A multi-channel parallel automobile radiator

Abstract

The utility model relates to the technical field of automobile radiator, especially a kind of multi-path parallel automobile radiator, including main frame, and the front and rear sides of the main frame are respectively fixedly installed with heat dissipation wallboard, two the heat dissipation wallboard and the main frame form radiator shell, air cooling space is provided in the inside of the radiator shell, refrigeration unit is installed in the middle part of the air cooling space, antifreeze cooling unit is provided in the air cooling space in the left side of the refrigeration unit, and oil cooling unit is provided in the air cooling space in the right side of the refrigeration unit. By placing refrigeration unit in the middle part of air cooling space, antifreeze cooling unit and oil cooling unit are symmetrically distributed on both sides, cooperate left cooling pipe group, right cooling pipe group to realize the two-way direct heat exchange of refrigerant, antifreeze and oil, and the auxiliary heat dissipation of cooling air flow to each heat exchange unit, forming multi-path parallel heat exchange mode.

Description

Technical Field

[0001] This utility model relates to the field of automotive radiator technology, and in particular to a multi-parallel automotive radiator and a method for achieving rapid heat dissipation using it. Background Technology

[0002] The automotive radiator is a core component for maintaining the stable operation of the engine and the vehicle's thermal management system. Its main function is to dissipate excess heat generated during engine operation, oil circulation heat, and refrigerant heat from the air conditioning system to the outside through heat exchange, ensuring that each system is in its optimal operating temperature range.

[0003] As automobiles develop towards higher power, electrification, and integration, the overall vehicle heat load continues to rise. The traditional single or simple series-connected pipe structure of radiators can no longer meet the demand for simultaneous and efficient heat dissipation from multiple heat sources.

[0004] For example, the radiator and automobile disclosed in patent application number 202323632264.2 increase the heat dissipation area and improve the heat dissipation capacity by arranging multiple heat dissipation cores at intervals along a first direction and connecting them in series, while optimizing the assembly space utilization by setting the core angle.

[0005] This patent addresses the problem of insufficient heat dissipation area in traditional single-core radiators, thereby improving the heat dissipation efficiency of antifreeze to a certain extent.

[0006] However, the above-mentioned literature has the following drawbacks:

[0007] First, the single-channel flow path of the medium only enables series cooling of the antifreeze. With the diversification of vehicle thermal management requirements, engine oil temperature control (to prevent high-temperature oxidation) and air conditioning refrigerant condensation (to ensure cooling efficiency) all require independent cooling circuits. The single-channel design of this patent cannot meet the requirements of simultaneous cooling of multiple heat sources, and additional components such as oil coolers and condensers are required, resulting in an increase in the size and cost of the vehicle thermal management system.

[0008] Secondly, the heat exchange method of the above structure is limited to unidirectional heat exchange between a single medium and air. Multiple heat dissipation cores are only used to enhance the heat exchange between antifreeze and air, while media such as engine oil and refrigerant need to exchange heat with air separately, resulting in energy waste. Moreover, when the space of the whole vehicle is limited, the arrangement of multiple independent heat dissipation components is prone to space conflicts.

[0009] Therefore, there is a significant need to design a new type of automotive radiator that can achieve parallel flow of antifreeze, air, engine oil, and refrigerant, and improve heat dissipation efficiency. Utility Model Content

[0010] To solve one of the aforementioned technical problems, the present invention provides the following technical solution: a multi-path parallel automotive radiator, comprising a main frame, with heat dissipation wall panels fixedly installed on the front and rear sides of the main frame, the two heat dissipation wall panels and the main frame forming a radiator shell, an air-cooling space provided inside the radiator shell, a refrigeration unit installed in the middle of the air-cooling space, an antifreeze cooling unit provided in the air-cooling space to the left of the refrigeration unit, and an oil cooling unit provided in the air-cooling space to the right of the refrigeration unit, the left side of the refrigeration unit cooperating with the antifreeze cooling unit through a left cooling pipe assembly to achieve cooling, the right side of the refrigeration unit cooperating with the oil cooling unit through a right cooling pipe assembly to achieve cooling, the antifreeze cooling inlet and outlet of the antifreeze cooling unit being connected to the vehicle's antifreeze delivery pipeline, and the oil cooling inlet and outlet of the oil cooling unit being connected to the vehicle's oil delivery pipeline, and a flowing cooling airflow being introduced into the air-cooling space.

[0011] During operation, the multi-path parallel car radiator can achieve parallel flow of antifreeze, engine oil, coolant, and air. The low-temperature refrigerant delivered internally can flow along the left and right cooling pipe groups respectively, and exchange heat with the high-temperature antifreeze inside the spirally wound antifreeze cooling unit and the high-temperature engine oil inside the engine oil cooling unit. After cooling, the air inside the air-cooled space is heated up, and the high-temperature air is quickly discharged through the airflow inside the air-cooled space, thus achieving multi-path parallel rapid heat exchange cooling.

[0012] Based on any of the above technical solutions, a further optimization is made as follows: the refrigeration unit includes a refrigerant storage tank installed in the air-cooled space, a refrigerant inlet with a valve is installed on the top left side of the refrigerant storage tank, and a refrigerant outlet with a valve is installed on the bottom right side of the refrigerant storage tank. The refrigerant inlet is used to connect to an external refrigerant liquid inlet pipe, and the refrigerant outlet is used to connect to an external refrigerant liquid outlet pipe. The left cooling pipe assembly is installed on the left side of the refrigerant storage tank, and the right cooling pipe assembly is installed on the right side of the refrigerant storage tank.

[0013] Based on any of the above technical solutions, a further optimization is made: the antifreeze cooling unit includes a serpentine antifreeze bend, and the antifreeze cooling inlet end and the antifreeze cooling outlet end of the antifreeze bend are respectively connected to the antifreeze delivery pipeline of the vehicle.

[0014] Based on any of the above technical solutions, a further optimization is made: the oil cooling unit includes a serpentine oil bend, and the oil cooling inlet end and oil cooling outlet end of the oil bend are respectively connected to the oil delivery pipeline of the vehicle.

