Electronic thermostat jamming elimination mechanism

Abstract

A jamming elimination mechanism for an electronic thermostat is disclosed. The electronic thermostat includes a valve body, a valve core, a motor, a worm gear, and a gear transmission mechanism. The output end of the motor is connected to the worm gear, and the gear transmission mechanism includes a rotary gear and a double gear. The jamming elimination mechanism includes a valve core rotary rod, an adjusting screw, and a resilient reset mechanism. The valve core rotary rod is rotatably mounted on the valve body, with one end extending into the valve body and connected to the rotary gear, and the other end located outside the valve body. The adjusting screw is helically connected to the valve body, with one end extending into the valve body and the other end located outside the valve body. When the adjusting screw rotates in a predetermined direction, it pushes the double gear from its initial position to a disengaged position. In the initial position, the double gear meshes with the worm gear and the rotary gear; in the disengaged position, it disengages from the worm gear and the rotary gear. The resilient reset mechanism provides a resilient reset force for the double gear to reset. This invention can quickly eliminate jamming without disassembly and achieves high-precision reusability.

Description

Technical Field

[0001] This invention relates to valve technology, and more particularly to electronic thermostats. Background Technology

[0002] An electronic thermostat is a valve in a car's cooling system that controls the flow path of the coolant. Its function is to automatically adjust the amount of coolant entering the radiator based on the coolant temperature, changing the coolant circulation range to regulate the cooling system's heat dissipation capacity and ensure the engine operates within a suitable temperature range. The electronic thermostat must be kept in good working order; otherwise, it will seriously affect the normal operation of the engine.

[0003] An electronic thermostat includes components such as a valve body, a DC motor, a gear transmission mechanism, a valve core position sensor, and the valve core itself. The electronic thermostat controls the DC motor's rotation based on control signals sent by the vehicle's ECU. The DC motor's rotation drives its built-in worm gear, which in turn drives the valve core through a multi-stage gear transmission mechanism. The valve core position sensor feeds back the actual rotation angle of the valve core to the ECU, which then corrects the DC motor's rotation to achieve the desired angle, thereby controlling the opening degree of the large and small circulation channels.

[0004] Electronic thermostats can become stuck due to coolant freezing at low temperatures or foreign objects entering the system. This sticking prevents the thermostat from opening or closing properly according to the ECU's control requirements, paralyzing the entire vehicle's cooling system, causing engine temperature to become uncontrolled, and preventing normal operation. Traditional electronic thermostats, when stuck, cannot be manually rotated to fully open the large circulation loop to ensure the vehicle can reach a service station. The problem is usually solved in two ways: first, increasing the motor's input voltage to output greater torque to overcome the sticking, but this method is often ineffective and fails to clear the sticking easily; second, manually removing the cover, DC motor, and gear transmission mechanism, and then manually rotating the valve core to remove the sticking. However, after reinstalling the DC motor, gear transmission mechanism, and cover, the valve stem and the output shaft of the gear transmission mechanism have a gap, causing a change in their relative positions. This results in a deviation between the valve core and the valve core position sensor (fixed on the cover) output position signal and the calibration, reducing the temperature regulation accuracy of the electronic thermostat. In addition, due to the limited space in the engine compartment, this maintenance method has the disadvantages of being time-consuming, labor-intensive, and difficult to repair. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a mechanism for eliminating jamming in electronic thermostats, which can quickly, safely and reliably eliminate jamming in electronic thermostats without disassembling them. After the jamming fault is eliminated, it can be quickly reset and the original accuracy is maintained, so as to achieve high-precision repeated use.

