Coolant tank and vehicle cooling system

Abstract

This application discloses a coolant tank, comprising: a tank body having a first chamber and a second chamber communicating with each other; the first chamber having at least one exhaust inlet, a main outlet, and an exhaust outlet; and the bottom of the second chamber having a deionization circuit inlet; and a deionization filter element detachably installed in the second chamber, dividing the second chamber into a lower space communicating with the deionization circuit inlet and an upper space communicating with the first chamber; wherein the tank body includes a first fluid passage and a second fluid passage: the first fluid passage starts at the deionization circuit inlet, passes sequentially through one end of the deionization filter element, the interior of the deionization filter element, the other end of the deionization filter element, the first chamber, and terminates at the main outlet; the second fluid passage starts at the exhaust inlet, passes through the first chamber, and terminates at the exhaust outlet; the first fluid passage and the second fluid passage converge in the first chamber. This application also discloses a vehicle cooling system including this coolant tank.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, and more particularly to a coolant treatment device for a vehicle cooling system, and more specifically, to a coolant tank with integrated deionization function. This application also relates to a vehicle cooling system including the coolant tank. Background Technology

[0002] In modern vehicles, especially new energy vehicles, the cooling system requires deionization to maintain a low conductivity level and prevent electrochemical corrosion or leakage risks to high-voltage electrical components caused by excessively high coolant conductivity. Current technology achieves this by installing a separate deionizer in the cooling system's circulation loop. This deionizer contains a replaceable deionization filter. However, this design has several drawbacks. The separate deionizer is typically installed on the piping in the engine compartment, not at the highest point of the coolant circulation loop. Therefore, when replacing the internal deionization filter, the deionizer's piping connection must be disconnected. During this process, due to the siphon effect or gravity, residual coolant in the piping will inevitably leak, polluting the engine compartment and wasting coolant. The compact engine compartment layout of some models makes the deionizer's installation location concealed or difficult to access, increasing the time and difficulty of filter replacement for maintenance personnel. A separate deionizer essentially acts as a bypass in parallel with the main cooling circulation loop. If the bypass is designed with too low flow resistance, too much coolant will flow away from the deionizer circuit, thereby reducing the flow through the main radiator circuit, which in turn reduces the heat dissipation efficiency of the entire cooling system and affects the vehicle's performance and reliability.

[0003] Therefore, how to design a coolant deionization device that can effectively reduce the conductivity of the coolant while solving the problems of easy leakage, inconvenient operation, and impact on heat dissipation performance when replacing the filter element in the existing technology is a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] The purpose of this invention is to provide a coolant tank that addresses the problems in the prior art where independent devices for coolant deionization are prone to coolant leakage and inconvenience during filter replacement, as well as the potential for excessive coolant diversion that could affect the efficiency of the main heat dissipation cycle.

[0005] To achieve the above objectives, this utility model discloses the following technical solution: a coolant tank, characterized in that it comprises: a tank body, which has an integrally formed first chamber and a second chamber that are interconnected, wherein the first chamber is provided with at least one exhaust inlet, a main outlet and an exhaust outlet, and the bottom of the second chamber is provided with a deionization circuit inlet; a deionization filter element, which is detachably installed in the second chamber and divides the second chamber into a lower space communicating with the deionization circuit inlet and an upper space communicating with the first chamber; wherein the tank body includes a first fluid passage and a second fluid passage: the first fluid passage starts from the deionization circuit inlet, passes sequentially through one end of the deionization filter element, the interior of the deionization filter element, the other end of the deionization filter element, the first chamber, and terminates at the main outlet; the second fluid passage starts from the exhaust inlet, passes through the first chamber, and terminates at the exhaust outlet; and the first fluid passage and the second fluid passage converge in the first chamber.

[0006] According to an optional embodiment, the first chamber and the second chamber are interconnected by a transversely arranged communication channel; and the top of the second chamber is provided with an opening for installing a deionization filter element.

[0007] According to an optional embodiment, the opening of the second chamber is positioned such that, when the coolant tank is installed in the cooling system, it is above the coolant level of the cooling system under normal operating conditions.

[0008] According to an optional embodiment, the deionization filter element includes a joint and a porous structure; the joint removably seals the opening of the second chamber; and the porous structure is disposed on the top of the deionization filter element and configured to allow coolant to enter the upper space of the second chamber through it.

[0009] According to an optional implementation, the exhaust outlet is integrated with a pressure relief valve.

[0010] According to an optional implementation, the exhaust inlet includes an engine exhaust inlet and a radiator exhaust inlet.

[0011] According to an optional embodiment, the deion filter element has a cylindrical structure, with its outer wall spaced apart from the inner wall of the second chamber by a certain distance, and its bottom is provided with a sealing structure that cooperates with the bottom of the second chamber.

[0012] According to an optional embodiment, the deionized filter element has a porous structure at the top configured to allow coolant to pass through.

