New energy automobile thermal management steady flow integrated kettle

Abstract

The application discloses a new energy automobile thermal management steady flow integrated kettle and relates to the technical field of new energy automobile thermal management. The integrated kettle comprises a kettle body, the inside of the kettle body is divided into a motor side chamber and a battery side chamber which are independent of each other through a partition plate, and the two chambers are respectively provided with a water inlet, a water outlet and an electronic water pump. A double-layer steady flow separation structure composed of a gas-liquid separation plate and a pump head water inlet porous plate is arranged above the water pump water inlet of each electronic water pump, the centers of the two plates are non-porous closed areas, and non-uniformly distributed water supplement perforations are arranged around the two plates. A fully-closed water blocking section is arranged on the side of the gas-liquid separation plate corresponding to the water inlet, and the gas-liquid separation plate is fixed at the lowest water level position of the chamber. The application can effectively block the air entrained by high-speed water, inhibit the water absorption vortex from the source, realize two-stage efficient gas-liquid separation, eliminate the water pump cavitation problem, keep the chamber flow resistance stable when the cooling liquid level fluctuates in the working range, and guarantee the constant flow of the thermal management loop.

Description

Technical Field

[0001] This invention relates to the field of thermal management technology for new energy vehicles, and in particular to a thermal management stabilizing integrated kettle for new energy vehicles. Background Technology

[0002] The thermal management system of a new energy vehicle is one of the core systems of the entire vehicle. It is responsible for the temperature control of core components such as the drive motor, power battery, and electronic control system, directly affecting the vehicle's power performance, driving range, and safety. With the rapid development of new energy vehicle technology, thermal management systems are developing towards high integration, lightweighting, and high efficiency. As a core component of the system, the integrated thermal management reservoir undertakes key functions such as coolant storage, replenishment, degassing, and pressure stabilization.

[0003] Currently, various integrated thermal management coolant solutions have emerged in the industry. For example, the Super Cooler used in the Tesla Model 3 integrates a coolant tank, two water pumps, an eight-way valve, and other components, significantly improving integration. Domestic automakers and parts suppliers have also launched various integrated solutions.

[0004] A search revealed that Chinese utility model patent CN215096993U discloses an integrated expansion tank for automobiles and a vehicle having it. The expansion tank includes an electronically controlled multi-way valve, one or more water pumps, a cooler, and a flow channel. The flow channel is located inside the integrated expansion tank. The electronically controlled multi-way valve, one or more water pumps, and the cooler are fixed to the integrated expansion tank. The electronically controlled multi-way valve, one or more water pumps, and the cooler are interconnected through the flow channel. The integrated expansion tank is connected to the radiator, battery, motor, and air conditioner. The integration of components reduces the need for external piping connections.

[0005] This solution lacks any targeted flow stabilization structure, and there is no buffer flow guide design between the water inlet and the water pump inlet. The high-speed water flow directly impacts the pump inlet, easily forming strong vortices. At the same time, it relies solely on a simple internal flow channel for gravity gas-liquid separation, without the double-layer porous separation structure of this application. This makes it unable to effectively intercept tiny air bubbles, causing the water pump to be prone to cavitation. Furthermore, the heat exchange efficiency is significantly reduced due to the influence of air bubbles. In addition, its water supply channel is directly exposed to the liquid level fluctuation area, and the flow resistance fluctuates greatly with the change of coolant level, making it impossible to guarantee a stable flow output.

[0006] A search revealed a Chinese utility model patent with authorization announcement number CN201747450U, which discloses an automotive expansion tank. The tank includes a hollow shell with a pressure relief port on its top surface. A pressure cover with a two-way pressure valve is installed on the pressure relief port. Crucially, an inlet and outlet are located on one side wall of the shell. The shell is divided into multiple cavities by partitions, each with a flow-reducing hole. The cavities and flow-reducing holes form a coolant channel with both ends connected to the inlet and outlet. This utility model's expansion tank has a simple structure, high strength, and easy assembly. The coolant inside can circulate fully, and the coolant heat is fully balanced, thereby improving the energy utilization rate of the fuel heater. Therefore, it can meet the cooling system requirements of fuel heaters in pure electric vehicles, ensuring the normal operation of the fuel heater.

[0007] However, the water inlet of this design is directly opened on the upper part of the side wall of the chamber and faces the inside of the chamber. It does not have a fully enclosed water-blocking section structure. The high-speed water intake directly impacts the bottom of the chamber, generating a high water column that falls back, drawing a large amount of air into the coolant. At the same time, no flow stabilization or gas-liquid separation structure is set up. The water pump has obvious vortex and loud cavitation noise when it is running. In addition, the system integration is low and cannot meet the requirements of dual-circuit independent thermal management for new energy vehicles.

[0008] Therefore, this application proposes a thermal management and flow stabilization integrated kettle for new energy vehicles. Summary of the Invention

[0009] One objective of this invention is to propose an integrated thermal management kettle for new energy vehicles. This invention can effectively solve a series of technical problems in existing integrated thermal management kettles, such as water absorption vortex, water pump cavitation, poor gas-liquid separation, large fluctuations in flow resistance with liquid level, and easy air entrainment during high-speed water intake.

[0010] According to an embodiment of the present invention, a new energy vehicle thermal management constant flow integrated kettle includes a kettle body, a top cover is sealed and installed on the top of the kettle body, and the kettle body and the top cover are divided into an independent motor side chamber and a battery side chamber by a partition. A motor side kettle inlet, a motor side kettle outlet and a motor side electric water pump are provided on one side of the motor side chamber, and a battery side kettle inlet, a battery side kettle outlet and a battery side electric water pump are provided on one side of the battery side chamber.

