please refer to Figure 14 and Figure 17 , Figure 17 is Figure 14 another structural schematic view of an angle of the vehicle cooling module 100 shown in FIG. 8. In Figure 17 , the area framed by the dashed line is the windward area Q of the heat dissipation channel W.

[0135] In the present embodiment, the same content as the seventh embodiment will not be described again, and different from the seventh embodiment, the first condenser 12, the partial second condenser 21 and the partial second radiator 22 are located in the windward region Q of the heat dissipation passage W. The first condenser 12 can shield the partial second condenser 21 and the partial second radiator 22. That is, the projection of the first condenser 12 along the X direction covers the partial second condenser 21 and the partial second radiator.

[0136] In the tenth possible embodiment, please refer to Figure 18 and Figure 19 , Figure 18 is a fourth cross-sectional schematic diagram of the vehicle cooling module 100 provided by the first embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in Figure 2 , Figure 19 is Figure 18 a structure schematic diagram of one angle of the vehicle cooling module 100. In Figure 19 , the area framed by the dashed line is the windward region Q of the heat dissipation passage W.

[0137] In the present embodiment, the same content as the seventh embodiment will not be described again, and different from the seventh embodiment, the first condenser 12 can be opposite to the second radiator 22 in the X direction and be arranged in sequence, and the second radiator 22 can be arranged side by side with the second condenser 21 in the Z direction. The first condenser 12, the second condenser 21 and the partial second radiator 22 are located in the windward region Q of the heat dissipation passage W. The first condenser 12 can shield the partial second radiator 22. That is, the projection of the first condenser 12 along the X direction covers the partial second radiator 22.

[0138] One end of the first condenser 12 along the Y direction can be aligned with one end of the second radiator 22 along the Y direction, and the other end of the first condenser 12 along the Y direction can be arranged staggered with the other end of the second radiator 22 along the Y direction. In other embodiments, the other end of the first condenser 12 along the Y direction can also be aligned with the other end of the second radiator 22 along the Y direction.

[0139] One end of the first condenser 12 along the X direction can be aligned with one end of the second radiator 22 along the X direction, and the other end of the first condenser 12 along the X direction can be arranged staggered with one end of the second radiator 22 along the X direction. In other embodiments, the other end of the first condenser 12 along the X direction can also be aligned with one end of the second radiator 22 along the X direction.

[0140] In the eleventh possible embodiment, please refer to Figure 18 and Figure 20 , Figure 20 is Figure 18This is a schematic diagram of another structure of the vehicle cooling module 100 at one angle. Figure 20 In the diagram, the area outlined by the dashed line is the windward area Q of the heat dissipation channel W.

[0141] In this embodiment, the contents that are the same as those in the tenth embodiment will not be repeated. The difference from the tenth embodiment is that the projected area of ​​the second condenser 21 along the X direction (i.e., the area of ​​the second condenser 21 on the YZ plane in the figure) can be smaller than the projected area of ​​the second radiator 22 along the X direction (i.e., the area of ​​the second radiator 22 on the YZ plane in the figure).

[0142] It should be noted that the areas of the second condenser 21 and the second radiator 22 on the YZ plane shown in the illustration are for illustrative purposes only and do not represent the actual sizes of the second condenser 21 and the second radiator 22 on the YZ plane. In some other embodiments, the projected area of ​​the second condenser 21 along the X direction may also be larger than the projected area of ​​the second radiator 22 along the X direction, and this is not strictly limited.

[0143] Second embodiment:

[0144] Please refer to the following: Figure 21 , Figure 22 and Figure 23 , Figure 21 It is along Figure 2 The diagram shown is a simplified first cross-sectional view of the vehicle cooling module 100 provided in the second embodiment of this application, obtained by cutting along section line AA. Figure 22 yes Figure 21 The diagram shown is a structural schematic of the vehicle cooling module 100 at one angle. Figure 23 yes Figure 21 This is a schematic diagram of another structure of the vehicle cooling module 100 at one angle. Figure 22 and Figure 23 In the diagram, the area outlined by the dashed line is the windward area Q of the heat dissipation channel W.

