A vehicle composite cooling radiator with independent dual circulation loops

Abstract

This utility model discloses an automotive composite cooling radiator with an independent dual-circulation loop, including a temperature-locking box. A cooling and heat dissipation mechanism is fixedly installed inside the temperature-locking box. A water storage tank is fixedly installed on the lower surface of the temperature-locking box and connected to it through the cooling and heat dissipation mechanism. Water pumps are fixedly installed at both ends of the water storage tank. The inlet of the water pump is sealed and extends into the water storage tank, while the outlet of the water pump is used to establish a sealed connection with the inlet of the cooling pipes of the automotive engine, motor, and battery. This utility model utilizes a cooling and heat dissipation mechanism and a spiral return pipe to extend the contact time between the coolant and the second fins. A thermoelectric cooler actively cools the coolant, combined with a cooling fan to dissipate heat. Simultaneously, an atomizing nozzle atomizes the returning coolant, further increasing the heat dissipation area and achieving pre-cooling of the coolant. This allows the coolant to quickly reach recirculation and heat dissipation conditions after returning to the water storage tank, avoiding the problem of accumulated temperature rise of the coolant under extreme operating conditions.

Description

Technical Field

[0001] This utility model relates to the field of radiator technology, specifically to an automotive composite cooling radiator with an independent dual-circulation loop. Background Technology

[0002] As the automotive industry rapidly transforms towards new energy and hybrid powertrains, vehicle powertrain structures are becoming increasingly complex. Multiple heat-generating components, such as engines, motors, and batteries, place higher demands on the precision and efficiency of cooling systems. Traditional single-cycle radiators, unable to meet the diverse temperature requirements of different components, are prone to problems such as insufficient heat dissipation efficiency, high energy consumption, or component overheating and damage, making them unsuitable for the multi-heat-generating cooling scenarios of modern automobiles.

[0003] Patent CN212667110U discloses an automotive composite cooling module, including a radiator assembly, a condenser assembly, connecting pipes, an upper water chamber, and a lower water chamber. The radiator assembly includes a composite radiator section, a non-composite radiator flat tube, an upper bracket, and a lower bracket. The composite radiator section includes a first flat tube and a condenser flat tube. The upper and lower ends of the first flat tube and the non-composite radiator flat tube are respectively mounted on the upper and lower brackets. The upper and lower ends of the condenser assembly are respectively fixedly mounted on the upper and lower water chambers. The two ends of the connecting pipe are sealed and connected to the refrigerant outlet and the condenser assembly inlet, respectively. The upper and lower water chambers are respectively provided with a coolant inlet and a coolant outlet. With minimal changes to the overall radiator design, a significant amount of energy can be dissipated by the radiator, effectively alleviating the common problem of limited space in the front compartment and difficulties in arranging various components.

[0004] However, the aforementioned automotive composite cooling module relies on traditional finned air heat exchange for heat dissipation without introducing active cooling methods. In high-temperature environments (such as summer sun exposure) or high-load conditions (such as long-term uphill driving or high-speed driving), the heat dissipation efficiency is insufficient to meet the needs of multiple heat sources generating heat simultaneously, which may cause a sudden rise in coolant temperature and thus affect the service life of components. Furthermore, the module does not have an independent structure for coolant diversion and recovery, and the heat generated by different heat sources is prone to mutual interference in the cooling circuit. Moreover, it lacks a pre-cooling design for the returning coolant, and the coolant needs to go through a complete cooling process again after returning to the water tank, which further increases the energy consumption and workload of the cooling system. Utility Model Content

[0005] The purpose of this invention is to provide an automotive composite cooling radiator with an independent dual-circulation loop, in order to solve the problems mentioned in the background art, such as insufficient heat dissipation efficiency under extreme conditions due to the lack of active cooling means in the cooling module, heat interference caused by the lack of an independent structure for coolant diversion and recovery, and increased system energy consumption due to the lack of a return coolant pre-heating design.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A composite automotive cooling radiator with an independent dual-circulation loop includes a temperature-locking box, a refrigeration and heat dissipation mechanism fixedly installed inside the temperature-locking box, a water storage tank fixedly installed on the lower surface of the temperature-locking box and connected to it through the refrigeration and heat dissipation mechanism, water pumps fixedly installed at both ends of the water storage tank, the water pump inlet being sealed and connected to the inside of the water storage tank, and the water pump outlet being used to establish a sealed connection with the water inlet of the cooling pipes of the automotive engine, motor, and battery.

