Engine cooling system and thermostat structure
By improving the thermostat structure and adopting a sealing seat and reaction force shaft design, the problems of paraffin leakage and drive delay caused by temperature difference in the electric heating thermostat were solved, and efficient heat dissipation of the engine cooling system was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SDZ AUTO PARTS
- Filing Date
- 2023-09-07
- Publication Date
- 2026-07-24
AI Technical Summary
Existing electric heating thermostats fail to open due to the temperature difference between the water temperature sensor and the area near the wax pack, preventing the paraffin wax from melting. Furthermore, the paraffin wax is prone to leakage and causes a delay in the drive, affecting the engine cooling effect.
A sensing assembly was designed, comprising a sealing seat, a fastening cover, a fixing bolt, a sensing cylinder, a lower pressure seat, a high-temperature resistant airbag, paraffin wax, and a sealing gasket. The sealing performance is enhanced by the cooperation of the "T"-shaped sealing seat and the "S"-shaped lower pressure seat, and the driving sensitivity of the sensing assembly is improved by utilizing the reaction force shaft and the inclined force-bearing surface, thus avoiding paraffin wax leakage and accelerating the response speed.
It improves the response speed and reliability of the thermostat, prevents paraffin leakage, and ensures effective heat dissipation of the engine cooling system.
Smart Images
Figure CN117189335B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of thermostats, specifically to an engine cooling system and thermostat structure. Background Technology
[0002] In existing technology, an electric heated thermostat consists of a heating rod, a wax pack, a valve disc, a spring, a housing, and a bracket. The ECU controls the electric heated thermostat via the engine wiring harness. It first reads the engine speed, load, vehicle speed, and intake air temperature to look up the target coolant temperature, then reads the actual coolant temperature through a coolant temperature sensor, and adjusts the heating duty cycle based on the temperature difference to regulate the engine coolant temperature. Because the electric heated thermostat is located at the engine inlet, while the coolant temperature sensor is located at the end of the engine cylinder head where the temperature is higher, there is a temperature difference between the coolant temperature near the wax pack and the temperature measured by the sensor. Under certain extreme conditions, the coolant temperature sensor is very high. Based on the coolant temperature-duty cycle relationship, the electric heated thermostat assumes that the coolant temperature alone is sufficient to melt the paraffin wax, eliminating the need to activate the heating function. However, due to the temperature difference, the coolant temperature near the wax pack does not reach the melting temperature, and the thermostat cannot be opened by the coolant temperature alone. Without being able to change the thermostat's placement, the existence of this temperature difference leads to the problem of high engine coolant temperature even when using an electric heated thermostat. To address the aforementioned issues, a search revealed a prior art disclosure (application number: CN201911239214.3) regarding a thermostat structure and engine. The disclosure states that "the water temperature sensing column 2 contains a wax pack, which is used to sense the water temperature so that when the water temperature rises, the paraffin melts and its volume increases, thereby pushing the regulating plate 211 downwards." However, through long-term observation, we have discovered the following two problems: 1. Paraffin wax is wrapped around the outside of the push rod. In summer, the electric heating thermostat is used frequently, and the seal between the paraffin wax and the push rod is reduced. The liquid paraffin wax is prone to leakage along the outside of the push rod, which can cause the thermostat to malfunction and the engine to be damaged by high temperature. 2. When paraffin wax melts, it expands and squeezes the push rod, making it impossible to apply the squeezing force to the push rod immediately, resulting in a high drive delay of the thermostat. Summary of the Invention
[0003] The purpose of this invention is to provide an engine cooling system and thermostat structure to solve the defects mentioned in the background art.
[0004] To achieve the above objectives, a thermostat structure for an engine cooling system is provided, comprising a thermostat body, which is composed of an upper bracket, a valve seat, a push rod assembly, a positioning mounting base, a lower bracket, a main valve, a spring, a sensing assembly, a connecting rod, and a bypass valve. The upper bracket is screwed onto the upper side of the positioning mounting base, and the lower bracket is screwed onto the lower side of the positioning mounting base. The sensing assembly is movably mounted inside the lower bracket, and a spring is mounted on the outer side of the sensing assembly. The bottom of the sensing assembly is fixedly connected to the connecting rod, and a bypass valve is mounted on the bottom of the connecting rod. The push rod assembly includes a connecting shaft and a reaction force shaft. The sensing component includes a sealing seat, a fastening cover, a fixing bolt, a sensing cylinder, a lower pressure seat, a high-temperature resistant airbag, paraffin wax, and a sealing gasket; the sealing seat covers the sensing cylinder, the bottom of the sealing seat is fixedly connected to the lower pressure seat, the bottom of the lower pressure seat is fixedly set to the high-temperature resistant airbag, and the inside of the sensing cylinder is filled with paraffin wax. The sealing seat has a "T" shaped cross section. The sealing seat is fixedly connected to the sensing cylinder by a fastening cover. The fastening cover covers the sensing cylinder, and the fastening cover and the sensing cylinder are evenly fixed by multiple sets of fixing bolts. The side wall of the lower pressure seat is S-shaped, and an S-shaped receiving groove is provided on the upper side of the inside of the induction cylinder. The lower pressure seat is fitted into the receiving groove, and the lower pressure seat and the receiving groove are sealed by a sealing gasket.