[0145] In this embodiment, the contents that are the same as in the first embodiment will not be repeated, and the contents that are different from the first embodiment will be described in detail below. In addition, the description of the structural improvements of the vehicle cooling module 100 below can be applied to the first embodiment above, unless otherwise specified.

[0146] The vehicle cooling module 100 shown in the embodiment is different from the vehicle cooling module 100 of the first embodiment in that the heat exchanger 11 of the first layer module 10 is the first radiator 13. The first radiator 13, the second condenser 21 and the second radiator 22 arranged side by side are sequentially arranged along the X direction. Among them, the first radiator 13 in the embodiment can be substantially the same as the structure of the second radiator 22 of the first embodiment described above. Please refer to, and will not be repeated here. In addition, the first radiator 13 and the second radiator 22 can be the same type of radiator, such as both being low-temperature radiators or both being high-temperature radiators. Alternatively, the first radiator 13 and the second radiator 22 can be different types of radiators, such as one being a low-temperature radiator and the other being a high-temperature radiator.

[0147] It can be understood that since the first radiator 13 is closer to the air inlet K1 of the vehicle 200 than the second condenser 21 and the second radiator 22 arranged side by side, the first radiator 13 can ensure the air flow amount, thereby ensuring the heat dissipation efficiency of the first radiator 13, so that the first radiator 13 can meet the heat dissipation requirements under various working conditions, and the reliability is better.

[0148] In the embodiment, the first radiator 13, part of the second condenser 21 and part of the second radiator 22 are located in the windward area Q of the heat dissipation channel W. Alternatively, the first radiator 13, the second condenser 21 and part of the second radiator 22 are located in the windward area Q of the heat dissipation channel W. Alternatively, the first radiator 13, the second radiator 22 and part of the second condenser 21 are located in the windward area Q of the heat dissipation channel W. Under this arrangement, the external cold air entering the heat dissipation channel W through the air inlet K1 can directly flow to the first radiator 13, the second condenser 21 and the second radiator 22 to carry away the heat on the first radiator 13, the second condenser 21 and the second radiator 22, thereby realizing the air cooling heat dissipation of the first radiator 13, the second condenser 21 and the second radiator 22.

[0149] Among them, the relative positional relationship between the first radiator 13 located in the first layer and the second condenser 21 and the second radiator 22 arranged side by side located in the second layer in the embodiment can be substantially the same as the relative positional relationship between the first condenser 12 located in the first layer and the second condenser 21 and the second radiator 22 arranged side by side located in the second layer in the first embodiment described above. Please refer to, and will not be repeated here.

[0150] In a possible implementation manner, as shown in Figure 22 The projection area of the second condenser 21 along the X direction (i.e. the area of the second condenser 21 shown in the YZ plane) can be equal to the projection area of the second radiator 22 along the X direction (i.e. the area of the second radiator 22 shown in the YZ plane).

[0151] Another possible implementation, such as Figure 23 As shown, unlike the previous embodiment, the projected area of ​​the second radiator 22 along the X direction (i.e., the area of ​​the second radiator 22 on the YZ plane) is smaller than the projected area of ​​the second condenser 21 along the X direction (i.e., the area of ​​the second condenser 21 on the YZ plane). Therefore, the heat dissipation area of ​​the second radiator 22 can be smaller than that of the second condenser 21, ensuring that the second condenser 21 has outstanding heat dissipation performance in the second module 20, and that the heat exchange object of the second condenser 21 has better cooling performance. Furthermore, since the heat exchange objects of the first radiator 13 and the second radiator 22 are the same, and the first radiator 13 is entirely located within the windward area Q of the heat dissipation channel W, the first radiator 13 can compensate for the insufficient heat dissipation area of ​​the second radiator 22, which helps to maintain the heat dissipation performance of the heat exchange objects of the first radiator 13 and the second radiator 22, thereby ensuring the overall heat dissipation performance of the vehicle cooling module 100.