[0008] As a preferred embodiment of this utility model, a first fin is fixedly installed inside the water storage tank. The first fin divides the inside of the water storage tank into two independent chambers, and the two independent chambers are respectively connected to the inlets of two sets of water pumps. The upper surface of the first fin is in close contact with the lower surface of the cooling and heat dissipation mechanism for heat conduction.

[0009] As a preferred embodiment of this utility model, the cooling and heat dissipation mechanism includes a thermoelectric cooler, which is fixedly installed on the upper surface of the temperature-locking box. A second fin is fixedly connected to the cooling end on the lower surface of the thermoelectric cooler and is located inside the temperature-locking box. The upper and lower halves of the second fin are both fitted with spiral reflux pipes.

[0010] As a further preferred embodiment of this utility model, a gas guide pipe is connected and installed on the heating end of the upper surface of the thermoelectric cooler, and a cooling fan is fixedly installed inside the gas guide pipe.

[0011] As a further preferred embodiment of this utility model, the inlets of the two sets of return pipes are respectively used to establish a one-to-one sealed connection with the outlet of the automotive engine cooling pipe and the outlet of the motor and battery cooling pipe, forming two independent coolant return branches.

[0012] As a further embodiment of this utility model, one end of the outlet of the two sets of return pipes is connected to a drain pipe, and the two sets of drain pipes are respectively sealed and penetrate into the two chambers of the water storage tank separated by the first fin.

[0013] As a further embodiment of this utility model, an atomizing nozzle is connected to the lower end of the outer surface of the drain pipe, with the spraying end of the atomizing nozzle facing the interior of the water storage tank.

[0014] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0015] This invention uses two sets of water pumps to drive the coolant in independent chambers within the water tank, creating independent heat dissipation circuits for the engine and motor / battery. This avoids interference from mixing coolants from different heat sources, precisely adapting to the differentiated temperature requirements of each component. At the same time, the spiral return pipe extends the contact time between the coolant and the second fins. Combined with the active cooling of the thermoelectric cooler and the heat dissipation of the cooling fan, the cooling rate of the coolant is greatly improved. The return coolant is then pre-cooled by the atomizing nozzle, allowing it to quickly enter the next cycle after returning. This ensures that the engine, motor, and battery are always within their optimal operating temperature range, reduces ineffective energy consumption in the cooling system, and significantly improves heat dissipation efficiency and overall vehicle energy utilization. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only examples of embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Fig. 1 This is a schematic diagram of the structure of an embodiment of the present utility model;

[0018] Fig. 2 This is a schematic diagram of the structure of the first fin and the second fin in an embodiment of this utility model;

[0019] Fig. 3 This is a schematic diagram of the cooling and heat dissipation mechanism in an embodiment of the present invention.

[0020] Reference numerals in the attached drawings: 1. Temperature lock chamber; 101. Water storage tank; 102. Water pump; 103. First fin; 2. Cooling and heat dissipation mechanism; 201. Cooling fan; 202. Air duct; 203. Thermoelectric cooler; 204. Second fin; 205. Return pipe; 206. Drain pipe; 207. Atomizing nozzle. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention.

[0022] In the description of the embodiments of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention.

[0023] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an integral connection, or a detachable connection; they can refer to the internal connection of two components; they can refer to a direct connection or an indirect connection through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present invention should be understood according to the specific circumstances.

[0024] See Figs. 1-2 As shown in the figure, an embodiment of the present invention provides an automotive composite cooling radiator with an independent dual-circulation loop, including a temperature lock box 1. A cooling and heat dissipation mechanism 2 is fixedly installed inside the temperature lock box 1. A water storage tank 101 is fixedly installed on the lower surface of the temperature lock box 1 and can be connected to it through the cooling and heat dissipation mechanism 2. Water pumps 102 are fixedly installed at both ends of the water storage tank 101. The inlet of the water pump 102 is sealed and penetrates into the water storage tank 101 and is connected to it. The outlet of the water pump 102 is used to establish a sealed connection with the water inlet of the cooling pipes of the automotive engine, motor and battery.