[0013] According to an optional embodiment, the water tank body is integrally formed from engineering plastics through injection molding or blow molding.

[0014] This application also discloses a vehicle cooling system, characterized in that it includes the aforementioned coolant tank, wherein the coolant tank is installed at the highest point of the circulation loop of the vehicle cooling system.

[0015] In the structure of this invention, two distinct fluid pathways are formed. The first fluid pathway is a deionization treatment pathway, which starts at the deionization circuit inlet. After the coolant enters the lower space of the second chamber, it is forced to flow upwards, passing sequentially through one end of the deionization filter element, the inside of the filter element, and the other end of the filter element. After completing the deionization treatment, it enters the upper space of the second chamber, then enters the first chamber, and finally flows out from the main outlet. The second fluid pathway is an exhaust pathway, which starts at the exhaust inlet. Gas-containing coolant or gas from the higher point of the cooling system enters the first chamber for gas-liquid separation, and the separated gas can be discharged from the exhaust outlet. These two fluid pathways converge in the first chamber.

[0016] This invention achieves significant benefits by integrating the deionization filter element into the water tank body and designing a specific internal chamber structure and fluid path: First, it boasts high structural integration, combining venting, water replenishment, liquid storage, and deionization functions into one unit, reducing external piping and joints, lowering costs and leakage risks, and saving engine compartment space. Second, filter replacement becomes extremely simple and clean. The water tank is typically installed at the highest point of the cooling system, and the filter replacement opening is located at the top of the tank, above the normal operating liquid level. Therefore, filter replacement does not require draining or disconnecting pipes, preventing coolant leakage. Finally, by designing the deionization circuit as a bypass within the water tank with relatively high flow resistance, it handles only a small amount of coolant, ensuring that the flow rate and efficiency of the main heat dissipation cycle are not significantly affected, thus guaranteeing the overall performance of the cooling system. Attached Figure Description

[0017] In the following description, embodiments of the invention will be described in more detail with reference to the accompanying drawings, wherein: Figure 1 A perspective view of a coolant tank according to this application is shown; Figure 2 Show Figure 1 A cross-sectional view of the coolant tank; Figure 3 Show Figure 1 A 3D view of the deionization filter element in the coolant tank.

[0018] It should be understood that the accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] See Figures 1 to 3 This utility model provides a coolant tank with integrated deionization function. The coolant tank includes a tank body 100 and a removable deionization filter element 200. The tank body 100 has an integrally formed first chamber 110 and a second chamber 120 that are interconnected. In this embodiment, the first chamber 110 and the second chamber 120 are interconnected at their upper parts via a laterally arranged connecting channel 130.

[0021] The first chamber 110 is primarily used for exhaust, water replenishment, and fluid collection in the cooling system. It has at least one exhaust inlet 111, which may include an engine exhaust inlet and a radiator exhaust inlet, for connecting exhaust pipes from high points such as the engine and radiator to collect gases in the system. A main outlet 112 is located at the bottom of the first chamber 110 for guiding the treated coolant back to the main circulation of the cooling system. Furthermore, the first chamber 110 also has an exhaust outlet 113 for discharging gases separated within the first chamber 110. In a preferred embodiment, the exhaust outlet 113 may integrate a pressure relief valve for automatically releasing pressure when the system pressure exceeds a preset value, protecting the cooling system.

[0022] The second chamber 120 is used to house the deionization filter element 200 and perform the deionization function. Its bottom is provided with a deionization circuit inlet 121 for introducing coolant requiring deionization treatment from the cooling system. The top of the second chamber 120 is provided with an opening 122 for installing and replacing the deionization filter element 200.

[0023] The deionization filter element 200 is detachably installed within the second chamber 120. For example... Figure 3As shown, the deionization filter element 200 includes a joint 201. The joint 201 detachably seals the opening 122 of the second chamber 120. In this embodiment, the deionization filter element 200 has a cylindrical structure and is filled with filter materials such as ion exchange resin. Its outer wall is spaced apart from the inner wall of the second chamber 120, and its bottom is provided with a sealing structure 202, such as an O-ring, that mates with the bottom of the second chamber 120. This structure ensures that the coolant entering from the deionization circuit inlet 121 must pass upward through the interior of the filter element and cannot bypass it through the gap between the filter element and the chamber wall. The deionization filter element 200 has a porous structure 203, such as a grid or filter screen, at its top to allow the coolant to pass through, so that the purified coolant can flow out smoothly and enter the upper space of the second chamber 120.

[0024] The working process and fluid path of the coolant tank are as follows: First fluid passage (deionization passage): Starting from the deionization circuit inlet 121, a portion of the coolant enters the lower space of the second chamber 120 and flows upward under pressure. It passes through the sealing structure 202, the interior of the deionization filter element 200 where ion exchange takes place, and the porous structure 203 at the top. The purified coolant flows out from the top of the filter element to the upper space of the second chamber 120, then enters the first chamber 110 through the connecting channel 130, and finally flows into the main outlet 112.