[0152] Third embodiment:

[0153] Please refer to the following: Figure 24 and Figure 25 , Figure 24 It is along Figure 2 The diagram shown is a simplified cross-sectional view of the vehicle cooling module 100 provided in the third embodiment of this application, obtained by cutting along section line AA. Figure 25 yes Figure 24 The diagram shows a structural schematic of the vehicle cooling module 100 at one angle. Figure 25 In the diagram, the area outlined by the dashed line is the windward area Q of the heat dissipation channel W.

[0154] In this embodiment, the contents that are the same as in the first embodiment will not be repeated, and the contents that are different from the first embodiment will be described in detail below. In addition, the description of the structural improvements of the vehicle cooling module 100 below can be applied to the first and second embodiments above, unless there is any conflict.

[0155] The vehicle cooling module 100 shown in the embodiment is different from the vehicle cooling module 100 of the first embodiment or the second embodiment in that the vehicle cooling module 100 further comprises a third layer module 30. The third layer module 30 is arranged along the X direction on the side of the second layer module 20 away from the first layer module 10. That is, the first layer module 10, the second layer module 20 and the third layer module 30 are arranged in sequence along the X direction. The third layer module 30 can comprise a third radiator 31. Among them, the third radiator 31 in the embodiment can be substantially the same as the structure of the second radiator 22 of the first embodiment described above. Please refer to, and will not be repeated here. The third radiator 31 can be the same type of radiator as the second radiator 22, such as both being low-temperature radiators or both being high-temperature radiators. Alternatively, the third radiator 31 can also be a different type of radiator from the second radiator 22, such as one being a low-temperature radiator and the other being a high-temperature radiator.

[0156] It can be understood that part of the cooling airflow entering the heat dissipation channel W from the air inlet K1 of the vehicle 200 will directly flow into the heat exchanger 11 of the first layer for heat exchange, and the other part will flow into the windward area of the second condenser 21 and the windward area of the second radiator 22 for heat exchange. The airflow flowing out of the heat exchanger 11 will flow into the second condenser 21 and the second radiator 22 blocked by the heat exchanger 11 to continue heat exchange, and the airflow flowing out of the second condenser 21 and the second radiator 22 will flow into the third radiator 31 of the third layer for heat exchange. In this way, the cooling requirements of each condenser and each radiator can be considered, the overall heat exchange performance and heat exchange efficiency of the vehicle cooling module 100 can be significantly improved, and the air conditioning refrigeration performance and the cooling performance of each power device are comprehensively optimized.

[0157] In the embodiment, the heat dissipation power of the third radiator 31 can be greater than the heat dissipation power of the second radiator 22. Exemplarily, the second radiator 22 can be a low-temperature radiator, and the third radiator 31 can be a high-temperature radiator. It can be understood that arranging each condenser and each radiator according to the heat exchanger 11, the second condenser 21 arranged side by side, and the arrangement order of the low-temperature radiator and the high-temperature radiator can consider the cooling requirements of the second condenser 21 and the low-temperature radiator, reduce the air inlet temperature of the second condenser 21 and the low-temperature radiator, improve the overall heat dissipation effect of the vehicle cooling module 100, and thus comprehensively optimize the air conditioning refrigeration performance and the power device cooling performance.

[0158] Please refer to Figure 24 and Figure 25Part of the third heat sink 31 is located in the windward area Q of the heat dissipation channel W. It can be understood that, since part of the third heat sink 31 is located in the windward area Q of the heat dissipation channel W, the airflow flowing in the air inlet K1 can directly act on the third heat sink 31 to cool the third heat sink 31, thereby ensuring the operation reliability of the third heat sink 31. Although another part of the third heat sink 31 is located behind the second layer module 20, the airflow passing through the second layer module 20 can also flow through this area, thereby also dissipating heat, and the cooling effect is equivalent to or slightly inferior to the direct windward area.