[0015] Based on any of the above technical solutions, a further optimization is made as follows: the left cooling pipe assembly includes a left cooling guide pipe extending horizontally to the left, and a left cooling return pipe is provided below the left cooling guide pipe. The right ends of both the left cooling guide pipe and the left cooling return pipe are fixedly installed on the refrigerant tank and communicate with its interior. A one-way valve is installed on both the left cooling guide pipe and the left cooling return pipe. The coolant inside the left cooling guide pipe flows from right to left, and the coolant in the left cooling return pipe flows from left to right. Left-threaded pipes are spirally wound on the outer wall of each vertical section of the antifreeze bend. The top of each left-threaded pipe is fixedly connected to the bottom of the left cooling guide pipe and communicates with its interior, and the bottom of each left-threaded pipe is fixedly connected to the top of the left cooling guide pipe and communicates with its interior.

[0016] Based on any of the above technical solutions, a further optimization is made as follows: the right cooling pipe assembly includes a right cooling lead pipe extending horizontally to the right, and a right cooling return pipe is provided below the right cooling lead pipe. The left ends of both the right cooling lead pipe and the right cooling return pipe are fixedly installed on the refrigerant tank and communicate with its interior. One-way valves are installed on both the right cooling lead pipe and the right cooling return pipe. The coolant inside the right cooling lead pipe flows from left to right, and the coolant in the right cooling return pipe flows from right to left. Right-threaded pipes are spirally wound on the outer walls of each vertical section of the oil bend. The top of each right-threaded pipe is fixedly connected to the bottom of the right cooling lead pipe and communicates with its interior, and the bottom of each right-threaded pipe is fixedly connected to the top of the right cooling lead pipe and communicates with its interior.

[0017] Based on any of the above technical solutions, a further optimization is made of aluminum alloy sheet with several interlaced reinforcing ribs stamped on its surface.

[0018] Based on any of the above technical solutions, a further optimization is made as follows: an air intake pipe connector is installed on the top left side of the radiator housing, and an air outlet pipe connector is installed on the bottom right side of the radiator housing. The air intake pipe connector is connected to the air outlet of the blower configured on the vehicle through a pipeline. The cold air entering the air-cooled space carries away heat inside and is discharged to the outside through the air outlet pipe connector.

[0019] This utility model also includes a method for achieving rapid heat dissipation using a multi-parallel automotive radiator, comprising the following steps:

[0020] S1. Initial preparation: Check the connection of radiator components and the sealing of the medium, and check the unobstructed airflow channels in the air-cooled space;

[0021] S2. System Start-up: Start the car engine to allow engine oil and antifreeze to enter the oil cooling unit and antifreeze cooling unit respectively; open the valves of the refrigeration unit and the left and right cooling pipe assemblies; start the blower to allow cooling airflow into the air-cooled space.

[0022] S3. Multi-path heat exchange: The refrigerant exchanges heat with the antifreeze and engine oil through the left and right cooling pipe groups respectively. The cooled antifreeze and engine oil return to the engine. The cooling airflow passes through the outer walls of the two cooling units for auxiliary heat exchange before being discharged.

[0023] S4. System Adjustment: Based on the medium temperature and refrigerant pressure collected by the sensors installed on the vehicle, the blower speed, valve opening and external cooling intensity are dynamically adjusted to maintain the medium temperature within the preset range;

[0024] S5. System Stop: Turn off the engine and refrigeration unit, and after the cooling airflow is discharged from the air-cooled space, turn off the blower to complete the shutdown self-test.

[0025] Based on any of the above technical solutions, the following further optimization is made: In step S1, the initial preparation also includes: confirming that the liquid level in the refrigerant tank of the refrigeration unit is 1 / 2 to 2 / 3 of the tank volume; ensuring that the sensor self-test has no fault codes; and verifying that the airflow channel detection is performed by starting the blower to the lowest speed and verifying that the airflow at the inlet pipe joint is stable and the air outlet pipe joint is unobstructed.

[0026] Based on any of the above technical solutions, the following optimization is made: In step S2, the system startup sequence is as follows: after the engine runs for 1-2 minutes, the one-way valves of the refrigeration unit and the left / right cooling pipe group are opened; after the engine starts for 2-3 minutes, the blower is started and adjusted to medium and low speed; the engine oil enters the serpentine oil bend of the engine oil cooling unit through the engine oil cooling inlet, and the antifreeze enters the serpentine antifreeze bend of the antifreeze cooling unit through the antifreeze cooling inlet.

[0027] Based on any of the above technical solutions, the following optimization is made: In step S3, the left cooling pipe assembly includes a left cooling lead pipe, a left cooling return pipe, and a left-threaded pipe with a bend wrapped around antifreeze. The refrigerant flows from right to left along the left cooling lead pipe, exchanges heat with the antifreeze through the left-threaded pipe, and then flows back to the refrigeration unit from left to right along the left cooling return pipe. The right cooling pipe assembly includes a right cooling lead pipe, a right cooling return pipe, and a right-threaded pipe with a bend wrapped around oil. The refrigerant flows from left to right along the right cooling lead pipe, exchanges heat with the oil through the right-threaded pipe, and then flows back to the refrigeration unit from right to left along the right cooling return pipe. The cooling airflow needs to cover the outer walls of the antifreeze cooling unit, the refrigeration unit, and the oil cooling unit.

[0028] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0029] 1. This utility model places the refrigeration unit in the middle of the air-cooled space, with the antifreeze cooling unit and the engine oil cooling unit symmetrically distributed on both sides. Together with the left and right cooling pipe assemblies, it achieves two-way direct heat exchange between the refrigerant and the antifreeze and engine oil. At the same time, combined with the cooling airflow to assist in the heat dissipation of each heat exchange unit, it forms a multi-path parallel heat exchange mode, which breaks through the limitations of traditional radiators with single or dual-medium heat exchange. It eliminates the need for additional independent cooling components, effectively simplifies the structure of the automotive thermal management system, reduces the space occupied by the whole vehicle and the equipment cost, and the symmetrical layout can ensure the heat exchange balance of the left and right cooling pipe assemblies, avoid the risk of medium crossflow, and improve the overall operating stability and heat exchange efficiency of the cooling system.

[0030] 2. This utility model employs a serpentine curved antifreeze bend in the antifreeze cooling unit and a serpentine oil bend with a larger bending radius in the oil cooling unit. The serpentine structure can significantly extend the flow path and residence time of the medium within a limited installation space. Combined with the design of left-hand and right-hand threaded pipes wrapped around the outside of the corresponding bends, the contact area between the refrigerant, antifreeze, and oil is greatly increased. At the same time, the threaded structure can disrupt the laminar boundary layer of the refrigerant on the pipe wall to form turbulence, thereby improving the heat transfer coefficient. This not only ensures smooth circulation of high-viscosity oil to avoid insufficient pressure in the engine lubrication system, but also compensates for the low thermal conductivity of oil, ensuring sufficient cooling of both antifreeze and oil, and adapting to the heat dissipation needs of different media.