[0025] Second fluid passage (exhaust passage): Starting at exhaust inlet 111, gaseous coolant or gas from the highest point of the system enters the upper part of the first chamber 110, where gas-liquid separation takes place. The separated gas can be discharged from exhaust outlet 113, while the separated liquid merges with the purified coolant from the first fluid passage.

[0026] Finally, the two fluid paths converge in the first chamber 110, and the mixed coolant flows out from the main outlet 112 and returns to the cooling system.

[0027] The coolant tank of this invention is installed at the highest point of the entire circulation loop of the vehicle's cooling system (not shown). Preferably, the opening 122 is positioned such that, under normal operating conditions, its height is higher than the coolant level. Thanks to this design, when the deionization filter 200 needs to be replaced, the maintenance personnel only need to unscrew the joint 201 to directly remove the old filter and insert the new filter from above the tank; the entire process does not require draining coolant and will not cause leakage.

[0028] It should be noted that the scope of protection of this utility model is not limited to the above embodiments.

[0029] For example, the water tank body 100 can be integrally molded using high-temperature and corrosion-resistant engineering plastics (such as polypropylene PP or polyamide PA) through injection molding or blow molding processes to reduce cost and weight. The communication method between the first chamber 110 and the second chamber 120 is not limited to a transverse communication channel 130; it can also be achieved through one or more through holes in the partition between them, or through an open area at the top. The shape of the deionization filter element 200 is not limited to cylindrical; it can be square, elliptical, or any other shape that can adapt to the internal space of the second chamber 120. The way it divides the second chamber 120 into upper and lower spaces can be achieved, in addition to the bottom sealing structure 202, through a radial sealing structure between the outer wall of the filter element and the inner wall of the second chamber, as long as it ensures that fluid is guided upwards through the filter element. The sealing connection between the joint 201 and the opening 122 can be a variety of detachable connection methods, such as threaded connection, snap-fit ​​connection, or compression connection. The number of exhaust inlets 111 can be set to one, two, or more, depending on the complexity of the cooling system, to connect all the high points of the pipelines in the system where gas may accumulate.

[0030] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A cooling liquid tank characterized by, include: The water tank body (100) has an integrally formed first chamber (110) and second chamber (120) that are interconnected. The first chamber (110) is provided with at least one exhaust inlet (111), a main water outlet (112) and an exhaust outlet (113). The bottom of the second chamber (120) is provided with a deionization circuit water inlet (121). A deion filter element (200) is detachably installed in the second chamber (120) and divides the second chamber (120) into a lower space communicating with the deion circuit inlet (121) and an upper space communicating with the first chamber (110); The water tank body (100) includes a first fluid passage and a second fluid passage: The first fluid passage starts at the deionization circuit inlet (121), passes sequentially through one end of the deionization filter element (200), the interior of the deionization filter element (200), the other end of the deionization filter element (200), the first chamber (110), and ends at the main outlet (112). The second fluid passage begins at the exhaust inlet (111), passes through the first chamber (110), and terminates at the exhaust outlet (113); and The first fluid passage and the second fluid passage converge within the first chamber (110).

2. The coolant tank according to claim 1, characterized in that, The first chamber (110) and the second chamber (120) are interconnected by a transversely arranged connecting channel (130); and The top of the second chamber (120) is provided with an opening (122) for installing a deionization filter element (200).

3. The coolant tank according to claim 2, characterized in that, The opening (122) of the second chamber (120) is positioned such that, when the coolant tank is installed in the cooling system, it is higher than the coolant level of the cooling system under normal operating conditions.

4. The coolant tank according to claim 3, characterized in that, The deion filter element (200) includes a joint (201) and a porous structure (203); The joint (201) detachably seals the opening (122) of the second chamber (120); and The porous structure (203) is disposed on top of the deion filter (200) and configured to allow coolant to enter the upper space of the second chamber (120) through it.

5. The coolant tank according to claim 1, characterized in that, The exhaust outlet (113) is integrated with a pressure relief valve.

6. The coolant tank according to claim 1, characterized in that, The exhaust inlet (111) includes an engine exhaust inlet and a radiator exhaust inlet.

7. The coolant tank according to claim 1, characterized in that, The deion filter element (200) has a cylindrical structure, with its outer wall spaced a distance from the inner wall of the second chamber (120), and its bottom is provided with a sealing structure (202) that cooperates with the bottom of the second chamber (120).

8. The coolant tank according to claim 1, characterized in that, The deion filter element (200) has a porous structure (203) at the top configured to allow coolant to pass through.

9. The coolant tank according to claim 1, characterized in that, The water tank body (100) is integrally formed from engineering plastics through injection molding or blow molding processes.

10. A vehicle cooling system, characterized in that, Includes the coolant tank as described in any one of claims 1 to 9, The coolant tank is installed at the highest point of the circulation loop of the vehicle's cooling system.

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