JP5184314B2 - Cooling system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cooling system constructed compact and superior in on-vehicle mountability while maintaining high heat exchanging efficiency. <P>SOLUTION: The cooling system 1 includes a first air-cooled heat exchanger 5 for cooling a cooling water for a heating element 3 excluding an engine 9, a second air-cooled heat exchanger for cooling refrigerant for a vehicle room air-conditioner, and a third air-cooled heat exchanger 11 for cooling the cooling water for the engine 9. The first air-cooled heat exchanger 5 and the third air-cooled heat exchanger 11 have cores 21, 23 built up with flow path members 13, 15 and radiation fins 17, 19, and cooling water tanks 25, 27, 29, 31 communicated with each other via the flow path members 13, 15, respectively. A width W2 of the core 23 of the third air-cooled heat exchanger 11 in the direction perpendicular to cooling air is smaller than a width W1 of the core 21 of the first air-cooled heat exchanger 5. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a cooling system for an automobile.

  Patent Document 1 describes a “cooling device for a hybrid electric vehicle”.

  This cooling device includes a sub-radiator for cooling water that cools an electric motor for traveling in a hybrid electric vehicle, an air-cooling condenser that cools a refrigerant for air conditioning in a passenger compartment, and a radiator for engine cooling water. An electric motor sub-radiator, a refrigerant air-cooling condenser, and an engine radiator are arranged in this order along the flow of cooling air between the front grille of the vehicle and the engine so as to be cooled by outside air taken in.

  A cooling system 301 shown in FIG. 11 includes a condenser 303 and a radiator 305. The condenser 303 is arranged on the upstream side of the cooling air, and the radiator 305 is arranged on the downstream side. The condenser 303 includes a core 307 and tanks 309 and 311, and the radiator 305 includes a core 313 and tanks 315 and 317, and the radiator 305 widens the width of the core 313 (dimension in the direction perpendicular to the cooling air) By disposing the core 307 of the capacitor 303 and the tanks 309 and 311 between 315 and 317, the distance between the capacitor 303 and the radiator 305 is reduced.

In addition, the width of the radiator 305 that is longer in the cooling air direction than the tanks 309 and 311 of the condenser 303 by the tanks 315 and 317 is wider than the condenser 303, thereby avoiding interference between the tanks 315 and 317 and the tanks 309 and 311. The shortening effect is enhanced.
JP 2002-276364 A

  Since the heat exchanger of the vehicle is arranged on the front side of the engine like the cooling device of Patent Document 1, it is desired that the vehicle is configured compactly in terms of arrangement space, layout, and vehicle mounting.

  Moreover, even if the width of the core 313 of the downstream radiator 305 is wider than that of the core 307 of the upstream condenser 303 as in the cooling system 301 of FIG. 11, the decrease in the flow rate of the cooling air due to passing through the condenser 303 is compensated. In addition, the both ends 319 and 319 of the core 313 are behind the core 307 and the cooling air flow rate is insufficient, so that the overall heat exchange efficiency is reduced accordingly.

  However, in order to compensate for the decrease in heat exchange efficiency, it is necessary to increase the size of the condenser 303 and the radiator 305. As a result, the cooling system 301 is increased in size. Sex is reduced.

  Further, if the current of the electric fan 321 is increased or the size of the electric fan 321 is increased in order to compensate for the decrease in the wind speed of the cooling air, the burden on the in-vehicle battery increases.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a cooling system that is compact and excellent in in-vehicle performance while maintaining high heat exchange efficiency.