[0031] 3. The refrigeration unit of this utility model achieves cold source storage and distribution through a refrigerant storage tank. The refrigerant inlet on the top left and the refrigerant outlet on the bottom right of the tank form an upward-inward and downward-outward layout, which can utilize gravity to assist the refrigerant flow and reduce stagnation in the storage tank. Moreover, the inlet and outlet valves can flexibly adjust the refrigerant flow according to the antifreeze and engine oil temperatures, improving the targeted heat dissipation. At the same time, the left cooling pipe and left cooling return pipe of the left cooling pipe group and the right cooling pipe and right cooling return pipe of the right cooling pipe group all adopt an upward-inward and downward-return layout and are equipped with one-way valves, which can realize unidirectional circulation of refrigerant to avoid the decrease in heat exchange efficiency and cold loss caused by backflow, ensure a stable cold source supply, and further improve the controllability of heat dissipation effect.

[0032] 4. The heat dissipation wall panel of this utility model is made of aluminum alloy sheet, which has both high thermal conductivity and lightweight characteristics. It can conduct some of the heat in the air-cooled space to the surface of the wall panel for natural heat exchange to assist in heat dissipation, while reducing the overall weight of the radiator, which meets the requirements of automotive lightweight design. The staggered reinforcing ribs stamped on the surface of the wall panel can enhance the structural rigidity and vibration resistance of the wall panel without adding too much weight, adapting to the vibration conditions during vehicle operation and extending the service life of the wall panel. At the same time, the reinforcing ribs can guide the flow of external air to further assist in heat dissipation. In addition, the airflow path formed by the air inlet pipe joint and the air outlet pipe joint can ensure that the cooling airflow covers the outer wall of all heat exchange units, avoiding airflow dead zones. With the dynamic adjustment of the blower speed, it can be flexibly adapted to different heat dissipation needs, reducing energy waste while ensuring heat dissipation effect. Attached Figure Description

[0033] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or components are generally identified by similar reference numerals. In the drawings, the elements or components are not necessarily drawn to scale.

[0034] Figure 1 This is a schematic diagram of the external structure of this utility model.

[0035] Figure 2 This is a schematic diagram illustrating the internal structure of this utility model.

[0036] Figure 3 This is a schematic diagram of the antifreeze bend of this utility model.

[0037] Figure 4 This is a schematic diagram of the structure of the oil bend of this utility model.

[0038] In the diagram, 1. Main frame; 2. Heat dissipation panel; 3. Air-cooled space; 4. Antifreeze cooling inlet; 5. Antifreeze cooling outlet; 6. Engine oil cooling inlet; 7. Engine oil cooling outlet; 8. Refrigerant tank; 9. Refrigerant inlet; 10. Refrigerant outlet; 11. Antifreeze bend; 12. Engine oil bend; 13. Left cooling drain pipe; 14. Left cooling return pipe; 15. Check valve; 16. Left threaded pipe; 17. Right cooling drain pipe; 18. Right cooling return pipe; 19. Right threaded pipe; 20. Inlet pipe connector; 21. Outlet pipe connector. Detailed Implementation

[0039] The embodiments of the present utility model will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of the present utility model, and are therefore merely examples and should not be construed as limiting the scope of protection of the present utility model. The specific structure of the present utility model is as follows: Figures 1-4 As shown in the image.

[0040] Example 1: A multi-path parallel automotive radiator includes a main frame 1. Heat dissipation wall panels 2 are fixedly installed on the front and rear sides of the main frame 1, forming a radiator housing with the main frame 1. An air-cooling space 3 is provided inside the radiator housing. A refrigeration unit is installed in the middle of the air-cooling space 3. An antifreeze cooling unit is installed in the air-cooling space 3 to the left of the refrigeration unit, and an oil cooling unit is installed in the air-cooling space 3 to the right of the refrigeration unit. The left side of the refrigeration unit cooperates with the antifreeze cooling unit through a left cooling pipe assembly to achieve cooling. The right side of the refrigeration unit cooperates with the oil cooling unit through a right cooling pipe assembly to achieve cooling. The antifreeze cooling inlet 4 and antifreeze cooling outlet 5 of the antifreeze cooling unit are connected to the vehicle's antifreeze delivery pipeline, and the oil cooling inlet 6 and oil cooling outlet 7 of the oil cooling unit are connected to the vehicle's oil delivery pipeline. A flowing cooling airflow is introduced into the air-cooling space 3.

[0041] It should be noted that the radiator shell is constructed by the main frame 1 and the heat dissipation wall plate 2. An air-cooled space 3 is divided into the shell as a heat exchange space. The refrigeration unit is placed in the middle, and the antifreeze cooling unit and the oil cooling unit are symmetrically distributed on both sides, forming a layout of central cooling and side heat dissipation. During operation, the car's antifreeze delivery pipeline sends high-temperature antifreeze into the antifreeze cooling unit, and the oil delivery pipeline sends high-temperature oil into the oil cooling unit. The low-temperature refrigerant output by the refrigeration unit exchanges heat with the high-temperature medium in the two cooling units through the left and right cooling pipe groups respectively. At the same time, the cooling airflow enters the air-cooled space 3 to absorb the heat generated by the heat exchange and then discharges it, ultimately realizing parallel heat exchange of four media.

[0042] Its functional advantages lie in breaking through the limitations of traditional radiators with single or dual medium heat exchange. It eliminates the need for additional independent cooling components, simplifies the structure of the automotive thermal management system, reduces the space occupied and cost of the entire vehicle, and the symmetrical layout ensures balanced heat exchange between the left and right cooling pipe groups, avoids the risk of medium crossflow, and improves the stability and efficiency of the cooling system.

[0043] During operation, the multi-path parallel car radiator can achieve parallel flow of antifreeze, engine oil, coolant, and air. The low-temperature refrigerant delivered internally can flow along the left and right cooling pipe groups respectively, and exchange heat with the high-temperature antifreeze inside the spirally wound antifreeze cooling unit and the high-temperature engine oil inside the engine oil cooling unit. After cooling, the air inside the air-cooling space 3 is heated. The high-temperature air is quickly discharged through the airflow inside the air-cooling space 3, thereby achieving multi-path parallel rapid heat exchange cooling.