[0011] Inside the motor-side chamber and the battery-side chamber, a water pump inlet is provided at the top of the corresponding motor-side electronic water pump and battery-side electronic water pump. A double-layer flow stabilization and separation structure is provided above the water pump inlet. The double-layer flow stabilization and separation structure includes a gas-liquid separation plate and a perforated plate for the pump head inlet arranged horizontally from top to bottom.

[0012] The central area of ​​the gas-liquid separation plate and the perforated plate of the pump head inlet, that is, the area directly above the water pump inlet, is a non-perforated closed area, and several non-uniformly distributed water replenishment perforations are provided around the non-perforated closed area.

[0013] Both sets of gas-liquid separation plates are provided with a fully enclosed water-blocking section on one side of the corresponding chamber water inlet. The fully enclosed water-blocking section completely covers the area above the chamber water inlet. The front wall of the upper cover is provided with the highest water level line on both sides of the motor side chamber and the battery side chamber, respectively. The front wall of the kettle body is provided with the lowest water level line on both sides of the motor side chamber and the battery side chamber, respectively.

[0014] Furthermore, the gas-liquid separation plate is fixedly installed at the lowest water level line of the chamber, and the perforated plate of the pump head inlet is fixedly installed between the gas-liquid separation plate and the water pump inlet, and the vertical distance between the lower surface of the perforated plate of the pump head inlet and the upper edge of the water pump inlet is 15-30mm.

[0015] Furthermore, a number of radially distributed ribs are provided between the lower surface of the perforated plate of the pump head inlet and the bottom of the kettle body. An auxiliary water supply port is provided on the ribs. The auxiliary water supply port and the surrounding water supply perforations together form the water supply channel of the pump. The distribution density of the auxiliary water supply port gradually decreases along the water flow direction, that is, the number of auxiliary water supply ports on the upstream side of the water flow is greater than that on the downstream side.

[0016] Furthermore, a motor side cover assembly is detachably installed on the top of the upper cover and above the motor side chamber, and a battery side cover assembly is detachably installed on the top of the upper cover and above the battery side chamber.

[0017] Furthermore, the horizontal distance between the water inlet of the kettle on the motor side and the water pump inlet of the electric water pump on the motor side is not less than 1 / 2 of the width of the motor side chamber, and the horizontal distance between the water inlet of the kettle on the battery side and the water pump inlet of the electric water pump on the battery side is not less than 1 / 2 of the width of the battery side chamber.

[0018] Furthermore, a motor-side degassing port is provided at the top of the motor-side chamber, and the motor-side cover assembly seals and covers the top opening of the motor-side chamber. The motor-side kettle inlet and the motor-side kettle outlet are respectively located on opposite side walls of the motor-side chamber, and the outlet of the motor-side electronic water pump is directly connected to the outlet of the motor-side kettle.

[0019] Furthermore, the top of the battery-side chamber is sealed and covered by the battery-side cover assembly, and the battery-side kettle inlet and outlet are respectively located on the opposite side walls of the battery-side chamber. The outlet of the battery-side electronic water pump is directly connected to the outlet of the battery-side kettle.

[0020] Furthermore, the top of the kettle body is provided with a top cover, which simultaneously seals the upper space of the motor side chamber and the battery side chamber. At least three mounting ears are integrally formed on the outer side wall of the kettle body, and mounting holes are provided on the mounting ears for the integrated kettle to be fixedly installed on the vehicle.

[0021] Furthermore, the water replenishment perforations on the gas-liquid separation plate and the perforated plate at the pump head inlet are all circular through holes with a diameter range of 3-8 mm. The diameter of the water replenishment perforations on the same plate gradually increases along the water flow direction, and the center distance between adjacent water replenishment perforations is not less than a multiple of the hole diameter.

[0022] Furthermore, both the motor-side electronic water pump and the battery-side electronic water pump are fixedly installed at the bottom of the kettle body. The water inlet of the motor-side electronic water pump extends upward into the motor-side chamber, and the water inlet of the battery-side electronic water pump extends upward into the battery-side chamber.

[0023] The beneficial effects of this invention are:

[0024] 1. The design of the closed area without holes directly above the water pump in this invention completely blocks the vertical direct water intake path of the water pump in the low-pressure area, forcing the water pump to draw water uniformly from the surrounding annular area. This eliminates the possibility of air vortex formation from the necessary conditions for vortex formation. Combined with the graded flow stabilization effect of the double-layer perforated plate and the disruption of the circular motion of the water flow by the non-uniform water replenishment holes, there are no visible vortices in the chamber even under extreme operating conditions of the water pump running at full power. This avoids the water inlet being too close to the water pump and the water flow directly impacting the pump inlet to form strong vortices. The gas volume fraction at the water pump inlet can be controlled below 0.1%, completely solving the problems of impeller damage, flow rate reduction and shortened lifespan caused by water pump cavitation.

[0025] 2. In this invention, the fully enclosed water-blocking section structure on the inlet side of the gas-liquid separation plate consumes all the kinetic energy of the high-speed incoming water in the initial stage of entering the chamber, guiding the water flow to diffuse smoothly along the side wall. This avoids the phenomenon of high water column falling back due to water flow impacting the rib plate and a large amount of air being entrained into the coolant from the source. At the same time, by utilizing the dual porous structure of the gas-liquid separation plate and the perforated plate of the pump head inlet, based on the separation principle of gas-liquid density difference, the air bubbles are continuously intercepted and converged and rise during the process of the coolant passing through the perforated plate twice. Finally, they are discharged from the system through the degassing port. Thus, compared with relying solely on gravity to naturally separate air bubbles, the gas-liquid separation efficiency is greatly improved, ensuring that the coolant entering the water pump is free of air bubbles, avoiding the decrease in heat exchange efficiency and system pressure fluctuations caused by air bubbles.