[0025] A first fin 103 is fixedly installed inside the water storage tank 101. The first fin 103 divides the interior of the water storage tank 101 into two independent chambers, and the two independent chambers are respectively connected to the inlets of the two sets of water pumps 102. The upper surface of the first fin 103 is in close contact with the lower surface of the cooling and heat dissipation mechanism 2 for heat conduction.

[0026] In operation, the two sets of water pumps 102 at both ends of the water tank 101 are started. One set of water pumps 102 draws coolant from an independent chamber separated by the first fin 103 in the water tank 101 and delivers it to the inlet of the cooling pipe of the car engine. As the coolant flows in the engine cooling pipe, it absorbs the heat generated by the engine operation. Then, the coolant carrying the heat flows back to the cooling and heat dissipation mechanism 2. The other set of water pumps 102 draws coolant from another independent chamber in the water tank 101 and delivers it to the inlet of the cooling pipe of the car motor and battery. The coolant absorbs the heat generated by the motor operation and the charging and discharging of the battery in the cooling pipe of the motor and battery. After generating heat, the coolant flows back to the cooling and heat dissipation mechanism 2. The two sets of high-temperature coolant entering the cooling and heat dissipation mechanism 2 are rapidly cooled under its action. The cooled coolant then flows back to the two independent chambers of the water storage tank 101 through the connection path between the cooling and heat dissipation mechanism 2 and the water storage tank 101, completing one cooling cycle. Afterwards, the two sets of water pumps 102 continue to operate, driving the coolant to circulate in their respective circuits, achieving continuous cooling of the engine, motor, and battery. During this process, the first fin 103 inside the water storage tank 101 not only divides the water storage tank 101 into two independent chambers, preventing the high-temperature coolant from entering the engine... The design of the cooling system, which is designed to closely fit the lower surface of the cooling and heat dissipation mechanism 2, prevents heat interference caused by mixing with the low-temperature coolant of the motor and battery. It also transfers the cooling capacity of the cooling and heat dissipation mechanism 2 to the coolant in the water tank 101, further assisting in cooling the coolant and improving heat dissipation efficiency. The temperature lock box 1 provides temperature protection for the internal cooling and heat dissipation mechanism 2, reducing heat exchange between the cooling and heat dissipation mechanism 2 and the external environment, ensuring that the cooling and heat dissipation mechanism 2 always operates in a stable environment, thus improving its reliability and service life. The two sets of water pumps 102 provide power to different circuits, allowing the two cooling circuits to operate independently. The system operates independently. When a heat source component does not require high-intensity cooling, the speed of the corresponding water pump 102 can be adjusted independently to reduce unnecessary energy consumption and achieve energy-saving effects. At the same time, it avoids the problem of the entire cooling system being paralyzed due to the failure of a single water pump 102, thus improving the overall stability of the cooling system. In addition, the integrated assembly design of the temperature lock box 1 and the water storage tank 101 significantly reduces the space occupied by the cooling system in the front compartment of the car, providing convenience for the arrangement of other components. The overall structure is compact and practical, effectively solving the problems of insufficient heat dissipation efficiency, easy heat interference, and high energy consumption of traditional cooling modules, and providing a reliable guarantee for the stable operation of multiple heat source components in the car.

[0027] like Figs. 2-3As shown, the cooling and heat dissipation mechanism 2 includes a thermoelectric cooler 203, which is fixedly installed on the upper surface of the temperature-locking chamber 1. A second fin 204 is fixedly connected to the cooling end of the lower surface of the thermoelectric cooler 203 and is located inside the temperature-locking chamber 1. Spiral return pipes 205 are installed through both the upper and lower halves of the second fin 204. A vent pipe 202 is connected to the heating end of the upper surface of the thermoelectric cooler 203, and a cooling fan 201 is fixedly installed inside the vent pipe 202. The inlets of the two sets of return pipes 205 are respectively used to establish a one-to-one sealed connection with the outlet of the automotive engine cooling pipe and the outlet of the motor and battery cooling pipe, forming two independent coolant return branches. Drain pipes 206 are connected to one end of the outlets of the two sets of return pipes 205, and these two sets of drain pipes 206 are respectively sealed and pass through the two chambers of the water storage tank 101 separated by the first fin 103. The lower end of the outer surface of the drain pipe 206 is connected to an atomizing nozzle 207, and the spray end of the atomizing nozzle 207 faces the interior of the water storage tank 101.