[0044] Based on any of the above technical solutions, a further optimization is made as follows: the refrigeration unit includes a refrigerant storage tank 8 installed in the air-cooled space 3, a refrigerant inlet 9 with a valve is installed on the top left side of the refrigerant storage tank 8, and a refrigerant outlet 10 with a valve is installed on the bottom right side of the refrigerant storage tank 8. The refrigerant inlet 9 is used to connect to an external refrigerant inlet pipe, and the refrigerant outlet 10 is used to connect to an external refrigerant outlet pipe. The left cooling pipe assembly is installed on the left side of the refrigerant storage tank 8, and the right cooling pipe assembly is installed on the right side of the refrigerant storage tank 8.

[0045] It should be noted that the refrigerant storage tank 8 serves as the core for cold source storage and distribution. The external refrigerant inlet pipe replenishes the storage tank with low-temperature refrigerant through the refrigerant inlet 9 equipped with a valve. The valve can control the flow rate and speed of the refrigerant to prevent excessive or insufficient refrigerant in the storage tank. The high-temperature refrigerant, after absorbing heat, flows back to the storage tank through the left and right cooling pipe groups, and then flows into the external refrigerant outlet pipe through the refrigerant outlet 10 equipped with a valve. After entering the external refrigeration system for cooling, it is circulated back to the storage tank. At the same time, the left and right cooling pipe groups are directly installed on the left and right sides of the storage tank to ensure that the low-temperature refrigerant is evenly distributed to the two pipelines.

[0046] Its functional advantages lie in the precise and controllable refrigerant circulation achieved through inlet and outlet valves. The refrigerant flow can be flexibly adjusted according to the temperature of antifreeze and engine oil, improving the targeted heat dissipation. The top-inlet and bottom-outlet layout utilizes gravity to assist refrigerant flow, reducing stagnation in the storage tank and improving circulation efficiency. The left and right cooling pipe assemblies are directly connected to the storage tank, reducing pipe nodes, lowering the risk of leakage, and shortening the cold energy transmission path, reducing cold energy loss and ensuring the stability of the cold source supply.

[0047] Based on any of the above technical solutions, a further optimization is made: the antifreeze cooling unit includes a serpentine antifreeze bend 11, and the antifreeze cooling inlet end 4 and the antifreeze cooling outlet end 5 of the antifreeze bend 11 are respectively connected to the antifreeze delivery pipeline of the vehicle.

[0048] It should be noted that the automotive antifreeze delivery pipeline sends high-temperature antifreeze from the antifreeze cooling inlet 4 into the serpentine antifreeze bend 11. The serpentine structure extends the flow path and residence time of the high-temperature antifreeze in the bend, allowing the antifreeze sufficient time to exchange heat with the low-temperature refrigerant in the left cooling pipe assembly wrapped around the outside of the bend. Heat is transferred to the refrigerant through the bend wall, and the cooled antifreeze flows back to the automotive antifreeze delivery pipeline from the antifreeze cooling outlet 5, completing the cooling cycle.

[0049] The serpentine structure significantly increases the total length of the antifreeze bend 11 within a limited installation space, increasing the contact area between the antifreeze and the pipe wall and the left cooling pipe assembly, thus improving heat exchange efficiency. The uniform bending radius design avoids excessive local flow resistance caused by abrupt changes in the pipe, ensuring smooth antifreeze flow without significant pressure drop and guaranteeing the circulation efficiency of the engine cooling system. The integrated serpentine bend reduces connection nodes, lowers the risk of antifreeze leakage, and the bending structure enhances vibration resistance, adapting to vibration conditions during vehicle operation and extending the unit's service life.

[0050] Based on any of the above technical solutions, a further optimization is made: the oil cooling unit includes a serpentine oil bend 12, and the oil cooling inlet end 6 and the oil cooling outlet end 7 of the oil bend 12 are respectively connected to the oil delivery pipeline of the vehicle.

[0051] It should be noted that the automotive oil delivery pipeline sends high-temperature engine oil from the oil cooling inlet 6 into the serpentine oil bend 12. Considering that the viscosity of engine oil is higher than that of antifreeze, the oil bend 12 adopts a larger bending radius design to reduce flow resistance and avoid flow attenuation. The serpentine structure extends the oil flow path, allowing the engine oil sufficient time to exchange heat with the low-temperature refrigerant in the right cooling pipe assembly wrapped around the outside of the bend. After the heat is transferred through the pipe wall, the cooled engine oil flows back to the automotive oil delivery pipeline from the oil cooling outlet 7, completing the cooling cycle.

[0052] Its functional advantages lie in its large bending radius design, which is adapted to the high viscosity characteristics of engine oil, ensuring smooth circulation of engine oil within the oil bend 12 and avoiding insufficient pressure in the engine lubrication system; the serpentine structure extends the heat exchange time, compensating for the low thermal conductivity of engine oil and ensuring sufficient cooling of the engine oil; the serpentine bend structure, consistent with the antifreeze cooling unit, facilitates the standardized design and production of the radiator as a whole, reducing mold development and manufacturing costs, while the unified installation method facilitates subsequent maintenance and replacement, improving maintenance convenience.

[0053] Based on any of the above technical solutions, a further optimization is made as follows: the left cooling pipe assembly includes a left cooling drain pipe 13 extending horizontally to the left, and a left cooling return pipe 14 is provided below the left cooling drain pipe 13. The right ends of the left cooling drain pipe 13 and the left cooling return pipe 14 are both fixedly installed on the refrigerant storage tank 8 and communicate with its interior. A one-way valve 15 is installed on the left cooling drain pipe 13 and the left cooling return pipe 14. The coolant inside the left cooling drain pipe 13 flows from right to left, and the coolant in the left cooling return pipe 14 flows from left to right. Left threaded pipes 16 are spirally wound on the outer wall of each vertical section of the antifreeze bend 11. The top of each left threaded pipe 16 is fixedly connected to the bottom of the left cooling drain pipe 13 and communicates with its interior, and the bottom of each left threaded pipe 16 is fixedly connected to the top of the left cooling drain pipe 13 and communicates with its interior.