[0026] 3. In this invention, the gas-liquid separation plate is set at the lowest water level line, so that the double-layer stable flow separation structure is always completely submerged in liquid throughout the entire working range of the coolant level from the highest to the lowest. The total cross-sectional area, water flow path, and flow resistance characteristics of the water replenishment channel are completely unaffected by changes in liquid level. The flow resistance deviation between the motor side and the battery side chambers at high and low liquid levels is less than 0.3 kPa and 0.2 kPa, respectively, and the circuit flow fluctuation is less than ±2%. This ensures that the drive motor and the power battery always receive a stable cooling / heating flow, thereby improving the temperature control accuracy of the motor and controlling the temperature difference between power battery cells within 3°C, significantly improving the efficiency of the vehicle's power system and the battery's service life.

[0027] 4. In this invention, the two independent circuits of motor thermal management and battery thermal management are integrated into the same kettle body, sharing the outer shell, top cover, mounting structure and partition plate. At the same time, the outlet of the electronic water pump and the outlet of the kettle body are directly connected through the internal flow channel, eliminating the intermediate connecting pipe. Compared with the existing solution that uses two independent expansion kettles to correspond to two circuits respectively, this invention reduces the number of parts and installation space, while reducing the number of external pipe connection points, reducing the risk of system leakage, improving assembly efficiency, and significantly reducing the manufacturing cost and subsequent maintenance cost of the whole vehicle.

[0028] 5. By eliminating vortex and cavitation phenomena, this invention eliminates cavitation noise and water flow impact noise during water pump operation at the source. Combined with the smooth transition design of the flow channel and the uniform treatment of water flow velocity by non-uniform water inlet holes, the operating noise of the water pump under rated conditions is greatly reduced. At the same time, the stable flow output avoids pipeline vibration and water hammer phenomena caused by flow fluctuations, comprehensively improving the NVH performance of the vehicle thermal management system and improving the comfort of passengers. Attached Figure Description

[0029] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0030] Figure 1 This is a schematic diagram of the overall structure of a thermal management flow stabilizing integrated kettle for new energy vehicles proposed in this invention;

[0031] Figure 2 This is a schematic diagram of the disassembled structure of the lid and body of a thermal management and flow stabilization integrated kettle for new energy vehicles proposed in this invention.

[0032] Figure 3 This is a schematic diagram showing the disassembled structure of the gas-liquid separation plate and the perforated plate of the pump head inlet of the integrated flow stabilizer for thermal management of new energy vehicles proposed in this invention.

[0033] Figure 4This is a top view schematic diagram of the liquid flow direction structure of the kettle body of the new energy vehicle thermal management flow stabilization integrated kettle proposed in this invention;

[0034] Figure 5 This is a schematic diagram of the cross-sectional structure of the kettle body of the thermal management and flow stabilization integrated kettle for new energy vehicles proposed in this invention;

[0035] Figure 6 This is a simulation diagram of the flow field under the highest water level condition in the motor side chamber of the thermal management stabilizing integrated kettle for new energy vehicles proposed in this invention.

[0036] Figure 7 This is a simulation diagram of the flow field under the lowest water level condition in the motor side chamber of the thermal management stabilizing integrated kettle for new energy vehicles proposed in this invention.

[0037] Figure 8 This is a simulation diagram of the flow field under the highest water level condition in the battery-side chamber of the thermal management stabilizing integrated tank for new energy vehicles proposed in this invention.

[0038] Figure 9 This is a simulation diagram of the flow field under the lowest water level condition in the battery-side chamber of the thermal management stabilizing integrated tank for new energy vehicles proposed in this invention.

[0039] In the diagram: 1. Kettle body; 2. Top cover; 3. Motor side cover assembly; 4. Battery side cover assembly; 5. Motor side kettle outlet; 6. Motor side kettle inlet; 7. Battery side kettle inlet; 8. Battery side kettle outlet; 9. Motor side degassing port; 10. Motor side electronic water pump; 11. Battery side electronic water pump; 12. Mounting ear; 13. Motor side chamber; 14. Battery side chamber; 15. Gas-liquid separation plate; 16. Pump head inlet perforated plate; 17. Water pump inlet; 18. Fully enclosed water baffle section; 19. Baffle plate; 20. Highest water level line; 21. Lowest water level line; 22. Water replenishment perforation; 23. Rib groove; 24. Auxiliary water replenishment port. Detailed Implementation

[0040] To make the technical means and objectives and effects of the present invention easier to understand, the embodiments of the present invention will be described in detail below with reference to specific illustrations.

[0041] It should be noted that all directional and positional terms used in this invention, such as "up," "down," "left," "right," "front," "back," "vertical," "horizontal," "inner," "outer," "top," "lower," "lateral," "longitudinal," and "center," are only used to explain the relative positional relationships and connections between components in a specific state (as shown in the accompanying drawings). They are merely for the convenience of describing the invention and do not require the invention to be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on the invention. Furthermore, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated.

[0042] In the description of this invention, 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, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0043] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0044] like Figure 1-5 As shown, the present invention discloses a thermal management and flow stabilization integrated kettle for new energy vehicles, including a kettle body 1. The top of the kettle body 1 is sealed and installed with an upper cover 2 by a hot plate hot melt welding process. Before welding, the welding surfaces of the kettle body 1 and the upper cover 2 need to be plasma surface treated to remove surface oil and oxide layer and improve welding bonding strength.