The cooling system according to claim 1 includes a first air-cooled heat exchanger that cools a first cooling water that cools a heating element other than an automobile engine, and a second air-cooled heat exchanger that cools a refrigerant for vehicle compartment air conditioning. A cooling system comprising a third air-cooling heat exchanger that cools the second cooling water that cools the engine, wherein the first air-cooling heat exchanger and the third air-cooling heat exchanger each have a flow path for each cooling water. And a pair of cooling water tanks that communicate with each other via the flow path member, and the core of the third air-cooled heat exchanger has a cooling structure. The width perpendicular to the wind is narrower than the width of the core of the first air cooling heat exchanger, the downstream core surface of the cooling air of the first air cooling heat exchanger, and the downstream side of the cooling air with respect to this core surface In the space formed by the side surface of the tank protruding to the bottom of the third air-cooled heat exchanger, Some of Kutomo one tank is disposed, the third air-cooled heat exchanger, at least one of the tanks, slope distance between the tank of the first air-cooled heat exchanger becomes wider along the outside of the width direction And a convex portion, the convex portion is disposed between the tanks of the first air-cooled heat exchanger, and the slope portion and the tank of the first air-cooled heat exchanger are overlaid in the direction of the cooling air. It is characterized by being wrapped.

The invention of claim 2 is the cooling system according to claim 1 , wherein the tank is disposed in front of the engine, and at least one tank of the first air-cooled heat exchanger is offset to the rear side of the vehicle with respect to the core. It is characterized by being.

Invention of Claim 3 is the cooling system described in either Claim 1 or Claim 2 , Comprising: The water cooling heat exchanger which cools the said refrigerant | coolant for vehicle interior air conditioning is a said 1st air cooling heat exchanger. And is cooled by the first cooling water.

Invention of Claim 4 is a cooling system in any one of Claims 1-3 , Comprising: A said 1st air cooling heat exchanger, a said 2nd air cooling heat exchanger, and a said 3rd air cooling heat exchanger In the water-cooled heat exchanger, each of the fluid pipes is connected from the rear side of the vehicle.

  The cooling system according to claim 1 is configured such that the third air-cooled heat exchanger has the core width (dimension in the direction perpendicular to the cooling air) narrower than the core width of the first air-cooled heat exchanger. 1 It can be inserted between the cooling water tanks of the air-cooling heat exchanger. By doing so, the gap G between the two cores can be narrowed, and the cooling system can be made thin in the cooling air direction and compactly configured. The restrictions on space and layout are eased, and in-vehicle performance is improved.

In addition, the first air cooling heat exchanger and the second air cooling heat exchanger that are generally small (low) in the vertical direction are arranged vertically on the same plane, and the third air cooling heat exchanger is arranged downstream of the cooling air, If it is arranged between the cooling water tanks of the first air-cooling heat exchanger, unlike the conventional example, the first air-cooling heat exchanger arranged on the upstream side of the cooling air improves the heat exchange efficiency only by widening the core width. In addition, since the core of the third air-cooled heat exchanger does not become the shadow of the cooling water tank of the first air-cooled heat exchanger, the insufficient flow rate of cooling air and the decrease in heat exchange efficiency are suppressed. Further, a part of at least one of the tanks of the third air-cooling heat exchanger has a downstream core surface of the cooling air of the first air-cooling heat exchanger and a side surface of the tank protruding from the core surface to the downstream side of the cooling air. For example , the tank of the third air-cooled heat exchanger has a triangular cross-sectional shape, and its top (projection: part of the tank) is disposed in the space. For example, the side of the triangle (slope) can be overlapped with the tank of the first air-cooled heat exchanger, and the core width of the third air-cooled heat exchanger is increased to increase the heat exchange efficiency. be able to.

In addition, at least one of the tanks of the third air-cooled heat exchanger is provided with a slope portion and a convex portion whose distance from the tank of the first air-cooled heat exchanger becomes wider along the outside in the width direction. The first air-cooling heat exchanger and the third air-cooling unit are disposed between the tanks of the first air-cooling heat exchanger and the slope portion and the tank of the first air-cooling heat exchanger are overlapped in the direction of the cooling air. The cold heat exchanger can keep the gap G of the core narrow while avoiding interference between tanks, and the third air-cooled heat exchanger can increase the core width, further improving the heat exchange efficiency. be able to. Therefore, since it is not necessary to increase the size of each heat exchanger in order to improve heat exchange efficiency, an increase in the size of the cooling system, an increase in restrictions on the arrangement space and layout, and a reduction in on-vehicle performance can be avoided.