[0054] It should be noted that the left cooling drain pipe 13 extends horizontally to the left, and its right end is connected to the refrigerant tank 8. The low-temperature refrigerant flows from the tank into the left cooling drain pipe 13 and flows from right to left under the control of the one-way valve 15. Then it is diverted to the left threaded pipe 16 wrapped around the outside of each vertical section of the antifreeze bend 11. The threaded pipe is tightly attached to the outer wall of the bend, so that the refrigerant can fully exchange heat with the high-temperature antifreeze in the bend. After absorbing heat, the refrigerant flows back to the left cooling return pipe 14 from the bottom of the left threaded pipe 16. Under the control of the one-way valve 15 of the left cooling return pipe 14, it flows from left to right and finally flows back to the refrigerant tank 8.

[0055] The functional advantages lie in the upward-inlet and downward-outlet layout of the left cooling drain pipe 13 and return pipe, which, together with the one-way valve 15, enables unidirectional refrigerant circulation, avoiding the decrease in heat exchange efficiency caused by backflow; the left threaded pipe 16 is wound around the outside of the vertical section of the antifreeze bend 11, which greatly increases the contact area between the refrigerant and the antifreeze, and the threaded structure enhances the refrigerant turbulence effect, improving heat exchange efficiency; each left threaded pipe 16 is independently connected to the drain pipe and the return pipe, ensuring that each section of the antifreeze bend 11 has a sufficient supply of refrigerant, achieving uniform heat exchange, avoiding local overheating, and ensuring stable antifreeze cooling effect.

[0056] Based on any of the above technical solutions, a further optimization is made as follows: the right cooling pipe assembly includes a right cooling guide pipe 17 extending horizontally to the right, and a right cooling return pipe 18 is provided below the right cooling guide pipe 17. The left ends of the right cooling guide pipe 17 and the right cooling return pipe 18 are both fixedly installed on the refrigerant storage tank 8 and communicate with its interior. A one-way valve 15 is installed on both the right cooling guide pipe 17 and the right cooling return pipe 18. The coolant inside the right cooling guide pipe 17 flows from left to right, and the coolant in the right cooling return pipe 18 flows from right to left. Right threaded pipes 19 are spirally wound on the outer wall of each vertical section of the oil bend pipe 12. The top of each right threaded pipe 19 is fixedly connected to the bottom of the right cooling guide pipe 17 and communicates with its interior, and the bottom of each right threaded pipe 19 is fixedly connected to the top of the right cooling guide pipe 17 and communicates with its interior.

[0057] It should be noted that the right cooling drain pipe 17 extends horizontally to the right, with its left end connected to the refrigerant tank 8. Low-temperature refrigerant flows from the tank into the right cooling drain pipe 17 and flows from left to right under the control of the one-way valve 15. It then branches into the right threaded pipe 19, which is wrapped around the outside of each vertical section of the oil bend 12. The threaded pipe is tightly fitted to the outer wall of the oil bend 12 and fully exchanges heat with the high-temperature oil inside the bend. After absorbing heat, the refrigerant flows back to the right cooling return pipe 18 from the bottom of the right threaded pipe 19 and flows from right to left under the control of the one-way valve 15, eventually flowing back to the refrigerant tank 8.

[0058] The symmetrical top-inlet and bottom-out layout of the right cooling pipe assembly ensures unidirectional refrigerant circulation within the right cooling pipe assembly, preventing backflow from affecting heat exchange. The design of the right threaded pipe 19 wrapped around the oil bend 12 is adapted to the low thermal conductivity of engine oil. By increasing the contact area and enhancing refrigerant turbulence, the heat exchange efficiency is improved, ensuring sufficient cooling of the engine oil. Each right threaded pipe 19 has independent refrigerant supply, making heat exchange uniform in each section of the oil bend 12 and preventing localized overheating of the engine oil. At the same time, the one-way valve 15 prevents refrigerant backflow from causing cold loss, ensuring stable operation of the right cooling pipe assembly. Together with the left cooling pipe assembly, it achieves synchronous and efficient heat dissipation of antifreeze and engine oil.

[0059] Based on any of the above technical solutions, a further optimization is made of aluminum alloy sheet, and its surface is stamped with several interlaced reinforcing ribs.

[0060] It should be noted that the heat dissipation wall panel 2 is made of aluminum alloy sheet. Taking advantage of the high thermal conductivity of aluminum alloy, some of the heat in the air-cooled space 3 inside the radiator shell is conducted to the surface of the wall panel, and heat dissipation is assisted by the natural heat exchange between the wall panel and the outside air. At the same time, the staggered reinforcing ribs stamped on the surface of the wall panel increase the surface area of ​​the wall panel and improve the natural heat exchange efficiency. On the other hand, they enhance the structural strength of the wall panel and prevent the wall panel from deforming under the vibration of the car or the action of external forces.

[0061] The functional advantages lie in the fact that aluminum alloy material has both high thermal conductivity and lightweight characteristics, which improves the auxiliary heat dissipation effect while reducing the overall weight of the radiator, meeting the requirements of automotive lightweight design; the staggered reinforcing rib design significantly improves the structural rigidity and vibration resistance of the heat dissipation wall panel 2 without adding too much weight, extending the service life of the wall panel. At the same time, the reinforcing ribs can guide the flow of external air, further assisting the heat dissipation of the wall panel and improving the overall heat dissipation performance of the radiator. Moreover, the stamping process facilitates mass production and reduces manufacturing costs.

[0062] Based on any of the above technical solutions, a further optimization is made as follows: an air intake pipe connector 20 is installed on the top left side of the radiator housing, and an air outlet pipe connector 21 is installed on the bottom right side of the radiator housing. The air intake pipe connector 20 is connected to the air outlet of the blower configured on the vehicle through a pipeline. The cold air entering the air-cooled space 3 carries away heat inside and is discharged to the outside through the air outlet pipe connector 21.

[0063] It should be noted that the intake pipe connector 20 is installed on the top left side of the radiator housing and is connected to the air outlet of the car blower. The blower pressurizes the external cold air and sends it into the air-cooled space 3 through the intake pipe connector 20. The cold air flows through the outer walls of the antifreeze cooling unit, the refrigeration unit and the oil cooling unit in the air-cooled space 3, and its temperature rises after absorbing the heat generated by the heat exchange of each unit. Then it flows along the air-cooled space 3 to the exhaust pipe connector 21 on the bottom right side of the housing and is finally discharged from the radiator.