[0045] The interior of the pot body 1 and the top cover 2 is divided into a motor side chamber 13 and a battery side chamber 14, which are independent and have basically the same effective volume, by a vertically arranged integral partition 19.

[0046] The partition 19 is 5mm thick. Its upper and lower edges are integrally injection molded with the inner top surface of the top cover 2 and the inner bottom surface of the pot body 1, respectively. Its two side edges are integrally injection molded with the front and rear inner side walls of the pot body 1, respectively, forming a completely sealed partition structure.

[0047] The inner side of the partition 19 is integrally formed with several equally spaced reinforcing ribs. The reinforcing ribs are 3mm high and 2mm wide, and the center-to-center distance between adjacent reinforcing ribs is 50mm. This can effectively resist the bending deformation caused by the different working pressures of the two chambers, completely block the coolant flow path between the two chambers, and realize the completely independent operation of the drive motor thermal management circuit and the power battery thermal management circuit without interference.

[0048] The upper left side wall of the motor-side chamber 13 has a motor-side kettle inlet 6, the lower right side wall has a motor-side kettle outlet 5, and the bottom center position has a motor-side electronic water pump 10 fixedly installed; the upper left side wall of the battery-side chamber 14 has a battery-side kettle inlet 7, the lower right side wall has a battery-side kettle outlet 8, and the bottom center position has a battery-side electronic water pump 11 fixedly installed.

[0049] It is important to note that all inlet and outlet ports utilize an automotive industry standard M22×1.5 external thread connection structure with a thread precision of 6g and an effective thread length of 15mm. The interface end features a standard annular sealing groove with a depth of 2mm and a width of 4mm. A fluororubber O-ring is pre-installed within the groove, with a wire diameter of 3.5mm, a Shore hardness of 70±5, resistance to ethylene glycol corrosion, and a temperature range of -40℃ to 150℃. When connecting the pipes throughout the vehicle, use a torque wrench to tighten the pipe fittings to 25-30%. This ensures reliable sealing after connection.

[0050] The outer surface of the front wall of the top cover 2, and corresponding to the center positions of the motor side chamber 13 and the battery side chamber 14 respectively, has a maximum water level line 20 set by fiber laser marking process.

[0051] The highest water level line 20 is a straight line, 1mm wide, and red in color, with the white capital letter "MAX" marked next to it, 5mm high.

[0052] The outer surface of the front wall of the kettle body 1, corresponding to the center positions of the motor side chamber 13 and the battery side chamber 14, is also marked with a minimum water level line 21 by fiber laser marking. The specifications, color and marking method of the minimum water level line 21 are completely consistent with the maximum water level line 20, and the white capital letters "MIN" are marked on the side.

[0053] The vertical distance between the two water level lines is 120mm, which corresponds to a coolant volume difference of approximately 1.4L.

[0054] The total coolant volume at the highest water level line 20 is approximately 2.4L, and the remaining coolant volume at the lowest water level line 21 is approximately 1.0L, providing sufficient coolant reserves for the vehicle's thermal management system to meet the system's normal consumption and thermal expansion and contraction needs.

[0055] The internal structures of the motor-side chamber 13 and the battery-side chamber 14 are completely symmetrical. At the top center of the corresponding motor-side electronic water pump 10 and battery-side electronic water pump 11, there is an upward-protruding integrated water pump inlet 17.

[0056] The water pump inlet 17 is a cylindrical straight tube structure, which is exactly the same as the inner diameter of the water pump suction port. The upper end face of the water pump inlet 17 is provided with a rounded corner of R1mm to avoid sharp edges cutting air bubbles or causing local turbulence.

[0057] The water pump inlet 17 is equipped with the core double-layer flow stabilization and separation structure of this invention. This structure is optimized through fluid dynamics simulation and can simultaneously achieve the dual functions of efficient gas-liquid separation and stable flow resistance.

[0058] The double-layer steady flow separation structure includes a gas-liquid separation plate 15 and a perforated plate 16 for the pump head inlet, which are arranged horizontally from top to bottom. Both plates are 3mm thick. The edges are integrally injection molded to the inner wall of the chamber through 8 evenly distributed connecting ribs. The connecting ribs are 5mm wide and 3mm high. The connection is provided with an R2mm rounded transition to reduce stress concentration and water flow resistance.

[0059] The upper surface of the gas-liquid separation plate 15 is strictly flush with the lowest water level line 21. That is, the gas-liquid separation plate 15 is fixedly set at the lowest water level line 21 of the chamber. This position design ensures that no matter how the coolant level fluctuates between the highest water level line 20 and the lowest water level line 21, the double-layer flow-stabilizing separation structure is always completely immersed in the coolant, and its working state is not affected by the change in water level.

[0060] The perforated plate 16 at the pump head inlet is fixedly disposed between the gas-liquid separation plate 15 and the water pump inlet 17. The vertical distance between the lower surface of the perforated plate 16 and the upper edge of the water pump inlet 17 is 15-30mm, preferably 20mm in this embodiment. This distance has been verified by a large number of simulations and experiments. If the distance is too small, the space between the water pump suction port and the perforated plate will be insufficient, resulting in insufficient water replenishment; if the distance is too large, it will not be able to effectively suppress the air vortex formed above the water inlet when the water pump draws water.

[0061] Both the gas-liquid separation plate 15 and the perforated plate 16 at the pump head inlet are circular flat plates with a diameter 2mm smaller than the inner diameter of the corresponding chamber, allowing for a draft angle during injection molding. The central area of ​​both plates, namely the circular area with a diameter of 50mm directly above the water pump inlet 17, is a completely closed area without any holes. The diameter of this closed area is approximately 1.67 times the inner diameter of the water pump inlet 17.