[0006] The present invention discloses a jamming removal mechanism for an electronic thermostat. The electronic thermostat includes a valve body, a valve core, a motor, a worm gear, and a gear transmission mechanism. The valve core, motor, worm gear, and gear transmission mechanism are disposed within the valve body. The output end of the motor is connected to the worm gear. The gear transmission mechanism includes a rotating gear and a double gear. The jamming removal mechanism includes a valve core rotating rod, an adjusting screw, and an elastic reset mechanism. The valve core rotating rod is rotatably disposed within the valve body. One end of the valve core rotating rod extends into the valve body and is connected to the rotating gear, while the other end of the valve core rotating rod is located outside the valve body. The adjusting screw is helically connected to the valve body. One end of the adjusting screw extends into the valve body, while the other end is located outside the valve body. When the adjusting screw rotates in a predetermined direction under the action of an external force, it can push the double gear from its initial position to its disengaged position. In the initial position, the double gear meshes with the worm gear and the rotating gear, respectively. In the disengaged position, the double gear disengages from both the worm gear and the rotating gear, respectively. The elastic reset mechanism provides an elastic reset force to reset the double gear to its initial position.

[0007] The present invention has at least the following advantages:

[0008] Because of the self-locking property of the worm gear, normal torque cannot rotate any gear in the gear transmission system. The electronic thermostat jamming removal mechanism of this invention allows manual rotation of the adjusting screw to push the double gear in the gear transmission system, disengaging it from the worm and rotating gears. Then, the valve core rod can be rotated using a wrench or similar tool to turn the electronic thermostat valve core to the fully open position, ensuring the vehicle can be driven to a service station in an emergency. After the vehicle has been repaired at the service station and the jamming caused by foreign objects in the coolant has been cleared, manually rotating the adjusting screw until the double gear engages normally with the worm and rotating gears restores the electronic thermostat to normal operation. Using the technical solution of this invention, jamming faults can be quickly and reliably eliminated without dismantling any structure, improving emergency handling efficiency. It can also be reused multiple times without affecting product accuracy. Attached Figure Description

[0009] Figure 1 A perspective view of the jamming removal mechanism of an electronic thermostat according to an embodiment of the present invention is shown, wherein the double gear is in the initial position.

[0010] Figure 2 It shows Figure 1 A magnified view of a portion of the image.

[0011] Figure 3 , Figure 4 and Figure 5 A front view, a cross-sectional view, and a top view of the jamming removal mechanism of the electronic thermostat according to an embodiment of the present invention are shown, wherein the double gear is in the initial position.

[0012] Figure 6 It shows Figure 5 A magnified view of a portion of the image.

[0013] Figure 7 A perspective view of the jamming removal mechanism of an electronic thermostat according to an embodiment of the present invention is shown, wherein the double gear is in the disengaged position. Detailed Implementation

[0014] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0015] Please see Figures 1 to 7 The electronic thermostat includes a valve body 1, a valve core 2, a motor 3, a worm gear 4, and a gear transmission mechanism, all of which are housed within the valve body 1.

[0016] The valve body 1 includes a cover plate 11, a gearbox 12, and a base 13. The cover plate 11 and the gearbox 12 together define an electrical cavity, and a fluid cavity is formed between the gearbox 12 and the base 13. The electrical cavity is used to house the motor 3, the worm gear 4, and the gear transmission mechanism. The main body of the valve core 2 is located within the fluid cavity, which is used to transport fluid.

[0017] The output end of motor 3 is connected to worm gear 4 to drive worm gear 4 to rotate. The gear transmission mechanism includes a rotating gear 51 and a double gear 52.

[0018] The jamming removal mechanism of the electronic thermostat according to an embodiment of the present invention includes a valve core rotating rod 6, an adjusting screw 7, and an elastic reset mechanism.

[0019] The valve core rod 6 is rotatably mounted on the cover plate 11 of the valve body 1. One end of the valve core rod 6 extends into the valve body 1 and is connected to the rotating gear 51, while the other end of the valve core rod 6 is located outside the valve body 1. In this embodiment, the cover plate 11 of the valve body 1 is provided with a second through hole 112 that mates with the valve core rod 6. A self-sealing bearing 6c is fitted onto the valve core rod 6 and is installed in the second through hole 112. The self-sealing bearing 6c reduces the coefficient of friction when the valve core rod 6 rotates, and the self-sealing structure contained within the self-sealing bearing 6c ensures the sealing between the electrical cavity and the outside environment.

