A flow channel for automotive coolant circulation
By designing a non-uniform cross-section and low-resistance streamlined flow channel structure, and adopting inclined angle transition and gradually changing cross-section transition zone, the problem of unstable flow channel pressure difference in the cooling system of new energy vehicles is solved, achieving more efficient heat dissipation and reduced energy consumption, and improving system performance and range.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- JING JIN ELECTRIC TECH ZHENGDING CO LTD
- Filing Date
- 2025-07-18
- Publication Date
- 2026-07-03
AI Technical Summary
In the integrated drive system of motor, electronic control and reducer of new energy vehicles, the pressure difference between upstream and downstream when the coolant flows affects the system performance, efficiency and reliability. Existing flow channel designs have problems such as too small or too large pressure difference, too long flow channel, bubble backflow and unreasonable cross-sectional area, resulting in insufficient heat dissipation or increased energy consumption.
A new automotive coolant flow channel is designed, employing a non-uniform cross-section structure and a low-resistance streamline shape. By using inclined angle transition connections and gradually changing cross-section transition zones, the channel length and pressure loss at the connection points are reduced. An integrated interface design is adopted to prevent bubble backflow, ensuring high flow rate in high-heat areas and low pressure drop in low-heat areas.
It effectively reduces system pressure difference by 16%-18%, improves heat dissipation, reduces energy consumption, and enhances the performance and range of new energy vehicles.
Smart Images
Figure CN224453630U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a flow channel for automotive coolant circulation, belonging to the field of automotive component technology. Background Technology
[0002] In the integrated drive system of new energy vehicles, which combines the motor, electronic control unit, and reducer, the pressure difference between the upstream and downstream sides of the coolant flow channel has a crucial impact on the performance, efficiency, and reliability of the entire system.
[0003] The existing cooling system uses a one-piece casting method to directly form the flow channels on the shell. The coolant flows in from the inlet end, flows through the controller shell, the main shell and the reducer shell cover in sequence, and finally flows out from the outlet end. The continuity of the flow channels is ensured through subsequent machining processes.
[0004] The flow of the three-in-one coolant requires a pressure differential, just as blood flow in blood vessels requires blood pressure. The magnitude of the pressure differential affects the flow rate, which in turn directly relates to the heat dissipation effect. If the pressure differential is too small, the flow rate is slow, heat dissipation may be insufficient, and components may easily overheat; if the pressure differential is too large, although the flow rate is large, it may lead to increased system load, increased energy consumption, and even noise problems.
[0005] In the circulation process of the three-in-one coolant used for controller heat dissipation, the coolant flows from the controller end through the motor housing to the reducer oil cooler end. At the connection point between the flow channels and the series flow channels, the flow angle is too large due to the influence of casting and machining processes, which has a significant impact on pressure drop. In addition, if the flow channel length is too long, it will cause excessive total pressure loss. At the same time, the more flow channels are connected in series, the higher the machining and sealing costs become. Furthermore, if air bubbles in the flow channel flow back or accumulate, it can easily lead to an abnormal increase in local pressure difference. The unreasonable distribution of the flow channel cross-sectional area causes excess flow provided by the low heat load area to generate ineffective pressure drop. Utility Model Content
[0006] The purpose of this invention is to provide a flow channel for automotive coolant circulation to solve the above-mentioned technical problems.
[0007] To achieve the above objectives, the technical solution adopted by this utility model is as follows:
[0008] A flow channel for automotive coolant circulation includes a first flow channel, a second flow channel, and a third flow channel connected in sequence; the first flow channel is connected to a liquid inlet.
[0009] The first flow channel has a non-uniform cross-section structure and a low-resistance streamline shape; the first flow channel is connected to the second flow channel at an inclined angle.
[0010] The second flow channel is a low-resistance streamline and has a gradually expanding / contracting cross-section transition zone; the third flow channel is connected to the second flow channel at an inclined angle.
[0011] The third flow channel is connected to the oil cooler at an inclined angle; the oil cooler is provided with an outlet.
[0012] A further improvement to the technical solution of this utility model is that the diameter of the third flow channel is larger than the diameter of the second flow channel and the diameter of the first flow channel.
[0013] A further improvement to the present invention is that the liquid inlet is positioned lower than the liquid outlet.
[0014] A further improvement to the technical solution of this utility model is that the connection interface of the first flow channel, the second flow channel and the third flow channel adopts an integrated and unified structure.
[0015] Due to the adoption of the above technical solution, the technical effects achieved by this utility model are as follows:
[0016] The flow channel in this technical solution adopts a low-resistance streamlined geometry design, eliminates right angles in the flow channel transition, reduces the flow channel length, lowers the total pressure loss, and uses a gradual cross-section transition.
[0017] The flow in this technical solution adopts an asymmetric flow distribution method. By designing a non-uniform cross-section flow channel, it ensures that the high-heat zone obtains a higher flow rate and the low-heat zone reduces ineffective pressure drop.
[0018] In this technical solution, the flow channel interface is integrated to reduce losses caused by abrupt changes in cross-section due to connections. Simulation data analysis shows that the overall pressure differential is reduced by 16%-18%.
[0019] The three-in-one cooling system in this technical solution is optimized to prevent bubble backflow or localized bubble accumulation that could cause bubble backflow.