[0064] The functional advantage lies in the top-left intake and bottom-right exhaust airflow path design, which makes the cold air flow obliquely in the air-cooled space 3, covering the outer walls of all heat exchange units, avoiding airflow dead zones, and ensuring that each unit can receive sufficient air cooling assistance; the intake pipe connector 20 is directly connected to the car blower, and the amount of cold air input can be controlled by adjusting the blower speed to adapt to different heat dissipation needs. When the antifreeze or engine oil temperature is too high, the blower speed is increased to enhance the air cooling effect, and the speed is reduced to save energy when the temperature is low; the exhaust pipe connector 21 is located at the bottom, which utilizes the rising characteristics of hot air to promote the natural discharge of hot airflow, improve airflow efficiency, and further enhance the auxiliary heat dissipation effect.

[0065] Example 2: Compared with Example 1, this example also includes the following technical features:

[0066] This utility model also includes a method for achieving rapid heat dissipation using a multi-parallel automotive radiator, comprising the following steps:

[0067] S1. Initial preparation: Check the connection of radiator components and the sealing of the medium, and check the unobstructed airflow channels of the air-cooled space 3;

[0068] Using manual or automated testing methods, check whether the bolt connections between the main frame 1 and the heat dissipation wall panel 2 are secure, whether the interfaces between the antifreeze cooling inlet 4 / outlet 5 of the antifreeze cooling unit and the automotive antifreeze delivery pipeline, and whether the interfaces between the oil cooling inlet 6 / outlet 7 of the oil cooling unit and the automotive oil delivery pipeline are sealed (this can be done through a pressure test: introduce 0.5MPa compressed air into the pipeline, hold the pressure for 30 minutes and observe the pressure change; a leakage of ≤0.01MPa / h is acceptable); at the same time, start the blower to the lowest speed and observe whether the airflow at the air inlet pipe joint 20 is stable and whether there is airflow at the air outlet pipe joint 21 to determine whether there are impurities blocking the airflow path in the air-cooled space 3 (such as dust or foreign objects obstructing the airflow path).

[0069] S2. System Start-up: Start the car engine to allow engine oil and antifreeze to enter the oil cooling unit and antifreeze cooling unit respectively; open the valves of the refrigeration unit and the left and right cooling pipe assemblies; start the blower to allow cooling airflow into the air-cooled space 3.

[0070] After starting the car engine, the engine drives the oil pump to operate, and the oil circulates in the lubrication system, flowing into the serpentine oil bend 12 of the oil cooling unit through the oil cooling inlet 6. At the same time, the water pump of the engine cooling system starts, and the antifreeze flows into the serpentine antifreeze bend 11 of the antifreeze cooling unit through the antifreeze cooling inlet 4. After the engine runs for 1-2 minutes (ensuring that the oil and antifreeze have filled the corresponding cooling units to avoid local overheating caused by starting with empty pipes), the refrigerant inlet 9 / outlet 10 valves of the refrigeration unit and the one-way valves 15 of the left / right cooling pipe groups are opened. The refrigerant flows out from the refrigerant tank 8, enters the left threaded pipe 16 through the left cooling drain pipe 13, and enters the right threaded pipe 19 through the right cooling drain pipe 17. Then the blower is started, and the outside air enters the air-cooled space 3 through the intake pipe connector 20, forming a cooling airflow.

[0071] Starting the blower at low to medium speeds can reduce initial energy consumption and avoid pipeline vibration caused by excessive airflow impact, thus improving the smoothness of system startup.

[0072] S3. Multi-path heat exchange: The refrigerant exchanges heat with the antifreeze and engine oil through the left and right cooling pipe groups respectively. The cooled antifreeze and engine oil return to the engine. The cooling airflow passes through the outer walls of the two cooling units for auxiliary heat exchange before being discharged.

[0073] Heat exchange between refrigerant and antifreeze: In the left cooling drain pipe 13 of the left cooling pipe assembly, the refrigerant flows from right to left and is diverted to the left threaded pipe 16, which is wrapped around the vertical section of the serpentine antifreeze bend 11. The left threaded pipe 16 is tightly fitted with the antifreeze bend 11. The heat of the high-temperature antifreeze (temperature 60-90℃) is transferred to the low-temperature refrigerant (temperature 5-15℃) through the pipe wall. After absorbing heat, the temperature of the refrigerant rises to 20-30℃ and flows back to the refrigerant tank 8 through the left cooling return pipe 14 (flowing from left to right). The cooled antifreeze (temperature 45-75℃) flows back to the engine from the antifreeze cooling outlet 5.

[0074] Refrigerant and oil heat exchange: In the right cooling drain pipe 17 of the right cooling pipe assembly, the refrigerant flows from left to right and is diverted to the right threaded pipe 19 wound around the vertical section of the serpentine oil bend 12. The heat of the high-temperature oil (temperature 70-110℃) is transferred to the low-temperature refrigerant through the pipe wall. After absorbing heat, the temperature of the refrigerant rises to 25-35℃ and flows back to the refrigerant tank 8 through the right cooling return pipe 18 (flowing from right to left). The cooled oil (temperature 55-90℃) flows back to the engine from the oil cooling outlet 7.

[0075] Cooling airflow-assisted heat exchange: The cooling airflow delivered by the blower flows in the air-cooled space 3, covering the outer walls of the antifreeze cooling unit, refrigeration unit, and oil cooling unit, absorbing the residual heat on the surface of each unit (such as the heat on the outer wall of the antifreeze bend 11 that was not completely carried away by the refrigerant). After the airflow temperature rises to 35-45℃, it is discharged through the air outlet joint 21.

[0076] It achieves two-way direct heat exchange between refrigerant and antifreeze, and between refrigerant and engine oil, as well as one-way auxiliary heat exchange between cooling airflow and each heat exchange unit. The three heat exchange processes are carried out in parallel, simultaneously reducing the temperature of engine oil and antifreeze, ensuring that the engine lubrication system (engine oil temperature ≤100℃) and cooling system (antifreeze temperature ≤85℃) are within the normal operating range. At the same time, it completes the circulation and recovery of refrigerant (after flowing back to the storage tank, it is cooled by the external refrigeration system and participates in heat exchange again).