[0020] In this embodiment, the other end of the valve core rotor 6 is provided with a square head 61, and the top end face of the square head 61 is provided with a top slot 612, so that a common and simple tool such as a bayonet wrench or a flathead screwdriver can be used to quickly rotate the valve core rotor 6 on site. In addition, the surface of the cover plate 11 is also marked with a large circulation fully open mark 116 and a rotation direction mark 118. When the top slot 612 is aligned with the large circulation fully open mark, it is in large circulation.

[0021] Furthermore, the valve core rotating rod 6 includes a rod head 6a and a rod body 6b. One end of the rod head 6a extends into the valve body 1, and the other end of the rod head 6a is located outside the valve body 1. The end face of one end of the rod head 6a is provided with a bottom slot 62. One end of the rod body 6b is connected to the valve core 2, and the shape of the other end of the rod body 6b is adapted to the bottom slot 62 and embedded in the bottom slot 62. This connection method can realize the reliable transmission of large torque when manually breaking the jam.

[0022] The adjusting screw 7 is screwed to the cover plate 11 of the valve body 1. One end of the adjusting screw 7 extends into the valve body 1, and the other end is located outside the valve body 1. In this embodiment, the cover plate 11 of the valve body 1 is provided with a first through hole 111 that mates with the adjusting screw 7. The first through hole 111 consists of a threaded hole 113 and a smooth hole 115 connected sequentially from the outside to the inside. The adjusting screw 7 is screwed to the threaded hole 113. The diameter of the threaded hole 113 is smaller than the diameter of the smooth hole 115, and a stepped surface 117 is formed between the threaded hole 113 and the smooth hole 115. A sealing ring 7c is fixedly sleeved on the outside of the adjusting screw 7. The sealing ring 7c can move with the adjusting screw 7 to avoid relative friction between the sealing ring 7c and the adjusting screw 7, which would cause wear. When the double gear 52 is in the initial position, the thread preload ensures that the end face of the sealing ring 7c is tightly against the stepped surface 117, forming a seal. When the adjusting screw 7 rotates in a predetermined direction (clockwise in this embodiment) under the action of external force, it can push the double gear 52 to move from the initial position to the disengaged position along the gear shaft 53 of the double gear 52. In the initial position, the double gear 52 meshes with the worm gear 4 and the rotating gear 51 respectively. In the disengaged position, the double gear 52 disengages from both the worm gear 4 and the rotating gear 51 respectively. One end of the gear shaft 53 of the double gear 52 is fixed to the gearbox 12 of the valve body 1. The bottom end face of the adjusting screw 7 is provided with a clearance hole 73, and the other end of the gear shaft 53 of the double gear extends into the clearance hole 73. The adjusting screw 7 is threaded into the threaded hole 113. The threaded engagement provides high stability, preventing the adjusting screw 7 from axially shifting due to vibration, impact / pulling of external objects, or accidental contact by personnel, thus preventing the end face of the sealing ring 7c from tightly adhering to the stepped surface 117 and compromising the sealing performance within the electrical cavity. Furthermore, it can effectively prevent the adjusting screw 7 from undesirably disengaging from the double gear 52, worm gear 4, and rotary gear 51 due to the aforementioned unexpected factors, thereby preventing the thermostat from failing during vehicle operation and causing serious losses.

[0023] The elastic reset mechanism provides an elastic reset force to return the double gear 52 to its initial position. The elastic reset mechanism includes a reset spring 80, which is sleeved on the gear shaft 53 of the double gear. One end of the reset spring 80 abuts against the gearbox 12 of the valve body 1, and the other end abuts against the bottom end face of the double gear 52. By having the reset spring 80 press against the bottom end face of the double gear 52, the smooth transmission of the double gear 52 in the gear transmission system is ensured during normal operation (i.e., when the double gear 52 is normally meshed with the worm gear 4 and the rotary gear 51). Preferably, a first washer 81 is provided between one end of the reset spring 80 and the gearbox 12 of the valve body 1, and a second washer 82 is provided between the other end of the reset spring 80 and the bottom end face of the double gear 52. By using washeres at both ends of the reset spring, wear on the double gear 52 and the gearbox 12 by the reset spring 80 during rotation of the double gear 52 can be prevented.