[0005] Furthermore, a valve seat is provided in the middle of the positioning mounting base, and the valve seat is adapted to the size of the main valve. At the same time, the main valve moves upward to block the valve seat.
[0006] Furthermore, an arc-shaped sealing seat is provided on the outer side of the main valve, and a sealing plate is fixedly installed on the outer side of the arc-shaped sealing seat. At the same time, a sealing groove is provided on the inner wall of the valve seat, and the size of the sealing groove is adapted to the arc-shaped sealing seat.
[0007] Furthermore, the arc-shaped sealing seat moves upward and is fitted inside the sealing groove, and the sealing groove and the arc-shaped sealing seat are sealed by a sealing sheet.
[0008] Furthermore, the high-temperature resistant airbag is wrapped around the outside of the reaction force shaft, and the high-temperature resistant airbag is made of polyester fiber with a "U" shaped cross-section.
[0009] Furthermore, the connecting shaft has a circular cross-section, and the bottom of the connecting shaft is fixed to the reaction force shaft, while the length of the reaction force shaft is less than the height of the high-temperature resistant airbag.
[0010] Furthermore, the reaction force shaft has a square cross-section, and four sets of force-bearing surfaces are evenly distributed on the outer side of the reaction force shaft, with all four sets of force-bearing surfaces being inclined.
[0011] An engine cooling system includes an engine cooling system body inlet and an engine cooling system thermostat structure. The engine cooling system body inlet comprises a thermostat mounting base, a connecting pipe, a radiator, a cooling fan, a temperature sensor, a fan assembly, a coolant separator, and a water pump. The fan assembly is mounted on the radiator, and two sets of cooling fans are mounted on the fan assembly. A heat pipe and a temperature sensor are mounted on the fan assembly. The thermostat body is mounted on the thermostat mounting base, and the water pump is mounted at the end of the thermostat mounting base. The coolant separator is connected in series in the cooling circuit between the radiator outlet and the water pump inlet via a connecting pipe.
[0012] Compared with the prior art, the beneficial effects of the present invention are: Four sets of force-bearing surfaces are evenly distributed on the outer side of the reaction force shaft. The reaction force drives the four sets of force-bearing surfaces. Compared with the traditional cylindrical push rod, the driving of the sensing component is more sensitive and faster, increasing the response speed of the thermostat body. The lower pressure seat is installed inside the receiving groove. Both the lower pressure seat and the receiving groove have an "S" shaped cross-section. The lower pressure seat and the receiving groove are sealed by a sealing gasket and locked by fixing bolts to prevent liquid paraffin from overflowing between the lower pressure seat and the receiving groove, thus increasing the reliability of the thermostat body. Attached Figure Description
[0013] Figure 1 This is a front view schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the thermostat body of the present invention; Figure 3 The structure of this invention Figure 2 Enlarged structural diagram at point A in the diagram; Figure 4 This is a schematic diagram of the structural sensing component of the present invention; Figure 5 The structure of this invention Figure 4 Schematic diagram of a partial structure; Figure 6 The structure of this invention Figure 4 A schematic diagram of the AA cross-sectional structure in the diagram; Figure 7 The structure of this invention Figure 4 Exploded view; Figure 8 This is a schematic diagram of the push rod assembly structure of the present invention.