  In addition, an increase in the size of the electric fan and an increase in power consumption can be avoided, and an increase in the burden on the in-vehicle battery can be avoided.

The cooling system of claim 2 can achieve the same effect as the structure of claim 1 .

  Further, by offsetting at least one tank of the first air-cooled heat exchanger toward the rear side of the vehicle with respect to the core, the amount of forward protrusion of the tank is reduced by that amount, and the offset to the rear side is performed. The space is used as a space for the third air-cooled heat exchanger, and the offset does not unnecessarily increase the size of the entire cooling system, so place the cooling system in a narrow space in front of the engine. Can do.

The cooling system according to the third aspect can achieve the same effects as the configuration according to the first or second aspect .

  In addition, since a water-cooled heat exchanger (water-cooled condenser) that cools the refrigerant for air conditioning in the passenger compartment is disposed in the tank of the first air-cooled heat exchanger, the high-temperature and high-pressure gas refrigerant compressed by the compressor is stored in the tank. In this case, it is cooled by the first cooling water, and the degree of superheat is reduced, or part of it is saturated and flows into the second air-cooled heat exchanger (air-cooled condenser), so that the performance of the passenger compartment air conditioning system is improved. .

  Further, even if the tank of the first air cooling heat exchanger is increased in size by arranging the water cooling heat exchanger, the third air cooling heat exchanger is placed between the cooling water tanks of the first air cooling heat exchanger as described above. In the present invention in which the space S formed by the core and the tank is used as the space for arranging the third air-cooled heat exchanger, the influence is extremely small.

According to the cooling system of the fourth aspect , the same effect as that of the first to third aspects can be obtained.

  In addition, since the cooling system is installed at the foremost part of the vehicle in order to use the cooling air most efficiently, for example, when the inflow / outflow piping is connected from the front or side of the vehicle, Piping, joints, and space are required, but the first air-cooling heat exchanger, the second air-cooling heat exchanger, the third air-cooling heat exchanger, and the water-cooling heat exchanger are routed to the rear of the vehicle. In this configuration, which is attached to each tank, etc., it is possible to avoid waste of piping, joints, and space for handling, thereby preventing an increase in cost and preserving the necessary space for arranging the cooling system. The

< Reference example >
The cooling system 1 ( reference example of the present invention) will be described with reference to FIGS. As shown in FIG. 1, the cooling system 1 is used in a hybrid electric vehicle that uses an engine 9 (internal combustion engine) and an electric motor 3 as driving power sources. 1 is a schematic view of the cooling system 1, FIG. 2 is a perspective view of the cooling system 1 showing a layout of the sub-radiator 5, the condenser 7, and the radiator 11, FIG. 3 is a perspective view of the sub-radiator 5, and FIG. FIG. 5 is a side view of the water-cooled condenser 37, FIG. 6 is a top view of the cooling system 1, and FIG. 7 is a view of the cooling system 1 as seen from the rear of the vehicle. .

  The cooling system 1 includes a drive motor 3 and a sub-radiator 5 (first air-cooling heat exchanger) that cools a first cooling water for a control device (a heating element other than the engine 9) such as an inverter and a converter, The cooling system includes a condenser 7 (second air-cooling heat exchanger) that cools the air-conditioning refrigerant and a radiator 11 (third air-cooling heat exchanger) that cools the second cooling water that cools the engine 9. The sub-radiator 5 and the radiator 11 have a core 21 formed by alternately laminating flat tubes 13 and 15 (flow path members) serving as flow paths for the first cooling water and the second cooling water and heat radiation fins 17 and 19. , 23 and cooling water inflow side tanks 25, 27 and outflow side tanks 29, 31 connected via the flat tubes 13, 15, respectively, and as shown in FIG. Cooling air and direct The width W2, by sufficiently narrower than the width W1 of the core 21 of the sub-radiator 5 incorporates a radiator 11 (the tank 27, 31 and core 23) between the tank 25 and 29 of the sub-radiator 5.