[0159] Exemplarily, the minimum size L3 of the third heat sink 31 along the Y direction can be greater than or equal to the maximum size L2 of the second layer module 20 along the Y direction (allowing a tolerance range, that is, the sum of the size of the second heat sink 22 along the Y direction and the size of the second condenser 21 along the Y direction). The minimum size H3 of the first condenser 12 along the Z direction can be greater than or equal to the maximum size H2 of the second layer module 20 along the Z direction (allowing a tolerance range, that is, the size of the second heat sink 22 along the Z direction or the size of the second condenser 21 along the Z direction).

[0160] Please refer to Figure 26 and Figure 27 , Figure 26 is a second cross-sectional view of the vehicle cooling module 100 provided by the third embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in Figure 2 , Figure 27 is a third cross-sectional view of the vehicle cooling module 100 provided by the third embodiment of the present application, which is obtained by cutting along the cutting line A-A shown in Figure 2 .

[0161] In this embodiment, the vehicle cooling module 100 can further include a fan module 40. The fan module 40 can be arranged on the side of the first layer module 10 away from the second layer module 20 along the X direction. The fan module 40, the heat exchanger 11, the second condenser 21 and the second heat sink 22 arranged side by side, and the third heat sink 31 are arranged in sequence along the X direction. Alternatively, the fan module 40 can be arranged on the side of the third layer module 30 away from the second layer module 20 along the X direction. The heat exchanger 11, the second condenser 21 and the second heat sink 22 arranged side by side, the third heat sink 31, and the fan module 40 are arranged in sequence along the X direction.

[0162] The fan module 40 can include one or more fans. When the fan module 40 includes multiple fans, the structures of the multiple fans can be similar, identical, or different. The multiple fans can be arranged in parallel along the X direction, or in parallel along the Y direction, or in parallel along the Z direction, or in a direction inclined to one or more of the X direction, the Y direction, and the Z direction, without strict limitation. Exemplarily, the number of fans can be one, two, or three. In other embodiments, the number of fans can be more than three.

[0163] It can be understood that, by adding the fan module 40 to the vehicle cooling module 100, the cooling airflow of external air can be brought into the vehicle cooling module 100, the heat circulation between the components in the vehicle cooling module 100 is promoted, the heat dissipation performance and heat exchange efficiency of the vehicle cooling module 100 are improved, and the thermal management performance of the whole vehicle and the comfort of the whole vehicle are also improved.

[0164] It should be noted that the fan module 40 in the present embodiment can also be applied to the first embodiment. When the fan module 40 is applied to the first embodiment, the fan module 40 can be arranged along the X direction on the side of the first layer module 10 away from the second layer module 20, and the fan module 40, the heat exchanger 11, and the second condenser 21 and the second radiator 22 arranged side by side are arranged in sequence along the X direction. Or the fan module 40 is arranged along the X direction on the side of the second layer module 20 away from the first layer module 10, and the heat exchanger 11, the second condenser 21 and the second radiator 22 arranged side by side, and the fan module 40 are arranged in sequence along the X direction.

[0165] In the embodiments of the present application, the combination of the heat exchange modules in each layer of the vehicle cooling module 100 can not only be applied to the field of vehicles, but also can be applied to the field of smart home or heating, ventilation, and air conditioning, as long as it is a scene that needs to use various heat exchange devices for cooling or heating. In addition, the heat exchange modules in each layer in the embodiments of the present application can also be condensers, heaters, plate heat exchangers, and other heat exchange devices, and the fan module 40 in the embodiments of the present application can be axial flow fans, centrifugal fans, air compressors, and other rotating mechanical devices.