[0014] Numbered in the diagram: 1. Engine cooling system body port; 2. Thermostat mounting bracket; 3. Connecting pipe; 4. Radiator; 5. Cooling fan; 6. Temperature sensor; 7. Fan assembly; 8. Coolant separator; 9. Water pump; 10. Thermostat body; 101. Upper bracket; 102. Valve seat; 103. Push rod assembly; 1031. Connecting shaft; 1032. Reaction shaft; 1033. Force-bearing surface; 104. Positioning mounting bracket; 10 5. Lower bracket; 106. Main valve; 1061. Arc-shaped sealing seat; 1062. Sealing plate; 1063. Sealing groove; 107. Spring; 108. Sensing component; 1081. Sealing seat; 1082. Fastening cover; 1083. Fixing bolt; 1084. Sensing cylinder; 1085. Lower pressure seat; 1086. High-temperature resistant airbag; 1087. Paraffin wax; 1088. Sealing gasket; 109. Connecting rod; 110. Bypass valve. Detailed Implementation
[0015] Detailed Implementation Method 1: Please refer to... Figure 1-8 The present invention provides a technical solution: an engine cooling system and thermostat structure, including an engine cooling system body port 1 and a thermostat body 10. The engine cooling system body port 1 is composed of a thermostat mounting base 2, a connecting pipe 3, a radiator 4, a cooling fan 5, a temperature sensor 6, a fan assembly 7, a coolant separator 8, and a water pump 9. The fan assembly 7 is mounted on the radiator 4, and two sets of cooling fans 5 are mounted on the fan assembly 7. At the same time, the cooling pipe and the temperature sensor 6 are mounted on the fan assembly 7. The thermostat body 10 is mounted on the thermostat mounting base 2 on the engine cooling system body port 1, and the water pump 9 is mounted at the end of the thermostat mounting base 2. The thermostat body 10 consists of an upper bracket 101, a valve seat 102, a push rod assembly 103, a positioning mounting base 104, a lower bracket 105, a main valve 106, a spring 107, a sensing assembly 108, a connecting rod 109, and a bypass valve 110. The upper bracket 101 is screwed onto the upper side of the positioning mounting base 104, and the lower bracket 105 is screwed onto the lower side of the positioning mounting base 104. The sensing assembly 108 is movably installed inside the lower bracket 105, and the spring 107 is installed on the outer side of the sensing assembly 108. The bottom of the sensing assembly 108 is fixed to the connecting rod 109, and the bypass valve 110 is installed at the bottom of the connecting rod 109. The push rod assembly 103 includes a connecting shaft 1031 and a reaction force shaft 1032. The sensing component 108 includes a sealing seat 1081, a fastening cover 1082, a fixing bolt 1083, a sensing cylinder 1084, a lower pressure seat 1085, a high-temperature resistant airbag 1086, paraffin wax 1087, and a sealing gasket 1088. The sealing seat 1081 covers the sensing cylinder 1084, and the bottom of the sealing seat 1081 is fixed to the lower pressure seat 1085. The bottom of the lower pressure seat 1085 is fixed to the high-temperature resistant airbag 1086. The inside of the sensing cylinder 1084 is filled with paraffin wax 1087. Working principle: When the thermostat body 10 is in use, the high-temperature medium enters the interior of the lower bracket 105 and heats the paraffin 1087 inside the sensing component 108, causing the paraffin 1087 to melt and expand. This expands and acts on the reaction force shaft 1032 on the push rod assembly 103. Under the effect of the reaction, the sensing component 108 moves downward, causing the main valve 106 to move downward from the valve seat 102. This increases the distance between the valve seat 102 and the main valve 106, thereby increasing the flow rate of the medium through the thermostat body 10 and improving the cooling effect of the thermostat body 10 on the engine.
[0016] Specific Implementation Method Two: This implementation method is a further limitation of Specific Implementation Method One. A valve seat 102 is provided in the middle of the positioning mounting base 104, and the valve seat 102 is adapted to the size of the main valve 106. At the same time, the main valve 106 moves upward to block the valve seat 102.
[0017] like Figure 2 As shown: The main valve 106 moves upward to block the valve seat 102. By adjusting the distance between the main valve 106 and the valve seat 102, the flow rate of the fluid flowing inside the thermostat body 10 is regulated.
[0018] Specific Implementation Method 3: This implementation method is a further limitation of Specific Implementation Method 2. An arc-shaped sealing seat 1061 is provided on the outer side of the main valve 106, and a sealing plate 1062 is fixedly installed on the outer side of the arc-shaped sealing seat 1061. At the same time, a sealing groove 1063 is provided on the inner wall of the valve seat 102, and the size of the sealing groove 1063 is adapted to the arc-shaped sealing seat 1061.
[0019] like Figure 2-3 As shown: When the thermostat body 10 is in the locked state, the arc-shaped sealing seat 1061 moves upward to seal the sealing groove 1063. At the same time, the sealing groove 1063 and the arc-shaped sealing seat 1061 are sealed by the sealing piece 1062 to prevent the coolant from flowing back from the thermostat body 10 when the vehicle is stopped.