[0062] Its working principle is that when the water pump rotates at high speed to draw in water, a low-pressure zone is formed directly above the inlet. If there is a liquid flow channel in this zone, an air vortex will be formed under the combined action of centrifugal force and pressure difference, drawing air into the water pump. By setting a central, holeless, sealed zone, the direct vertical water suction path of the water pump in this zone is completely blocked, forcing the water pump to only draw water from the surrounding annular area, thus eliminating the necessary conditions for vortex formation at the source.

[0063] Within the annular region surrounding the non-porous enclosed area, several non-uniformly distributed water supply perforations 22 are provided. The distribution density of the water supply perforations 22 gradually increases along the water flow direction, that is, the distribution density of the water supply perforations 22 near the inlet of the chamber is approximately 0.5 per perforation / section. The distribution density of the water replenishment perforations 22 on the side away from the chamber inlet is approximately 1.2 per perforation. .

[0064] The water supply perforations 22 on the gas-liquid separation plate 15 and the perforated plate 16 at the pump head inlet are all circular through holes with a diameter range of 3-8 mm. The diameter of the water supply perforations 22 on the same plate gradually changes from 3 mm to 8 mm along the water flow direction, and the center distance between adjacent water supply perforations 22 is not less than twice the corresponding diameter.

[0065] This combination of non-uniform orifice and gradually varying orifice diameter design can adjust the local water supply flow according to the water velocity distribution, making the water flow more uniform in velocity when passing through the perforated plate, effectively disrupting the circular motion trend of the water flow, further suppressing the formation of vortices, and ensuring that the total water supply area of ​​the pump meets the rated flow requirements.

[0066] Both sets of gas-liquid separation plates 15 are equipped with an integrated fully enclosed water-blocking section 18 on one side of the water inlet of the corresponding chamber.

[0067] The fully enclosed water baffle section 18 is a rectangular flat plate structure. The coolant flowing in at high speed from the inlet first impacts the lower surface of the fully enclosed water baffle section 18 vertically, causing the water flow direction to deflect at 90° and spread gently in all directions along the inner sidewall of the chamber. The flow velocity rapidly decreases from 1-1.2 m / s at the inlet to below 0.3 m / s, thus preventing the high-speed water flow from directly impacting the perforated plate 16 and rib groove 23 of the pump head inlet below, thereby preventing a large number of bubbles and splashes caused by the water flow impact.

[0068] The lower surface of the perforated plate 16 at the pump head inlet is integrally injection molded with the bottom of the pot body 1, and has 8 radially evenly distributed rib grooves 23.

[0069] One end of the rib groove 23 is perpendicularly connected to the outer wall of the water pump inlet 17, and the other end is perpendicularly connected to the inner wall of the chamber. The height of the rib groove 23 is exactly the same as the distance from the lower surface of the perforated plate 16 of the pump head inlet to the bottom of the pot body 1, and the width is 10mm.

[0070] Several auxiliary water inlets 24 are provided on both sides of each rib groove 23. The auxiliary water inlets 24 are rectangular through holes, 10mm long and 2mm wide, with their long side parallel to the length direction of the rib groove 23.

[0071] The auxiliary water inlet 24 and the surrounding water inlet perforations 22 together form a complete water supply channel for the water pump. The distribution density of the auxiliary water inlet 24 gradually decreases along the water flow direction. That is, one auxiliary water inlet 24 is opened every 10 mm on the rib groove on the upstream side of the water flow, and one auxiliary water inlet 24 is opened every 20 mm on the rib groove on the downstream side of the water flow.

[0072] This design enables the water pump to draw water evenly from 360°, avoiding the formation of vortices due to excessive local flow velocity. At the same time, the rib groove 23 also strengthens the structure of the perforated plate 16 at the pump head inlet, preventing it from deforming under water pressure.

[0073] Both the motor-side electronic water pump 10 and the battery-side electronic water pump 11 are automotive-grade brushless DC electronic water pumps with a rated voltage of 12V.

[0074] The motor-side electronic water pump 10 has a rated power of 120W, a rated flow rate of 17.2L / min, and a rated head of 12m; the battery-side electronic water pump 11 has a rated power of 100W, a rated flow rate of 15L / min, and a rated head of 10m.

[0075] Both electric water pumps are fixed to the bottom outer side of the kettle body 1 using four M6×16 stainless steel hex bolts. The bolts are evenly distributed around the circumference of the 80mm diameter water pump flange, and the tightening torque is controlled at 8-10 Nm. .

[0076] A fluororubber O-ring is installed between the pump flange and the bottom of the kettle body 1 for static sealing. The O-ring has a wire diameter of 3mm. Before installation, a layer of silicone grease should be evenly applied to the surface of the O-ring to prevent the O-ring from being twisted or damaged during installation.

[0077] The suction port of the motor-side electronic water pump 10 passes upward through the reserved hole at the bottom of the kettle body 1 and is coaxially connected with the water pump inlet 17 in the motor-side chamber 13, with a coaxiality tolerance of ≤0.5mm; the suction port of the battery-side electronic water pump 11 passes upward through the reserved hole at the bottom of the kettle body 1 and is coaxially connected with the water pump inlet 17 in the battery-side chamber 14, with a coaxiality tolerance of ≤0.5mm, ensuring that the water flow can smoothly enter the water pump without local throttling or turbulence.