[0024] Furthermore, when the double gear 52 is in the initial position, one end of the adjusting screw 7 abuts against the front end face of the double gear 52, and a third shim 83 is provided between one end of the adjusting screw 7 and the front end face of the double gear 52.

[0025] Furthermore, the other end of the adjusting screw 7 is provided with a flower-shaped handle 7a. The flower-shaped handle allows the adjusting screw 7 to be rotated manually and generate a large torque. At the same time, the threaded engagement between the adjusting screw 7 and the cover plate 11 ensures that the force transmission is relatively uniform, allowing the double gear to smoothly separate from the worm gear 4 under pressure.

[0026] When the electronic thermostat is operating normally, it controls the rotation of DC motor 3 via a PWM signal input from the ECU. DC motor 3 drives double gear 52 via worm gear 4, which in turn drives rotary gear 51. Rotary gear 51 is rigidly connected to the rod body 6b of valve core rotor 6, further driving valve core 2 to move back and forth between the engine's large and small circulation loops, controlling the flow direction of coolant. Worm gear 4, double gear 52, and rotary gear 51 constitute the gear system of the electronic thermostat. Due to the self-locking nature of worm gear 4, normal torque cannot reverse the movement of any gear in the gear system.

[0027] When foreign objects or ice buildup inside the electronic thermostat cause the valve core 2 to become stuck, and the sticking cannot be cleared by increasing the torque of the DC motor 3, the valve core lever 6 can be manually rotated to break the sticking and turn the valve core 2 to fully open the large circulation (there is a mark indicating full circulation on the cover plate 11; aligning the top slot 612 of the valve core lever 6 with this mark indicates full circulation). This allows all the thermostat coolant to pass through the radiator, ensuring the engine is at its maximum cooling effect, and enabling the vehicle to be driven to a service station in an emergency.

[0028] To enable manual rotation of the valve core rod 6, the engagement between the worm gear 4 and the double gear 52 must first be manually disengaged. This is done by manually rotating the adjusting screw 7, which slowly pushes the double gear 52 along the gear shaft 53 to the disengaged position, thus disengaging it from both the worm gear 4 and the rotating gear 51. During normal operation, the return spring 80 continuously supports the double gear 52, providing a sustained supporting force to ensure it remains in the engaged position. When the adjusting screw 7 is manually rotated, the return spring 80 provides an elastic force to the double gear 52 in the opposite direction of its movement, allowing the double gear 52 to move at a constant speed.

[0029] After the double gear 52 separates from the worm gear 4 and the rotating gear 51, the rod head 6a of the valve core rotating rod 6 is manually rotated to turn the valve core 2 to the fully open position of the large circulation. Because the locking torque of the valve core 2 is relatively large, this embodiment also provides a square structure and a slot at the top of the valve core rotating rod 6, so that it can be quickly operated on the road site using common and simple tools such as a bayonet wrench or a flathead screwdriver.

[0030] After the electronic thermostat is cleared of its jamming problem, manually rotate the adjusting screw 7 in the opposite direction until a certain preload is applied. At this point, the double gear 52 re-engages with the worm gear 4 under the action of the return spring 80. The entire gear system returns to normal, and the electronic thermostat resumes normal operation.

[0031] The jamming removal mechanism of the electronic thermostat according to the present invention can quickly and safely eliminate the jamming by manually rotating the valve core to full opening of the large circulation without removing any structure when the electronic thermostat jams, using a common tool. This ensures that the vehicle can be driven to a service station in an emergency. After the jamming fault is eliminated, it can be quickly and easily reset and can be reused with high precision.