[0020] This technical solution solves the problem of excessive pressure difference in the flow channel, ensuring heat dissipation while reducing system energy consumption and improving the performance of new energy vehicles. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of the flow channel of this utility model;
[0022] Figure 2 This is a schematic diagram of the flow channel installation of this utility model;
[0023] Figure 3 This is a traditional flow channel diagram;
[0024] Figure 4 This is a traditional flow channel installation diagram;
[0025] Among them, 1. First flow channel, 2. Second flow channel, 3. Third flow channel, 4. Oil cooler, 5. Liquid inlet, 6. Liquid outlet. Detailed Implementation
[0026] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.
[0027] In the description of this utility model, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "both ends", "one end", "the other end", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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 this utility model.
[0028] This invention relates to a flow channel for automotive coolant circulation, serving as a conduit for coolant flow in an automotive cooling system. It is particularly suitable for use in new energy vehicles.
[0029] like Figure 1 As shown, the flow channel includes a first flow channel 1, a second flow channel 2, and a third flow channel 3 connected in sequence. The first flow channel 1 is connected to the liquid inlet 5, and the coolant enters the flow channel from the liquid inlet 5.
[0030] The first flow channel 1 has a non-uniform cross-sectional structure. By increasing the cross-sectional area of the flow channel in the high-heat region, the local flow resistance is reduced, thereby guiding more coolant to flow through this region. At the same time, the first flow channel 1 also adopts a low-resistance streamlined structural design; eliminating right-angle transition zones in the flow channel, so as to significantly reduce the pressure loss caused by local eddies and flow separation.
[0031] The first flow channel 1 is connected to the second flow channel 2 at an inclined angle, which can effectively shorten the total length of the series flow channels, thereby reducing the overall friction loss.
[0032] The second flow channel 2 also features a low-resistance streamlined structure and a gradually expanding / contracting cross-sectional transition zone to ensure a smooth change in the flow channel's cross-sectional area and avoid additional pressure drop caused by abrupt changes in cross-section. Referring to the attached diagram, it can be seen that the cross-sectional diameter of the second flow channel is large at both ends and small in the middle, exhibiting a gradually contracting structure from both ends to the middle.
[0033] The third flow channel 3 connects to the second flow channel 2 at an inclined angle, completely eliminating the right-angle transition at the connection, suppressing turbulence generation, and reducing connection pressure loss. Simultaneously, the third flow channel 3 also connects to the oil cooler 4 at an inclined angle, eliminating the right-angle transition at the interface, reducing turbulence, and lowering connection pressure loss. The oil cooler 4 is equipped with a liquid outlet 6.
[0034] Furthermore, the diameter of the third flow channel 3 is larger than that of the second flow channel 2 and the first flow channel 1. Referring to the attached diagram, it can be seen that the diameter of the third flow channel 3 is significantly larger than that of the second flow channel 2 and the first flow channel 1. The diameters of the second flow channel 2 and the first flow channel 1 refer to their maximum diameters. By increasing the diameter, the priority of reducing local flow resistance is lowered, avoiding unnecessary ineffective pressure drops caused by excessive flow in low heat load areas.
[0035] In practical implementation, the connection interfaces of the first flow channel 1, the second flow channel 2, and the third flow channel 3 are preferably integrated into a unified structure. This minimizes abrupt losses caused by misalignment or mismatch in cross-section.
[0036] The overall cooling system consisting of the first flow channel 1, the second flow channel 2, and the third flow channel 3 undergoes collaborative topology optimization to design a reasonable flow direction and gas collection structure, effectively preventing bubble backflow or local accumulation, and avoiding abnormal increases in local pressure difference and flow fluctuations caused by this.
[0037] The inlet 5 is positioned lower than the outlet 6, and the gravity effect helps the bubbles move naturally to the higher outlet 6, effectively preventing the bubbles from lingering or flowing back in the flow channel (especially in low-lying areas).
[0038] The flow channel of this technical solution is optimized to effectively reduce system pressure difference, reduce vehicle energy consumption, and improve vehicle range performance while ensuring three-in-one heat dissipation.
[0039] Reduce the length and number of flow channels in series to lower sealing costs.
[0040] Analysis of simulation data shows that the overall pressure differential is reduced by 16%-18%.
[0041] In the table below, A represents the traditional flow channel, corresponding to... Figure 3 B represents the flow channel of this technical solution, corresponding to... Figure 1 .
[0042]
[0043] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. A flow passage for automotive cooling fluid flow, characterized by: It includes a first flow channel (1), a second flow channel (2) and a third flow channel (3) connected in sequence; the first flow channel (1) is connected to the liquid inlet (5); The first flow channel (1) has a non-uniform cross-section structure and a low-resistance streamline shape; the first flow channel (1) is connected to the second flow channel (2) at an inclined angle. The second flow channel (2) is a low-resistance streamline and is provided with a gradually expanding / contracting cross-section transition zone; the third flow channel (3) is connected to the second flow channel (2) at an inclined angle. The third flow channel (3) is connected to the oil cooler (4) at an inclined angle; the oil cooler (4) is provided with an outlet (6).
2. The flow passage for a cooling liquid flow of an automobile according to claim 1, wherein: The diameter of the third flow channel (3) is greater than the diameter of the second flow channel (2) and the diameter of the first flow channel (1).
3. The flow passage for a cooling liquid flow of a vehicle according to claim 1, characterized in that: The inlet (5) is positioned lower than the outlet (6).
4. The flow passage for a cooling liquid flow for a vehicle according to claim 1, wherein: The connection interfaces of the first flow channel (1), the second flow channel (2) and the third flow channel (3) adopt an integrated and unified structure.