[0078] The horizontal distance between the water inlet 6 on the motor side and the water pump inlet 17 on the motor side of the electronic water pump 10 is not less than half the width of the motor side chamber 13. In this embodiment, the internal width of the motor side chamber 13 is 200mm, and the horizontal distance between the center of the water inlet and the center of the water pump inlet is 110mm. The horizontal distance between the water inlet 7 on the battery side and the water pump inlet 17 on the battery side of the electronic water pump 11 is not less than half the width of the battery side chamber 14. In this embodiment, the internal width of the battery side chamber 14 is also 200mm, and the horizontal distance between the center of the water inlet and the center of the water pump inlet is 110mm.

[0079] This distance setting allows the coolant flowing in at high speed from the inlet to have enough space in the chamber to slow down and diffuse, avoiding direct impact on the water pump inlet 17 and the generation of vortices and bubbles.

[0080] A motor-side degassing port 9 is provided at the top of the motor-side chamber 13, that is, at the highest position of the upper cover 2 corresponding to the motor-side chamber 13.

[0081] The motor-side vent 9 is a cylindrical through-hole with an inner diameter of 10mm. It is connected to the top interface of the vehicle's expansion tank via a 10mm inner diameter rubber hose to continuously discharge gas accumulated in the chamber. The motor-side cover assembly 3 is detachably installed on the top of the upper cover 2, above the motor-side chamber 13, via four evenly distributed plastic clips. A 2mm thick EPDM rubber sealing gasket is placed between the motor-side cover assembly 3 and the upper cover 2 to completely seal the top opening of the motor-side chamber 13. Similarly, the battery-side cover assembly 4 is detachably installed on the top of the upper cover 2, above the battery-side chamber 14, via four evenly distributed plastic clips. A EPDM rubber sealing gasket of the same specification is also placed between the battery-side cover assembly 4 and the upper cover 2 to seal the top opening of the battery-side chamber 14.

[0082] The removable cap assembly design facilitates cleaning, maintenance, and coolant filling of the integrated reservoir.

[0083] The outlet of the electric water pump 10 on the motor side is directly connected to the outlet 5 of the kettle on the motor side through an integrally formed flow channel inside the kettle body 1. The diameter of the internal flow channel is the same as the diameter of the outlet of the electric water pump, both being 16mm. The inner wall of the flow channel is smooth, with a surface roughness Ra≤1.6μm, and no sharp corners or abrupt cross sections. The outlet of the electric water pump 11 on the battery side is also directly connected to the outlet 8 of the kettle on the battery side through an integrally formed flow channel inside the kettle body 1. The flow channel specifications are exactly the same as those on the motor side.

[0084] This internally integrated flow channel design reduces the number of external pipe connections, lowers the risk of system leakage, and shortens the coolant flow path, reducing system flow resistance.

[0085] Three mounting ears 12 are integrally formed on the outer wall of the kettle body 1. These three mounting ears 12 are arranged in an isosceles triangle on the front, left, and right sides of the kettle body 1. Each mounting ear 12 is 8mm thick and has a circular mounting hole with a diameter of 9mm. A 1mm thick brass bushing is press-fitted into the mounting hole, with a length matching the thickness of the mounting ear, to prevent damage to the plastic mounting ear during bolt tightening. The integrated kettle can be securely mounted on the designated mounting bracket on the vehicle using M8 stainless steel bolts. The bolt tightening torque should be controlled between 15-20 Nm. .

[0086] Example 1

[0087] Please see Figure 6 In this embodiment, the coolant level in the integrated tank is at the maximum water level line of 20, and the motor-side thermal management circuit operates at the rated flow rate of 17.2 L / min. The working fluid is a 23℃ 50% ethylene glycol aqueous solution commonly used in new energy vehicles, and its physical parameters are shown in Table 1.

[0088] Table 1: Fluid Parameter Table

[0089] Under this condition, the coolant flows into the motor-side chamber 13 at a high speed of about 1.2 m / s from the inlet 6 of the motor-side tank, and first impacts the lower surface of the fully enclosed water-blocking section 18 of the gas-liquid separation plate 15 vertically.

[0090] Because the fully enclosed water-blocking section 18 completely covers the area directly above the inlet, the water cannot flow directly downwards. Instead, it can only spread gently outwards along the inner wall of the chamber under the guidance of the guide channel, and the flow velocity quickly decreases to below 0.3 m / s.

[0091] This process not only effectively consumes the kinetic energy of the water flow and avoids the generation of bubbles from the impact of high-speed water flow, but also ensures that the water flow is evenly distributed within the chamber.

[0092] After deceleration, the coolant fills the entire space below the gas-liquid separator plate 15, and then, under the suction of the water pump, flows upward through the non-uniformly distributed water replenishment perforations 22 around the gas-liquid separator plate 15.

[0093] During the process of passing through the water replenishment perforation 22, the tiny air bubbles entrained in the coolant are intercepted below the gas-liquid separation plate 15 due to their density being much smaller than that of the liquid, under the combined action of inertial force and buoyancy.

[0094] The bubbles gradually converge and merge into larger bubbles, eventually rising to the top of the chamber under the action of buoyancy, and are discharged into the vehicle's expansion tank through the motor-side degassing port 9, completing the first gas-liquid separation.

[0095] After undergoing gas-liquid separation, the coolant continues to flow downwards to the top of the perforated plate 16 at the pump head inlet, and then enters the water pump inlet 17 from a 360° direction through the water replenishment perforations 22 around the perforated plate 16 at the pump head inlet and the auxiliary water replenishment ports 24 on the rib grooves 23.