  Further, the inner side of the space S formed by the core surface 33 on the downstream side of the cooling air of the sub-radiator 5 and the side surfaces 34 and 35 of the tanks 25 and 29 protruding to the downstream side of the cooling air with respect to the core surface 33. In addition, a tank 31 (at least one tank) of the radiator 11 enters.

  The cooling system 1 is disposed on the front side of the engine 9, and the tank 29 (at least one tank) of the sub-radiator 5 is offset (offset amount F) from the core 21 toward the rear side of the vehicle.

  A water-cooled condenser 37 (water-cooled heat exchanger) that cools the refrigerant for air conditioning of the passenger compartment is disposed inside the tank 29 of the sub-radiator 5, and the refrigerant for air conditioning of the passenger compartment flowing through the water-cooled condenser 37 is Water is cooled in the tank 29 by the first cooling water.

  Further, in the sub-radiator 5, the condenser 7, the radiator 11, and the water-cooled condenser 37, the pipes 39, 41, 43, 45, 47, 49, 51, 53 (fluid pipes) are respectively tanks from the rear surface of the vehicle. 25, 29, 59, 61, 27, 31 and shell tubes 69, 71.

  The sub-radiator 5 and the radiator 11 are flat tubes in a state in which reinforcements 55 and 57 (reinforcing members) are respectively attached to the uppermost and lowermost portions of the laminated flat tubes 13 and 15 and an appropriate load is applied in the lamination direction. 13 and 15 are formed by inserting both ends of tanks 25, 29, 27 and 31. In addition, the condenser 7 communicates the refrigerant inflow side tank 59 and the outflow side tank 61 with a core formed by alternately laminating flat tubes (flow path members) and radiating fins.

  As shown in FIG. 6, the cooling system 1 includes an air guide 63 that guides cooling air (outside air flowing in from the front grill while the vehicle is running) to the sub-radiator 5, and an electric fan 65 that promotes intake of the cooling air. The electric fan 65 is protected by a shroud 67 around.

  As described above, the water-cooled condenser 37 is built in the outflow side tank 29 of the sub-radiator 5, and as shown in FIG. 2, the sub-radiator 5 and the condenser 7 are arranged on the same surface substantially orthogonal to the flow of the cooling air. The condenser 7 is arranged close to the lower side of the sub-radiator 5, and the refrigerant flows in from the upper inlet 51 of the water-cooled condenser 37 and flows out of the lower outlet 53, and then the inlet of the condenser 7. It flows down toward 43. As shown in FIG. 6, the radiator 11 for the engine 9 is arranged downstream of the cooling air, and cools the second cooling water by the cooling air.

  4 and 5, the water-cooled condenser 37 includes a shell tube ASSY that is brazed by sandwiching inner fins having a number of grooves between a plurality of shell tubes 69 and 71 that are refrigerant flow paths. Further, the ring-shaped patch 73 is sandwiched, and the beads 75 and 77 are brought into contact with each other, and a gap 79 for allowing cooling water to pass therethrough is provided and laminated and brazed. The water-cooled condenser 37 is placed vertically so that the flow of the refrigerant is substantially vertical, the inlet 51 is connected to the compressor side, and the outlet 53 is connected to the condenser 7 via a U-shaped pipe 81 (FIG. 2). It is connected to the inflow port 43.

  In the cooling system 1, in the cooling system such as the drive motor 3, the first cooling water circulated by the pump 83 flows into the tank 25 of the sub-radiator 5 and flows through the flat tubes 13 by the cooling air by the cooling fins 17. Then, the refrigerant flows out of the tank 29 and cools the drive motor 3 and the like.