[0077] S4. System Adjustment: Based on the medium temperature and refrigerant pressure collected by the sensors installed on the vehicle, the blower speed, valve opening and external cooling intensity are dynamically adjusted to maintain the medium temperature within the preset range;

[0078] Temperature sensors (PT100 type, accuracy ±0.5℃) installed at the antifreeze coolant outlet 5, the oil coolant outlet 7, and the refrigerant tank 8 collect real-time data on antifreeze temperature, oil temperature, and refrigerant temperature; a refrigerant pressure sensor collects the pressure inside the refrigerant tank 8; after the data is transmitted to the vehicle control system, the system adjusts according to preset rules.

[0079] If the antifreeze temperature is >90℃ or the engine oil temperature is >110℃, increase the blower speed to 2200-2800r / min to enhance the cooling airflow and assist in heat dissipation.

[0080] If the refrigerant temperature is >30℃, increase the intensity of the external refrigeration system (such as increasing the speed of the air conditioner compressor) to reduce the temperature of the refrigerant after cooling.

[0081] If the refrigerant pressure is >2.0MPa, close the refrigerant inlet valve 9 and trigger the alarm (to prevent pipeline overpressure rupture); if the pressure is <0.5MPa, prompt to add refrigerant.

[0082] Periodically (e.g., every 30 minutes), pause the blower for 10 seconds to check if the airflow passage is blocked (judged by pressure changes at the intake pipe connector 20). If blocked, trigger a cleaning prompt.

[0083] It dynamically adapts to changes in heat load under different operating conditions of the vehicle (such as high engine heat load when driving at high speed, requiring enhanced heat dissipation; low heat load when idling, which can reduce energy consumption), maintains the temperature of antifreeze (45-85℃), engine oil (55-100℃), and refrigerant (5-30℃) within a safe range, and ensures stable refrigerant pressure to avoid system failures caused by overpressure or underpressure.

[0084] S5. System Stop: Turn off the engine and refrigeration unit, and after the cooling airflow is discharged from the air-cooled space 3, turn off the blower to complete the shutdown self-test.

[0085] After the car engine is turned off, the oil pump and water pump stop operating, and the oil and antifreeze gradually stop flowing. After the medium flow has completely stopped (about 1-2 minutes), close the refrigerant inlet 9 / outlet 10 valves of the refrigeration unit and the one-way valves 15 of the left / right cooling pipe assembly. Keep the blower running for 2-3 minutes to completely expel the residual high-temperature airflow (temperature 35-45℃) in the air-cooled space 3, and avoid pipe aging caused by residual heat (such as high-temperature aging of rubber seals). Finally, the control system performs a self-check on the sensors, valves, and blower, and records the highest temperature, average pressure, and other data of this operation. If a fault is found (such as abnormal sensor data), a prompt will be triggered.

[0086] Based on any of the above technical solutions, the following further optimization is made: In step S1, the initial preparation also includes: confirming that the liquid level in the refrigerant tank 8 of the refrigeration unit is 1 / 2 to 2 / 3 of the tank volume; ensuring that the sensor self-test has no fault codes; and verifying that the airflow channel is stable and the air outlet pipe joint 21 is unobstructed by starting the blower to the lowest speed.

[0087] Read the refrigerant level in the tank through the transparent liquid level observation window (or liquid level sensor) on the side wall of the refrigerant tank 8, and ensure that the liquid level is between 1 / 2 and 2 / 3 of the tank volume. When the liquid level is below 1 / 2, the left / right cooling pipe assembly is prone to insufficient heat exchange due to insufficient refrigerant. When it is above 2 / 3, the refrigerant circulation is prone to triggering the safety protection due to excessive pressure in the tank, which will affect the system startup. If the liquid level is not up to standard, add or discharge refrigerant to the standard range through the refrigerant inlet 9.

[0088] Based on any of the above technical solutions, the following further optimization is made: In step S2, the system startup sequence is as follows: after the engine runs for 1-2 minutes, the one-way valve 15 of the refrigeration unit and the left / right cooling pipe group is opened; after the engine starts for 2-3 minutes, the blower is started and adjusted to medium and low speed; the engine oil enters the serpentine oil bend 12 of the engine oil cooling unit through the engine oil cooling inlet 6, and the antifreeze enters the serpentine antifreeze bend 11 of the antifreeze cooling unit through the antifreeze cooling inlet 4.

[0089] Medium filling integrity assurance: The medium filling cycle of 0-1 minute ensures that there are no air bubbles or empty tubes in the serpentine oil bend 12 and serpentine antifreeze bend 11, providing a complete heat exchange contact surface for the refrigerant and avoiding heat exchange blind spots caused by local empty tubes (empty tube areas have no medium, and the refrigerant has no heat to absorb when it flows through, resulting in wasted cooling capacity).

[0090] Timely control of cold source intervention: The refrigeration unit and one-way valve 15 are opened 1-2 minutes later, so that the refrigerant is introduced immediately after the medium is filled. This avoids the cold source being idle when the medium is not full (the refrigerant stays in the pipeline for a long time, the temperature rises and the cooling capacity decreases), and also prevents the medium from staying for too long and rising in temperature (the temperature of engine oil and antifreeze can easily rise above 60°C if they stay in the bend for more than 2 minutes, which increases the subsequent heat exchange load).

[0091] Auxiliary heat dissipation timing adaptation: Start the low-to-medium speed blower at 2-3 minutes. At this time, heat exchange has generated a certain amount of heat. The introduction of cold air can accurately remove the residual heat. At the same time, the low-to-medium speed (1200-1800r / min) matches the initial low heat exchange load (the engine has just started and the oil and antifreeze temperatures have not yet reached their peak), avoiding excessive energy consumption caused by high-speed start-up (the initial heat load is low, and the high-speed airflow has no additional heat to remove, which will increase energy consumption).

[0092] Based on any of the above technical solutions, the following optimization is made: In step S3, the left cooling pipe assembly includes a left cooling drain pipe 13, a left cooling return pipe 14, and a left threaded pipe 16 with antifreeze bend 11. The refrigerant flows from right to left along the left cooling drain pipe 13, exchanges heat with the antifreeze through the left threaded pipe 16, and then flows back to the refrigeration unit from left to right along the left cooling return pipe 14. The right cooling pipe assembly includes a right cooling drain pipe 17, a right cooling return pipe 18, and a right threaded pipe 19 with oil bend 12. The refrigerant flows from left to right along the right cooling drain pipe 17, exchanges heat with the oil through the right threaded pipe 19, and then flows back to the refrigeration unit from right to left along the right cooling return pipe 18. The cooling airflow needs to cover the outer walls of the antifreeze cooling unit, the refrigeration unit, and the oil cooling unit.