[0032] The above description is a further illustration of the present invention in conjunction with specific embodiments and accompanying drawings. However, the present invention can obviously be implemented in many other ways different from those described herein, and those skilled in the art can extend and deduce it according to actual use without departing from the content of the present invention. Therefore, the content of the above specific embodiments should not limit the scope of protection defined by the present invention.

Claims

1. A mechanism for removing jamming from an electronic thermostat, the electronic thermostat comprising a valve body, a valve core, a motor, a worm gear, and a gear transmission mechanism, wherein the valve core, the motor, the worm gear, and the gear transmission mechanism are disposed within the valve body; the output end of the motor is connected to the worm gear, characterized in that, The gear transmission mechanism includes a rotating gear and a double gear; the jamming removal mechanism includes a valve core rotating rod, an adjusting screw, and an elastic reset mechanism. The valve core rotating rod is rotatably mounted on the valve body. One end of the valve core rotating rod extends into the valve body and connects the rotating rod gear and the valve core. The other end of the valve core rotating rod is located outside the valve body. The adjusting screw is helically connected to the valve body, with one end extending into the valve body and the other end outside the valve body. When the adjusting screw rotates in a predetermined direction under the action of an external force, it can push the double gear from the initial position to the disengaged position. In the initial position, the double gear meshes with the worm and the rotating gear respectively, and in the disengaged position, the double gear disengages from the worm and the rotating gear respectively. The elastic reset mechanism is used to provide an elastic reset force for the double gear to reset to the initial position.

2. The jamming removal mechanism of the electronic thermostat as described in claim 1, characterized in that, The elastic reset mechanism includes a reset spring, which is sleeved on the gear shaft of the double gear. One end of the reset spring abuts against the valve body, and the other end of the reset spring abuts against the bottom end face of the double gear.

3. The jamming removal mechanism of the electronic thermostat as described in claim 2, characterized in that, A first washer is provided between one end of the return spring and the valve body, and a second washer is provided between the other end of the return spring and the bottom end face of the double gear.

4. The jamming removal mechanism of the electronic thermostat as described in claim 2, characterized in that, One end of the gear shaft of the double gear is fixed to the valve body, and the bottom end face of the adjusting screw is provided with a clearance hole, and the other end of the gear shaft of the double gear extends into the clearance hole.

5. The jamming removal mechanism of the electronic thermostat as described in claim 1, characterized in that, The other end of the adjusting screw is equipped with a flower-shaped handle.

6. The jamming removal mechanism of the electronic thermostat as described in claim 1, characterized in that, The valve body is provided with a first through hole that cooperates with the adjusting screw. The first through hole consists of a threaded hole and a smooth hole connected sequentially from the outside to the inside. The adjusting screw is spirally connected to the threaded hole. The diameter of the threaded hole is smaller than the diameter of the smooth hole, and a stepped surface is formed between the threaded hole and the smooth hole. A sealing ring is fixedly sleeved on the outside of the adjusting screw, and the sealing ring can move with the adjusting screw; when the double gear is in the initial position, the end face of the sealing ring is in close contact with the step surface to form a seal.

7. The jamming removal mechanism of the electronic thermostat as described in claim 1, characterized in that, The other end of the valve core rotating rod is provided with a square head, and the top end face of the square head is provided with a top slot.

8. The jamming removal mechanism of the electronic thermostat as described in claim 7, characterized in that, The valve body surface is provided with a large circulation fully open mark that matches the top slot.

9. The jamming removal mechanism of the electronic thermostat as described in claim 1, characterized in that, The valve body is provided with a second through hole that cooperates with the valve core rotating rod; The valve core rotor is fitted with a self-sealing bearing, which is installed in the second through hole.

10. The jamming release mechanism of the electronic thermostat as described in any one of claims 1 to 9, characterized in that, The valve core rod includes a rod head and a rod body; One end of the rod head extends into the valve body, and the other end of the rod head is located outside the valve body. The end face of one end of the rod head is provided with a bottom slot. One end of the rod body is connected to the valve core, and the shape of the other end of the rod body is adapted to the bottom slot and embedded in the bottom slot.

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