[0028] When the car engine, motor, and battery generate heat, the components requiring cooling will have the coolant carrying the heat delivered to the corresponding return pipe 205 inlet through their respective cooling pipes. Since the two sets of return pipes 205 are sealed and connected one-to-one with the engine cooling pipe outlet and the motor and battery cooling pipe outlet, two independent coolant return branches are formed. This ensures that the high-temperature engine coolant and the low-temperature motor and battery coolant do not interfere with each other during the return process, avoiding the problem of reduced heat dissipation efficiency caused by the mixing of coolants at different temperatures. This allows for precise adaptation to the heat dissipation needs of different components. Subsequently, the coolant enters a spiral-shaped... Within the return pipes 205 of the upper and lower halves of the second fin 204, the spiral structure significantly extends the flow path of the coolant within the return pipes 205, allowing the coolant to fully contact the second fin 204. The second fin 204 is then fixedly connected to the cooling end of the lower surface of the thermoelectric cooler 203, which is fixedly installed on the upper surface of the temperature-locking chamber 1. When the thermoelectric cooler 203 is activated, the cooling energy generated at its cooling end is rapidly transferred to the coolant in the return pipes 205 through the second fin 204, achieving efficient cooling of the coolant. Simultaneously, the heating end on the upper surface of the thermoelectric cooler 203 generates heat, which is then connected to the air duct 20... The cooling fan 201 inside the duct 202 starts, accelerating airflow within the duct 202 to quickly dissipate heat from the heating end of the thermoelectric cooler 203. This prevents heat buildup from affecting the cooling efficiency of the thermoelectric cooler 203, ensuring its continuous and stable operation. Compared to traditional methods relying solely on natural heat dissipation, this significantly improves heat dissipation stability under extreme conditions. The cooled coolant flows along the return pipe 205 to the drain pipe 206 connected to its outlet, and is then sealed and transported through the drain pipe 206 to the two chambers of the water tank 101 separated by the first fin 103. As the coolant flows out from the drain pipe 206, the drain pipe 206... The atomizing nozzle 207, which is connected to the lower end of the outer surface of the 06 and has its spray end facing the interior of the water tank 101, atomizes the coolant into fine droplets, further increasing the contact area between the coolant and the air inside the water tank 101 and the first fin 103. This further enhances the pre-cooling effect of the coolant, allowing it to reach the temperature required for cooling the components more quickly after flowing into the water tank 101. This reduces the heat dissipation burden on the subsequent water pump 102, lowers the energy consumption of the entire cooling system, and also improves the circulation efficiency of the coolant. This ensures that the engine, motor, and battery can continuously receive stable cooling, extending the service life of each component.

[0029] The usage process of this utility model embodiment is as follows: First, two sets of water pumps 102 at both ends of the water tank 101 are started respectively. One set of water pumps 102 draws coolant from an independent chamber separated by the first fin 103 in the water tank 101 and delivers it to the inlet end of the cooling pipe of the car engine. When the coolant flows in the engine cooling pipe, it absorbs the heat generated by the engine operation. Then, the coolant carrying the heat flows back into the return pipe 205. Meanwhile, the other set of water pumps 102 draws coolant from another independent chamber in the water tank 101 and delivers it to the inlet end of the cooling pipe of the car motor and battery. After absorbing the heat generated by the motor's operation and the battery's charging and discharging within the motor and battery cooling pipes, the coolant also flows back to another set of return pipes 205. The coolant then enters the return pipes 205, which are spirally arranged through the upper and lower halves of the second fins 204. This spiral structure significantly extends the flow path of the coolant within the return pipes 205, allowing the coolant to fully contact the second fins 204. The second fins 204 are then fixedly connected to the cooling end of the thermoelectric cooler 203, which is fixedly installed on the upper surface of the temperature-locking chamber 1. At this time, the thermoelectric cooler 203 starts, and the cooling energy generated by its cooling end is distributed through the second fins 204. The two fins 204 rapidly transfer heat to the coolant in the return pipe 205, achieving efficient cooling of the coolant. Simultaneously, the heating end on the upper surface of the thermoelectric cooler 203 generates heat, causing the cooling fan 201 in the air duct 202, connected to the heating end, to start. The fan accelerates airflow within the air duct 202, quickly dissipating heat from the heating end of the thermoelectric cooler 203, preventing heat buildup that could affect its cooling efficiency and ensuring continuous and stable operation. The cooled coolant flows along the return pipe 205 to the drain pipe 206 connected to its outlet, and is then distributed through the drain pipe 206... The coolant is sealed and delivered to the two chambers of the water tank 101 separated by the first fin 103. When the coolant flows out from the drain pipe 206, the lower end of the outer surface of the drain pipe 206 is connected to the atomizing nozzle 207 with the spray end facing the inside of the water tank 101 chamber. This atomizes the coolant into fine droplets, further increasing the contact area between the coolant and the air inside the water tank 101 and the first fin 103. This further enhances the pre-heating effect of the coolant, allowing it to reach the temperature required for cooling the components more quickly after flowing into the water tank 101. The coolant is then drawn out again by the two sets of water pumps 102 for heat dissipation and cooling.