[0166] The above is only some embodiments and implementation manners of the present application, and the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which shall be covered in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A vehicle cooling module, characterized in that, The vehicle cooling module includes a first layer module and a second layer module. The first layer module and the second layer module are arranged sequentially in the heat dissipation channel of the vehicle along a first direction. The first layer module is closer to the air inlet of the heat dissipation channel than the second layer module. The first direction is the length direction of the vehicle. The first layer module includes a heat exchanger located in the windward area of ​​the heat dissipation channel, and the heat exchanger is either a first radiator or a first condenser. The second layer module includes a second condenser and a second radiator. The second condenser and the second radiator are arranged side by side. A portion of the second condenser and a portion of the second radiator are located in the windward area of ​​the heat dissipation channel, or the second condenser and a portion of the second radiator are located in the windward area of ​​the heat dissipation channel, or the second radiator and a portion of the second condenser are located in the windward area of ​​the heat dissipation channel.

2. The vehicle cooling module as described in claim 1, characterized in that, The second condenser and the second radiator are arranged side by side along a second direction, which is perpendicular to the first direction and is the width direction of the vehicle. The projection of the heat exchanger along the first direction covers a portion of the second condenser and a portion of the second radiator, or the projection of the heat exchanger along the first direction covers a portion of the second condenser, or the projection of the heat exchanger along the first direction covers a portion of the second radiator.

3. The vehicle cooling module as described in claim 1, characterized in that, The second condenser and the second radiator are arranged side by side along a third direction, which is perpendicular to the first direction and is the height direction of the vehicle. The projection of the heat exchanger along the first direction covers a portion of the second condenser and a portion of the second radiator, or the projection of the heat exchanger along the first direction covers a portion of the second condenser, or the projection of the heat exchanger along the first direction covers a portion of the second radiator.

4. The vehicle cooling module as described in claim 2 or 3, characterized in that, The heat exchanger is a first condenser, and the projected area of ​​the second condenser along the first direction is less than or equal to the projected area of ​​the second radiator along the first direction.

5. The vehicle cooling module as described in claim 2 or 3, characterized in that, The heat exchanger is a first condenser, which includes a first superheated zone and a first subcooled zone. The first refrigerant located in the first superheated zone is in a gaseous state, and the first refrigerant located in the first subcooled zone is in a liquid state. The second condenser includes a second superheated zone and a second subcooled zone. The second refrigerant located in the second superheated zone is in a gaseous state, and the second refrigerant located in the second subcooled zone is in a liquid state. The projection of the first subcooled zone along the first direction covers at least a portion of the second superheated zone.

6. The vehicle cooling module as described in claim 5, characterized in that, The projection of the first subcooled zone along the first direction covers the liquid inlet of the second radiator.

7. The vehicle cooling module as described in claim 2 or 3, characterized in that, The heat exchanger is a first radiator, and the projected area of ​​the second radiator along the first direction is less than or equal to the projected area of ​​the second condenser along the first direction.

8. The vehicle cooling module as described in claim 2 or 3, characterized in that, The vehicle cooling module further includes a third layer module, which is disposed along the first direction on the side of the second layer module opposite to the first layer module. The third layer module includes a third radiator, and the heat dissipation power of the third radiator is greater than that of the second radiator.

9. The vehicle cooling module as described in claim 8, characterized in that, Part of the third radiator is located in the windward area of ​​the heat dissipation channel.

10. The vehicle cooling module as described in claim 8, characterized in that, The vehicle cooling module further includes a fan module, which is disposed along the first direction on the side of the first layer module away from the second layer module, or the fan module is disposed along the first direction on the side of the third layer module away from the second layer module.

11. A vehicle, characterized in that, The vehicle includes a vehicle body and a vehicle cooling module as described in any one of claims 1-10. The vehicle is provided with a heat dissipation channel, the air inlet of the heat dissipation channel is located in the vehicle body, and the vehicle cooling module is installed in the vehicle body and located in the heat dissipation channel.

Images