[0096] During this process, the perforated plate 16 at the pump head inlet once again stabilizes the flow of the coolant and performs secondary gas-liquid separation, so that the coolant entering the pump is almost free of air bubbles.

[0097] Finally, the bubble-free coolant is pressurized by the electric water pump 10 on the motor side and flows out from the water outlet 5 on the motor side, entering the cooling circuit of components such as the drive motor, motor controller, and DC / DC converter.

[0098] This embodiment uses computational fluid dynamics (CFD) software for simulation analysis, employing a VOF multiphase flow model to simulate gas-liquid two-phase flow. The total number of simulation meshes is approximately 1.2 million, the time step is set to 0.001 s, and the convergence residual is set to 1e-6. The simulation boundary conditions are: inlet flow rate 17.2 L / min, outlet pressure 0 Pa, and gravitational acceleration 9.81. The direction is along the negative Z-axis.

[0099] Simulation results show that under this operating condition, the overall flow resistance of the motor side chamber is about 11.8 kPa, the maximum fluctuation amplitude of the liquid level in the chamber is less than 5 mm, there is no obvious vortex generation, and the gas volume fraction at the water pump inlet is less than 0.1%, which completely avoids the occurrence of water pump cavitation.

[0100] Example 2

[0101] Please see Figure 7 In this embodiment, the coolant level in the integrated tank gradually decreases to the lowest water level line 21 as the system is consumed, and the motor-side thermal management circuit still operates at the rated flow rate of 17.2L / min. The fluid working parameters are exactly the same as in Embodiment 1.

[0102] Under this operating condition, the flow path of the coolant is exactly the same as at the highest water level. It passes through the fully enclosed water-blocking section 18 for deceleration and diffusion, the gas-liquid separation plate 15 for primary gas-liquid separation, the perforated plate 16 at the pump head inlet for secondary gas-liquid separation, and then enters the electric water pump 10 on the motor side after flow stabilization. Since the gas-liquid separation plate 15 is exactly set at the lowest water level line 21, the upper surface of the gas-liquid separation plate 15 is level with the liquid surface. The double-layer flow stabilization and separation structure is still completely submerged in the coolant, and its structural parameters, the total cross-sectional area of ​​the water replenishment channel, and the water flow distribution characteristics do not change.

[0103] Therefore, under this operating condition, the overall flow resistance of the motor-side chamber remains approximately 11.8 kPa, with a deviation of less than 0.3 kPa from the flow resistance at the highest water level. The maximum fluctuation of the liquid level is also less than 5 mm, with no vortices or bubbles generated, resulting in stable pump operation. This characteristic is one of the key technical advantages of this invention. It ensures that the flow rate fluctuation of the motor-side thermal management circuit is less than ±2% throughout the normal range of coolant level changes. This provides a stable cooling flow to the drive motor and motor controller, ensuring they operate within the optimal temperature range of 80-90℃, and preventing excessively high or low temperatures caused by flow fluctuations, which could affect motor efficiency and service life.

[0104] Example 3

[0105] Please see Figure 8 In this embodiment, the coolant level in the integrated tank is at the highest water level line of 20, and the battery-side thermal management circuit operates at a rated flow rate of 15L / min. The fluid working fluid parameters are the same as in Embodiments 1 and 2.

[0106] Under this operating condition, the coolant enters the battery-side chamber 14 from the battery-side inlet 7 at a flow rate of approximately 1.0 m / s, following the same flow path as the motor-side chamber: first, it impacts the lower surface of the fully enclosed water-blocking section 18 of the gas-liquid separation plate 15, and then decelerates and diffuses along the side wall of the chamber; then, it completes a primary gas-liquid separation through the water replenishment perforation 22 of the gas-liquid separation plate 15; next, it completes a secondary gas-liquid separation and flow stabilization through the water replenishment perforation 22 of the pump head inlet perforated plate 16 and the auxiliary water replenishment inlet 24 of the rib groove 23; finally, it enters evenly into the water pump inlet 17 of the battery-side electronic water pump 11, and after being pressurized by the battery-side electronic water pump 11, it flows out from the battery-side outlet 8 and enters the cooling or heating circuit of the power battery.

[0107] Simulation analysis results show that under this operating condition, the overall flow resistance of the battery-side chamber is approximately 9.6 kPa, the liquid level is stable with no significant fluctuations, no air bubbles enter the water pump inlet, and the noise level of the water pump during operation is less than 55 dBA, fully meeting the NVH performance requirements of the vehicle. The stable flow rate and air-free coolant supply ensure that the temperature difference between the individual battery cells is less than 3°C, effectively preventing battery thermal runaway caused by localized overheating, and improving the safety and lifespan of the power battery.

[0108] Example 4

[0109] Please see Figure 9 In this embodiment, the coolant level in the integrated tank drops to the lowest water level line 21, while the battery-side thermal management circuit still operates at the rated flow rate of 15L / min.

[0110] Consistent with the characteristics of the motor-side chamber, the overall flow resistance of the battery-side chamber remains at approximately 9.6 kPa under this operating condition, thanks to the targeted optimization of the placement and opening parameters of the dual-layer flow-stabilizing separation structure. This deviation from the flow resistance at the highest water level is less than 0.2 kPa, and the flow fluctuation is less than ±1.5%. This characteristic ensures that the power battery thermal management circuit can consistently provide a stable cooling or heating flow to the power battery within the normal fluctuation range of the coolant level. Whether cooling the battery in high-temperature summer environments or preheating the battery in low-temperature winter environments, the temperature control accuracy is guaranteed to be within ±2℃, ensuring that the power battery always operates within the optimal operating temperature range of 25-40℃, effectively improving the charging and discharging efficiency and driving range of the power battery.