[0020] Specific Implementation Method Four: This implementation method is a further limitation of Specific Implementation Method Three. The arc-shaped sealing seat 1061 moves upward and is fitted inside the sealing groove 1063, and the sealing groove 1063 and the arc-shaped sealing seat 1061 are sealed by the sealing piece 1062.
[0021] like Figure 2-3 As shown: the sealing sheet 1062 is tightly attached to the outside of the arc-shaped sealing seat 1061. Both the arc-shaped sealing seat 1061 and the sealing groove 1063 are arc-shaped. By increasing the contact area between the arc-shaped sealing seat 1061 and the sealing groove 1063, the sealing performance between the arc-shaped sealing seat 1061 and the sealing groove 1063 is increased.
[0022] Specific Implementation Method 5: This implementation method is a further limitation of Specific Implementation Method 1. The sealing seat 1081 has a "T" shaped cross section, and the sealing seat 1081 is fixedly connected to the sensing cylinder 1084 by a fastening cover 1082. The fastening cover 1082 covers the sensing cylinder 1084 and is evenly fixed by multiple sets of fixing bolts 1083.
[0023] like Figure 5 As shown: When installing the sensing component 108, firstly, paraffin wax 1087 is added to the inside of the sensing cylinder 1084, then the sealing seat 1081 is covered on the sensing cylinder 1084, while the pressure seat 1085 and the high-temperature resistant airbag 1086 are respectively snapped into the inside of the sensing cylinder 1084, and finally the sealing seat 1081 is fixedly installed by the fastening cover 1082.
[0024] Specific Implementation Method Six: This implementation method is a further limitation of Specific Implementation Method One. The side wall section of the lower pressure seat 1085 is set in an "S" shape, and an "S" shaped receiving groove is opened on the upper side of the inside of the sensing cylinder 1084. At the same time, the lower pressure seat 1085 is fitted into the receiving groove, and the lower pressure seat 1085 and the receiving groove are sealed by a sealing gasket 1088.
[0025] like Figure 4-7 As shown: The lower pressure seat 1085 is fitted inside the receiving groove. Both the lower pressure seat 1085 and the receiving groove have an "S" shaped cross section. The lower pressure seat 1085 and the receiving groove are sealed by a sealing gasket 1088 and locked by a fixing bolt 1083 to prevent liquid paraffin 1087 from overflowing between the lower pressure seat 1085 and the receiving groove, thereby increasing the reliability of the thermostat body 10.
[0026] Specific Implementation Method Seven: This implementation method is a further limitation of Specific Implementation Method One. The high-temperature resistant airbag 1086 is wrapped around the outside of the reaction force shaft 1032, and the high-temperature resistant airbag 1086 is made of polyester fiber with a "U" shaped cross-section.
[0027] like Figure 4-7 As shown: The high-temperature resistant airbag 1086 is made of polyester fiber and has a "U" shaped cross-section. The melting point of the high-temperature resistant airbag 1086 is about 258°, which prevents the high-temperature resistant airbag 1086 from being damaged by heat.
[0028] Specific Implementation Method Eight: This implementation method is a further limitation of Specific Implementation Method One. The cross-section of the connecting shaft 1031 is circular, and the bottom of the connecting shaft 1031 is fixed to the reaction force shaft 1032. At the same time, the length of the reaction force shaft 1032 is less than the height of the high temperature resistant airbag 1086.
[0029] like Figure 4-7 As shown: The length of the reaction force shaft 1032 is less than the height of the high temperature resistant airbag 1086. When the paraffin 1087 expands, it squeezes the high temperature resistant airbag 1086, so that the pressure acts on the reaction force shaft 1032. Under the action of the reaction force, the sensing component 108 moves downward.
[0030] Specific Implementation Method Nine: This implementation method is a further limitation of Specific Implementation Method Eight. The cross-section of the reaction force shaft 1032 is square, and four sets of force-bearing surfaces 1033 are evenly opened on the outer side of the reaction force shaft 1032. At the same time, all four sets of force-bearing surfaces 1033 are inclined.
[0031] like Figure 4-8 As shown: Four sets of force-bearing surfaces 1033 are evenly opened on the outer side of the reaction force shaft 1032. The reaction force drives the four sets of force-bearing surfaces 1033. Compared with the traditional cylindrical push rod, the sensing component 108 is more sensitive and faster, increasing the response speed of the thermostat body 10.