  The air-conditioning refrigerant compressed by the compressor and in a high-temperature and high-pressure gas state flows into the shell tubes ASSY of the water-cooled condenser 37 from the inlet 51 and flows down the groove of the inner fin as shown in FIGS. In the meantime, it is cooled by the cooling water flowing through the tank 29 of the sub-radiator 5 and flows out from the outlet 53 in a state where the degree of superheat is lowered or partially saturated, and flows down the U-shaped pipe 81, It flows into the condenser 7 from the inlet 43, is cooled and condensed by cooling air, is decompressed by the expansion valve, is heat-exchanged by the evaporator, and is compressed by the compressor.

  In the cooling system of the engine 9, the second cooling water that has flowed into the radiator 11 from the inlet 47 is cooled by the cooling air, flows out of the outlet 49, cools the engine 9, and passes from the inlet 47 to the radiator 11. Repeat the inflow cycle.

  Next, the effect of the cooling system 1 will be described.

  In the cooling system 1, the width W <b> 2 of the core 23 of the radiator 11 is sufficiently narrower than the core width W <b> 1 of the sub-radiator 5, so that the entire radiator 11 can be disposed between the tanks 25 and 29 of the sub-radiator 5. As a result, the gap G1 between the cores 21 and 23 can be narrowed and the configuration can be made thin and compact in the direction of the cooling air, so that restrictions on the arrangement space and layout are eased, and the onboard performance is improved.

  Further, since the sub-radiator 5 and the condenser 7 are arranged up and down on the same plane and the radiator 11 is arranged between the tanks 25 and 29 of the sub-radiator 5, unlike the conventional example, it is arranged upstream of the cooling air. The sub-radiator 5 can be improved in heat exchange efficiency only by making the width of the core 21 wide, and the core 23 of the radiator 11 is not behind the tanks 25 and 29. Decrease is suppressed.

  Therefore, since it is not necessary to increase the size of the radiator 11 in order to improve the heat exchange efficiency, it is possible to avoid an increase in the size of the cooling system 1, an increase in restrictions on the arrangement space and layout, and a reduction in on-vehicle performance.

  In addition, an increase in the size of the electric fan 65 and an increase in power consumption can be avoided, and an increase in the burden on the in-vehicle battery can be avoided.

  Further, by offsetting the tank 29 of the sub-radiator 5 toward the rear side of the vehicle with respect to the core 21, the forward protrusion amount of the tank 29 is reduced accordingly, and the offset amount F on the rear side is reduced by the radiator. 11, the cooling system 1 can be arranged in a narrow space in front of the engine because the overall dimensions of the cooling system 1 are not increased unnecessarily due to the offset of the tank 29.

  Further, since the water cooling condenser 37 for the passenger compartment air conditioning refrigerant is built in the tank 29 of the sub-radiator 5, the gas refrigerant compressed by the compressor is cooled by the water cooling condenser 37 (primary cooling) and then cooled by the condenser 7. Since (secondary cooling) is performed, the performance of the passenger compartment air conditioning system is improved.

  Even if the tank 29 of the sub-radiator 5 is increased in size by providing the water-cooled condenser 37, the space S formed by the core 21 and the tanks 25 and 29 of the sub-radiator 5 is disposed in the radiator 11 as described above. In the cooling system 1 used as a space, the influence is extremely small.

  The cooling system 1 is installed at the front part of the engine 9 in order to use the cooling air most efficiently. However, the piping 39, 41, sub-radiator 5, condenser 7, radiator 11, and water-cooled condenser 37 are connected to each other. By attaching 43, 45, 47, 49, 51, 53 from the rear of the vehicle, the piping, joints, space, etc. required for routing when piping is connected to the front or side of the vehicle are no longer required. Thus, the cost is prevented and the necessary space for arranging the cooling system 1 is maintained.