[0093] Directional flow enhances heat transfer uniformity: The directional flow design of the left cooling pipe group with right-to-left flow + left-to-right return and the right cooling pipe group with left-to-right flow + right-to-left return avoids refrigerant eddies or stagnation in the pipes, ensuring uniform refrigerant flow in each section of the left threaded pipe 16 and right threaded pipe 19. This, in turn, makes the heat transfer intensity of each section of the serpentine antifreeze bend 11 and serpentine oil bend 12 consistent, preventing excessively high temperatures in some areas due to uneven heat transfer.

[0094] Threaded piping improves heat exchange efficiency: The spiral design of the left threaded pipe 16 and the right threaded pipe 19 increases the contact area between the refrigerant and the medium in the bend by 2-3 times compared to the traditional straight pipe. At the same time, the threaded structure breaks the laminar boundary layer of the refrigerant on the pipe wall, forming turbulence. The heat transfer coefficient in turbulent flow is higher than that in laminar flow, which greatly shortens the heat exchange time and ensures that the antifreeze and engine oil can be fully cooled while flowing through the bend.

[0095] Full-area airflow coverage compensates for heat dissipation shortcomings: Cooling airflow covers the antifreeze cooling unit, refrigeration unit, and oil cooling unit. On the one hand, it makes up for the residual heat in the threaded pipe heat exchange (such as insufficient heat exchange caused by pipe gaps at the bend joint). On the other hand, it avoids the refrigeration unit tank from absorbing heat and increasing its temperature, which would cause the initial temperature of the refrigerant entering the cooling pipe assembly to rise. This ensures the stability of the cold source supply and forms a dual heat dissipation guarantee of direct heat exchange + auxiliary air cooling.

[0096] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model. For those skilled in the art, any alternative improvements or transformations made to the implementation of this utility model fall within the protection scope of this utility model.

[0097] Any aspects of this utility model not described in detail are known to those skilled in the art.

Claims

1. A multi-parallel automotive radiator, characterized in that: The device includes a main frame, with heat dissipation panels fixedly installed on both the front and rear sides of the main frame. The two heat dissipation panels and the main frame form a radiator housing. An air-cooling space is provided inside the radiator housing. A refrigeration unit is installed in the middle of the air-cooling space. An antifreeze cooling unit is installed in the air-cooling space to the left of the refrigeration unit, and an oil cooling unit is installed in the air-cooling space to the right of the refrigeration unit. The left side of the refrigeration unit cooperates with the antifreeze cooling unit through a left cooling pipe assembly to cool it down. The right side of the refrigeration unit cooperates with the oil cooling unit through a right cooling pipe assembly to cool it down. The antifreeze cooling inlet and outlet of the antifreeze cooling unit are respectively connected to the vehicle's antifreeze delivery pipeline. The oil cooling inlet and outlet of the oil cooling unit are respectively connected to the vehicle's oil delivery pipeline. A flowing cooling airflow is introduced into the air-cooling space.

2. The automotive radiator according to claim 1, characterized in that: The refrigeration unit includes a refrigerant tank installed in the air-cooled space. A refrigerant inlet with a valve is installed on the top left side of the refrigerant tank, and a refrigerant outlet with a valve is installed on the bottom right side of the refrigerant tank. The refrigerant inlet is used to connect to an external refrigerant liquid inlet pipe, and the refrigerant outlet is used to connect to an external refrigerant liquid outlet pipe. The left cooling pipe assembly is installed on the left side of the refrigerant tank, and the right cooling pipe assembly is installed on the right side of the refrigerant tank.

3. The automotive radiator according to claim 2, characterized in that: The antifreeze cooling unit includes a serpentine antifreeze bend, with the antifreeze cooling inlet and outlet ends of the bend connected to the vehicle's antifreeze delivery pipeline.

4. The automotive radiator according to claim 3, characterized in that: The oil cooling unit includes a serpentine oil bend, with the oil cooling inlet and outlet ends of the oil bend connected to the vehicle's oil delivery pipeline.

5. The automotive radiator according to claim 4, characterized in that: The left cooling pipe assembly includes a left cooling inlet pipe extending horizontally to the left, and a left cooling return pipe is provided below the left cooling inlet pipe. The right ends of both the left cooling inlet pipe and the left cooling return pipe are fixedly installed on the refrigerant tank and communicate with its interior. One-way valves are installed on both the left cooling inlet pipe and the left cooling return pipe. The coolant inside the left cooling inlet pipe flows from right to left, and the coolant in the left cooling return pipe flows from left to right. Left-threaded pipes are spirally wound on the outer wall of each vertical section of the antifreeze bend. The top of each left-threaded pipe is fixedly connected to the bottom of the left cooling inlet pipe and communicates with its interior, and the bottom of each left-threaded pipe is fixedly connected to the top of the left cooling inlet pipe and communicates with its interior.

6. The automotive radiator according to claim 5, characterized in that: The right cooling pipe assembly includes a right cooling inlet pipe extending horizontally to the right, and a right cooling return pipe is provided below the right cooling inlet pipe. The left ends of both the right cooling inlet pipe and the right cooling return pipe are fixedly installed on the refrigerant tank and communicate with its interior. One-way valves are installed on both the right cooling inlet pipe and the right cooling return pipe. The coolant inside the right cooling inlet pipe flows from left to right, and the coolant in the right cooling return pipe flows from right to left. Right-threaded pipes are spirally wound on the outer walls of each vertical section of the oil bend pipe. The top of each right-threaded pipe is fixedly connected to the bottom of the right cooling inlet pipe and communicates with its interior, and the bottom of each right-threaded pipe is fixedly connected to the top of the right cooling inlet pipe and communicates with its interior.

7. The automotive radiator according to claim 6, characterized in that: The heat dissipation wall panel is made of aluminum alloy sheet and its surface is stamped with several interlaced reinforcing ribs.

8. The automotive radiator according to claim 7, characterized in that: An air intake pipe connector is installed on the top left side of the radiator housing, and an air outlet pipe connector is installed on the bottom right side of the radiator housing. The air intake pipe connector is connected to the air outlet of the blower configured on the vehicle via a pipe. The cold air entering the air-cooled space carries away heat inside and is discharged to the outside through the air outlet pipe connector.

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