Claims
1. A thermostat structure for an engine cooling system, comprising a thermostat body (10), characterized in that: The thermostat body (10) consists of an upper bracket (101), a valve seat (102), a push rod assembly (103), a positioning mounting base (104), a lower bracket (105), a main valve (106), a spring (107), a sensing assembly (108), a connecting rod (109), and a bypass valve (110). The upper bracket (101) is screwed onto the upper side of the positioning mounting base (104), and the lower bracket (105) is screwed onto the lower side of the positioning mounting base (104). The sensing assembly (108) is movably installed inside the lower bracket (105), and the spring (107) is installed on the outer side of the sensing assembly (108). The bottom of the sensing assembly (108) is fixedly connected to the connecting rod (109), and the bypass valve (110) is installed at the bottom of the connecting rod (109). The push rod assembly (103) includes a connecting shaft (1031) and a reaction force shaft (1032). The sensing component (108) includes a sealing seat (1081), a fastening cap (1082), a fixing bolt (1083), a sensing cylinder (1084), a lower pressure seat (1085), a high-temperature resistant airbag (1086), paraffin wax (1087), and a sealing gasket (1088). The sealing seat (1081) covers the sensing cylinder (1084), and the bottom of the sealing seat (1081) is fixedly connected to the lower pressure seat (1085). The bottom of the lower pressure seat (1085) is fixedly set to the high-temperature resistant airbag (1086). The inside of the sensing cylinder (1084) is filled with paraffin wax (1087). The sealing seat (1081) has a "T" shaped cross section. The sealing seat (1081) is fixedly connected to the sensing cylinder (1084) by a fastening cover (1082). The fastening cover (1082) covers the sensing cylinder (1084), and the fastening cover (1082) and the sensing cylinder (1084) are evenly screwed together by multiple sets of fixing bolts (1083). The side wall of the lower pressure seat (1085) is S-shaped. The upper side of the inside of the sensing cylinder (1084) is provided with an S-shaped receiving groove. The lower pressure seat (1085) is fitted inside the receiving groove, and the lower pressure seat (1085) and the receiving groove are sealed by a sealing gasket (1088).
2. The thermostat structure for an engine cooling system according to claim 1, characterized in that: A valve seat (102) is provided in the middle of the positioning mounting base (104), and the valve seat (102) is adapted to the size of the main valve (106). At the same time, the main valve (106) moves upward to block the valve seat (102).
3. The thermostat structure for an engine cooling system according to claim 2, characterized in that: An arc-shaped sealing seat (1061) is provided on the outside of the main valve (106), and a sealing plate (1062) is fixedly installed on the outside of the arc-shaped sealing seat (1061). At the same time, a sealing groove (1063) is provided on the inner wall of the valve seat (102), and the size of the sealing groove (1063) is adapted to the arc-shaped sealing seat (1061).
4. The thermostat structure for an engine cooling system according to claim 3, characterized in that: The arc-shaped sealing seat (1061) moves upward and is fitted inside the sealing groove (1063), and the sealing groove (1063) and the arc-shaped sealing seat (1061) are sealed by a sealing piece (1062).
5. The thermostat structure for an engine cooling system according to claim 1, characterized in that: The high-temperature resistant airbag (1086) is wrapped around the outside of the reaction force shaft (1032), and the high-temperature resistant airbag (1086) is made of polyester fiber with a "U" shaped cross section.
6. The thermostat structure for an engine cooling system according to claim 1, characterized in that: The connecting shaft (1031) has a circular cross-section, and the bottom of the connecting shaft (1031) is fixed to the reaction force shaft (1032). At the same time, the length of the reaction force shaft (1032) is less than the height of the high temperature resistant airbag (1086).
7. The thermostat structure for an engine cooling system according to claim 6, characterized in that: The reaction force shaft (1032) has a square cross section, and four sets of force-bearing surfaces (1033) are evenly opened on the outer side of the reaction force shaft (1032), and all four sets of force-bearing surfaces (1033) are inclined.
8. An engine cooling system, characterized in that: The system includes an engine cooling system body port (1) and a thermostat structure for an engine cooling system as described in any one of claims 1-7; the engine cooling system body port (1) consists of a thermostat mounting base (2), a connecting pipe (3), a radiator (4), a cooling fan (5), a temperature sensor (6), a fan assembly (7), a coolant separator (8), and a water pump (9); the fan assembly (7) is mounted on the radiator (4), two sets of cooling fans (5) are mounted on the fan assembly (7), and a heat pipe and a temperature sensor (6) are mounted on the fan assembly (7); the thermostat body (10) is mounted on the thermostat mounting base (2), and the water pump (9) is mounted at the end of the thermostat mounting base (2); the coolant separator (8) is connected in series in the cooling circuit between the outlet of the radiator (4) and the inlet of the water pump (9) via the connecting pipe (3).