<First embodiment>
The cooling system 101 ( first embodiment) will be described with reference to FIGS. 8 is a perspective view of the cooling system 101 showing the layout of the sub-radiator 5, the condenser 7, and the radiator 103. FIG. 9 is a top view of the cooling system 101. FIG. 10 is a view of the cooling system 101 as viewed from the rear of the vehicle. Hereinafter, the cooling system 1 (reference example) and the same functional unit and the functional member and are denoted by the same reference numerals, description thereof is omitted is, the description and drawings of the reference example as required Shall be referred to.

  In the cooling system 101, the radiator 103 (third air cooling heat exchanger) connects the cooling water tanks 109 and 111 via the core 107 in which the flat tubes 105 (flow path members) and the radiation fins 19 are alternately stacked. As shown in FIG. 9, the width W3 of the core 107 in the direction perpendicular to the cooling air is narrower than the width W1 of the core 21 of the sub radiator 5.

  Further, a part of the tanks 109 and 111 of the radiator 103 includes a downstream core surface 33 of the cooling air of the sub radiator 5 and side surfaces 34 of the tanks 25 and 29 protruding to the downstream side of the cooling air with respect to the core surface 33. , 35 and the space S formed inside.

  Further, as shown in FIG. 9, the tank 109 of the radiator 103 is formed in a triangular cross section so that the inclined portion 113 (side portion) where the space between the sub radiator 5 and the tank 25 becomes wider along the outer side in the width direction. And the convex part 115 (top part) is provided, the convex part 115 is arrange | positioned inside the tank 25, and the slope part 113 and the tank 25 are made to overlap in the direction of cooling air.

  Further, as shown in FIG. 10, the slope portion 113 is partially provided on the upper portion of the tank 109 in order to avoid interference with the pipe 39 of the tank 25.

  Next, the effect of the cooling system 101 will be described.

  In the radiator 103, the width W3 of the core 107 is made narrower than the width W1 of the core 21 of the sub-radiator 5, and a part of the core 107 and the tanks 109 and 111 are arranged inside a space S formed on the downstream side of the sub-radiator 5. Furthermore, the gap G2 between the cores 21 and 107 can be made narrower than the gap G1 in the cooling system 1 by overlapping the inclined surface 113 of the tank 109 and the tank 25 in the direction of the cooling air. Therefore, the cooling system 101 is configured to be thinner and more compact, and the in-vehicle performance is improved accordingly.

  Further, by overlapping the slope 113 and the tank 25 of the sub-radiator 5, the radiator 103 can increase the width of the core 107 while avoiding interference between the tank 109 and the tank 25. As a result, the passing amount of the cooling air is increased and the heat exchange efficiency is improved accordingly.

  In addition to the above, the cooling system 101 can obtain the same effect as the cooling system 1 in a common configuration.

[Other Embodiments Included within the Scope of the Present Invention]
Note that the present invention is not limited to the above-described embodiments, and various modifications can be made within the technical scope of the present invention.

1 is a schematic view of a cooling system 1. FIG. 1 is a perspective view of a cooling system 1 showing a layout of a sub radiator 5, a capacitor 7, and a radiator 11. FIG. 2 is a perspective view of a sub radiator 5. FIG. 4 is a cross-sectional view showing a water-cooled condenser 37 incorporated in a tank 29 of the sub-radiator 5. FIG. 3 is a side view of a water-cooled condenser 37. FIG. 2 is a top view of the cooling system 1. FIG. It is drawing which looked at the cooling system 1 from the back of a vehicle. 1 is a perspective view of a cooling system 101 showing a layout of a sub radiator 5, a capacitor 7, and a radiator 103. FIG. 2 is a top view of the cooling system 101. FIG. It is drawing which looked at the cooling system 101 from the back of a vehicle. It is a top view which shows the cooling device of a prior art example.