[0111] The integrated kettle of this invention has not only passed rigorous bench performance testing, but has also completed 100,000 kilometers of vehicle road testing.

[0112] During the vehicle verification process, continuous tests were conducted under various typical operating conditions, including cold start at -40℃, driving at 25℃, exposure to high temperatures of 40℃, high-speed hill climbing, and rapid acceleration and deceleration. The test results showed that the liquid level in the integrated tank remained stable throughout, with no vortex or bubbles generated, no cavitation in the water pump, operating noise met the vehicle requirements, and the temperature control accuracy of the motor and power battery were within the design range.

[0113] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A new energy vehicle thermal management flow stabilizing integrated kettle, comprising a kettle body (1), characterized in that, The top of the kettle body (1) is sealed with a top cover (2). The kettle body (1) and the top cover (2) are separated into an independent motor side chamber (13) and a battery side chamber (14) by a partition (19). The motor side chamber (13) is provided with a motor side kettle inlet (6), a motor side kettle outlet (5) and a motor side electric water pump (10) on one side. The battery side chamber (14) is provided with a battery side kettle inlet (7), a battery side kettle outlet (8) and a battery side electric water pump (11) on one side. Inside the motor-side chamber (13) and the battery-side chamber (14), a water pump inlet (17) is provided at the top of the corresponding motor-side electronic water pump (10) and battery-side electronic water pump (11). A double-layer flow stabilization and separation structure is provided above the water pump inlet (17). The double-layer flow stabilization and separation structure includes a gas-liquid separation plate (15) and a pump head inlet perforated plate (16) arranged horizontally from top to bottom. The central area of ​​the gas-liquid separation plate (15) and the perforated plate (16) of the pump head inlet, that is, the area directly above the water pump inlet (17), is a non-perforated closed area, and several non-uniformly distributed water replenishment perforations (22) are provided around the non-perforated closed area. Both sets of gas-liquid separation plates (15) are provided with a fully enclosed water-blocking section (18) on one side of the corresponding chamber water inlet. The fully enclosed water-blocking section (18) completely covers the area above the chamber water inlet. The front wall of the upper cover (2) is provided with the highest water level line (20) on both sides of the motor side chamber (13) and the battery side chamber (14). The front wall of the kettle body (1) is provided with the lowest water level line (21) on both sides of the motor side chamber (13) and the battery side chamber (14).

2. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The gas-liquid separation plate (15) is fixedly installed at the lowest water level line (21) of the chamber, and the pump head inlet perforated plate (16) is fixedly installed between the gas-liquid separation plate (15) and the water pump inlet (17), and the vertical distance between the lower surface of the pump head inlet perforated plate (16) and the upper edge of the water pump inlet (17) is 15-30mm.

3. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The lower surface of the perforated plate (16) at the pump head inlet is provided with a number of radially distributed ribs (23) between the bottom of the pot body (1). An auxiliary water inlet (24) is provided on the rib (23). The auxiliary water inlet (24) together with the surrounding water inlet perforations (22) form the water supply channel of the pump. The distribution density of the auxiliary water inlet (24) gradually decreases along the water flow direction, that is, the number of auxiliary water inlets (24) on the upstream side of the water flow is greater than that on the downstream side.

4. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The motor side cover assembly (3) is detachably installed on the top of the upper cover (2) and above the motor side chamber (13), and the battery side cover assembly (4) is detachably installed on the top of the upper cover (2) and above the battery test chamber (14).

5. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The horizontal distance between the water inlet (6) on the motor side and the water pump inlet (17) of the electric water pump (10) on the motor side is not less than 1 / 2 of the width of the motor side chamber (13), and the horizontal distance between the water inlet (7) on the battery side and the water pump inlet (17) of the electric water pump (11) on the battery side is not less than 1 / 2 of the width of the battery side chamber (14).

6. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The top of the motor side chamber (13) is provided with a motor side degassing port (9), and the motor side cover assembly (3) seals and covers the top opening of the motor side chamber (13). The motor side kettle inlet (6) and the motor side kettle outlet (5) are respectively located on the opposite side walls of the motor side chamber (13). The outlet of the motor side electronic water pump (10) is directly connected to the outlet of the motor side kettle (5).

7. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The top of the battery side chamber (14) is sealed and covered by the battery side cover assembly (4). The battery side pot inlet (7) and the battery side pot outlet (8) are respectively located on the opposite side walls of the battery side chamber (14). The outlet of the battery side electronic water pump (11) is directly connected to the outlet of the battery side pot (8).

8. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The top of the pot body (1) is provided with a top cover (2), which simultaneously seals the upper space of the motor side chamber (13) and the battery side chamber (14). At least three mounting ears (12) are integrally formed on the outer side wall of the pot body (1), and mounting holes are provided on the mounting ears (12) for the integrated pot to be fixedly installed on the vehicle.

9. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The water replenishment perforations (22) on the gas-liquid separation plate (15) and the perforated plate (16) at the pump head inlet are all circular through holes with a diameter range of 3-8 mm. The diameter of the water replenishment perforations (22) on the same plate gradually increases along the water flow direction, and the center distance between adjacent water replenishment perforations (22) is not less than twice the diameter.

10. The integrated thermostat for thermal management of new energy vehicles according to claim 1, characterized in that, The motor-side electronic water pump (10) and the battery-side electronic water pump (11) are both fixedly installed at the bottom of the kettle body (1). The water pump inlet (17) of the motor-side electronic water pump (10) extends upward into the motor-side chamber, and the water pump inlet (17) of the battery-side electronic water pump (11) extends upward into the battery-side chamber.

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