[0030] In summary, this embodiment of the invention extends the contact time between the coolant and the second fin 204 through the spiral return pipe 205, the thermoelectric cooler 203 actively cools in conjunction with the cooling fan 201 to dissipate heat, and the atomizing nozzle 207 atomizes the return coolant, further increasing the heat dissipation area and achieving pre-cooling of the coolant. This allows the coolant to quickly reach the recirculation and heat dissipation conditions after returning to the water tank 101 without waiting for the complete cooling process, thus avoiding the problem of accumulated temperature rise of the coolant under extreme operating conditions.

[0031] The foregoing has shown and described the basic principles of the present invention. The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. The above embodiments and descriptions in the specification are only illustrative of the principles of the present invention. Any modifications, equivalent substitutions, and improvements made within the scope of the present invention without departing from the scope of the present invention should be included within the protection scope of the present invention.

Claims

1. A composite automotive cooling radiator with independent dual-circulation loops, characterized in that: The device includes a temperature lock box (1), in which a cooling and heat dissipation mechanism (2) is fixedly installed. A water storage tank (101) is fixedly installed on the lower surface of the temperature lock box (1) and can be connected to it through the cooling and heat dissipation mechanism (2). A water pump (102) is fixedly installed at both ends of the water storage tank (101). The inlet of the water pump (102) is sealed and penetrates into the water storage tank (101) and is connected. The outlet of the water pump (102) is used to establish a sealed connection with the cooling pipe inlet of the car engine, motor and battery.

2. The automotive composite cooling radiator with an independent dual-circulation loop according to claim 1, characterized in that: The water storage tank (101) is fixedly installed with a first fin (103). The first fin (103) divides the interior of the water storage tank (101) into two independent chambers, and the two independent chambers are respectively connected to the inlets of the two sets of water pumps (102). The upper surface of the first fin (103) is in close contact with the lower surface of the cooling and heat dissipation mechanism (2) for heat conduction.

3. The automotive composite cooling radiator with an independent dual-circulation loop according to claim 1, characterized in that: The cooling and heat dissipation mechanism (2) includes a thermoelectric cooler (203), which is fixedly installed on the upper surface of the temperature lock box (1). A second fin (204) is fixedly connected to the cooling end of the lower surface of the thermoelectric cooler (203) and is located inside the temperature lock box (1). The upper and lower halves of the second fin (204) are both fitted with spiral return pipes (205).

4. The automotive composite cooling radiator with an independent dual-circulation loop according to claim 3, characterized in that: A duct (202) is connected to the heating end on the upper surface of the thermoelectric cooler (203), and a cooling fan (201) is fixedly installed inside the duct (202).

5. A composite automotive cooling radiator with an independent dual-circulation loop according to claim 3, characterized in that: Furthermore, the inlets of the two sets of return pipes (205) are respectively used to establish a one-to-one sealed connection with the outlet of the automobile engine cooling pipe and the outlet of the motor and battery cooling pipe, forming two independent coolant return branches.

6. The automotive composite cooling radiator with an independent dual-circulation loop according to claim 5, characterized in that: The outlets of the two sets of return pipes (205) are connected to drain pipes (206), and the two sets of drain pipes (206) are respectively sealed and penetrate into the two chambers of the water storage tank (101) separated by the first fin (103).

7. A composite automotive cooling radiator with an independent dual-circulation loop according to claim 6, characterized in that: The lower end of the outer surface of the drain pipe (206) is connected to an atomizing nozzle (207), and the spraying end of the atomizing nozzle (207) faces the interior of the water storage tank (101).

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