Explanation of symbols

1 Cooling system 3 Drive motor (heating element other than engine)
5 Sub-radiator (first air-cooled heat exchanger)
7 Condenser (second air-cooled heat exchanger)
9 Engine 11 Radiator (3rd air cooling heat exchanger)
13, 15 Flat tube (channel member)
17, 19 Radiating fins 21, 23 Cores 25, 27, 29, 31 Cooling water tank 33 Core surface 34, 35 on the downstream side of the cooling air of the sub radiator 5 34, 35 Side surfaces of the tanks 25, 29 protruding downstream of the cooling air 37 Water-cooled condenser (water-cooled heat exchanger)
F Offset amount G1 Spacing between cores 21 and 23 Space W1 formed downstream of sub-radiator 5 Width W2 of core 21 of sub-radiator 5 Width 101 of core 23 of radiator 11 Cooling system 103 Radiator (third air-cooling heat exchange) vessel)
105 Flat tube (channel member)
107 Core 109, 111 Cooling water tank 113 Slope 115 of tank 109 Convex part G2 of tank 109 W3 Distance between cores 21, 107 W3 Width of core 107 of radiator 103

Claims (4)

A first air cooling heat exchanger (5) for cooling a first cooling water for cooling a heating element (3) other than the engine (9) of the automobile, and a second air cooling heat exchanger for cooling a refrigerant for vehicle compartment air conditioning (7) and a cooling system ( 101) comprising a third air-cooling heat exchanger ( 103) for cooling the second cooling water for cooling the engine (9),
The first air-cooled heat exchanger (5) and the third air-cooled heat exchanger (1 03) includes a radiation fin (17, 19) and alternately flow path member comprising a flow path for the cooling water (1 05) A laminated core (21 , 1007) and a pair of cooling water tanks (25 , 29 , 1009 , 111) communicating via the flow path member ( 105);
The core (10 07) of the third air-cooled heat exchanger ( 103) has a width (W3 ) in a direction perpendicular to the cooling air, which is the width of the core (21) of the first air-cooled heat exchanger (5) ( W1) Narrower,
Downstream core surface (33) of the cooling air of the first air-cooling heat exchanger (5) and side surfaces of the tank (25, 29) projecting downstream of the cooling air with respect to the core surface (33). A part of at least one tank ( 111) of the third air-cooled heat exchanger ( 103) is disposed in a space (S) formed by (34, 35) ,
The third air-cooled heat exchanger (103) has an inclined surface in which at least one of the tanks (109) is spaced apart from the tank (25) of the first air-cooled heat exchanger (5) along the outside in the width direction. A portion (113) and a convex portion (115),
The convex portion (115) is disposed between the tanks (25, 29) of the first air-cooling heat exchanger (5), and the inclined portion (113) and the tank of the first air-cooling heat exchanger (5). A cooling system (101) characterized in that (25) is overlapped in the direction of the cooling air. A cooling system ( 101) according to claim 1, comprising:
Placed in front of the engine (9),
The first air-cooled heat exchanger at least one tank (5) (29), the cooling system (1 01), characterized in that to the core (21) is offset to the rear side of the vehicle. A cooling system ( 101) according to claim 1 or claim 2, comprising:
A water-cooled heat exchanger (37) for cooling the refrigerant for passenger compartment air conditioning is disposed in the tank (29) of the first air-cooled heat exchanger (5) and is cooled by the first cooling water. A cooling system ( 101) characterized by the following. A cooling system ( 101) according to any of claims 1-3,
In the first air-cooled heat exchanger (5), the second air-cooled heat exchanger (7), the third air-cooled heat exchanger ( 103), and the water-cooled heat exchanger (37), respective fluid pipes ( 39,41,43,45,47,49,51,53) is, the cooling system (1 01, characterized in that it is connected in the direction of a vehicle rear).

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