Automobile cooling loop control valve

Abstract

The utility model provides an automobile cooling loop control valve which comprises a tubular column-shaped valve body, a valve port is arranged at one end of a tubular cavity of the valve body, a blocking component is arranged at the other end of the tubular cavity of the valve body, a spherical valve core is arranged in the tubular cavity of the valve body between the valve port and the blocking component, and a passage communicated with the inside and the outside of the tubular cavity of the valve body is arranged at the blocking component. The valve port comprises valve port convex surfaces which are arranged at intervals in the circumferential direction, a valve port concave part is formed between every two adjacent valve port convex surfaces, and when the spherical valve element is in contact fit with the valve port convex surfaces, a space space between the spherical surface of the spherical valve element and the valve port concave part forms a conducting channel, so that the degassing function is achieved, and meanwhile the phenomenon that water flows through a pipeline is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile accessories, and particularly relates to an automobile cooling circuit control valve. Background Art

[0002] The current automotive thermal management system has many components, which leads to a significant increase in the number of pipelines. The interconnection between system pipelines will cause gas and liquid cross-talk between different systems. For fuel vehicles, when the engine is cold-started and a small cycle is started at low temperature, some of the hot water in the engine will flow into the expansion tank through the degassing pipe. This situation has a negative impact during the cold start phase, causing the engine water temperature to rise slowly; for hybrid and pure electric vehicles, under high temperature conditions, the water in the battery cooling system will enter the heating system through the degassing pipe, resulting in low battery cooling efficiency, or the water in the heating system will enter the low-temperature system, which will also cause heat loss in the heating system and low heating efficiency. Utility Model Content

[0003] The utility model provides an automobile cooling circuit control valve, which aims to meet the degassing function and reduce the occurrence of water leakage in pipelines.

[0004] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0005] A vehicle cooling circuit control valve comprises a tubular valve body, wherein the valve body has a valve port at one end of the lumen of the valve body and a blocking member at the other end, a spherical valve core is located in the lumen of the valve body between the valve port and the blocking member, a passage connecting the inside and outside of the lumen of the valve body is provided at the blocking member, the valve port comprises circumferentially spaced valve port convex surfaces, and a valve port concave portion is formed between adjacent valve port convex surfaces, and when the spherical valve core contacts and cooperates with the valve port convex surface, the space between the spherical surface of the spherical valve core and the valve port concave portion forms a conducting passage.

[0006] In the above scheme, there is a valve port at one end of the lumen of the valve body and a blocking component at the other end. The blocking component restricts the spherical valve core within the lumen of the valve body. When the spherical valve core contacts and cooperates with the convex surface of the valve port, the spacing space between the spherical surface of the spherical valve core and the concave portion of the valve port constitutes a conduction path, thereby achieving normal passage of gas when the spherical valve core contacts and cooperates with the convex surface of the valve port under the thrust of the degassing pipe, and very little liquid overflows, thereby playing the role of liquid throttling and reducing the occurrence of water seepage in the pipeline. When the spherical valve core and the convex surface of the valve port are not in contact, normal conduction can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 , 2 They are respectively three-dimensional schematic diagrams of the utility model observed from both ends;

[0008] Figure 3 It is a schematic diagram of the internal perspective of the utility model;

[0009] Figure 4 It is a cross-sectional view of the utility model. DETAILED DESCRIPTION

[0010] like Figures 1 to 4 The automobile cooling circuit control valve shown in the figure includes a tubular valve body 10, wherein the valve body 10 has a valve port 11 at one end of the lumen and a blocking member 30 at the other end, a spherical valve core 20 is located in the lumen of the valve body 10 between the valve port 11 and the blocking member 30, and a passage connecting the inside and outside of the lumen of the valve body 10 is provided at the blocking member 30, the valve port 11 includes circumferentially spaced valve port convex surfaces 111, and valve port concave portions 112 are formed between adjacent valve port convex surfaces 111, and when the spherical valve core 20 is in contact with the valve port convex surface 111, the space between the spherical surface of the spherical valve core 20 and the valve port concave portion 112 forms a conducting passage.

[0011] The cooling circuit control valve in the above scheme is usually installed in the engine degassing pipe and the radiator degassing pipe. The valve body 10 has a valve port 11 at one end of the lumen and a blocking member 30 at the other end. The spherical valve core 20 is located in the lumen of the valve body 10 between the valve port 11 and the blocking member 30. During the normal operation of the system, when reverse degassing occurs, a certain amount of water in the degassing pipe impacts the spherical valve core 20. When the spherical valve core 20 contacts and cooperates with the convex surface 111 of the valve port under the action of the impact thrust, the valve port 11 is in a throttling state, and very little liquid overflows from the conduction passage between the spherical surface of the spherical valve core 20 and the concave portion 112 of the valve port, thereby playing the role of liquid throttling. The gas generated during the operation of the system can smoothly enter the expansion tank through the conduction passage, thereby achieving a dynamic degassing function. When the spherical valve core 20 contacts and cooperates with the convex surface 111 of the valve port under the action of the reverse impact thrust, the valve body 10 is in a conducting state, and the valve body 10 has the function of normally conveying fluid.

[0012] The aperture of the outer end of the valve port 11 is small, and the aperture of the inner end is large, and the valve port convex surface 111 is arranged at the large aperture section of the valve port 11. In the above scheme, the aperture of the valve port 11 is smaller than the diameter of the spherical valve core 20, so that the spherical valve core 20 can move in the lumen of the valve body 10 between the valve port 11 and the blocking member 30. The flow rate of the conduction path formed by the space between the spherical surface of the spherical valve core 20 and the valve port concave portion 112 can be adjusted by adjusting the height of the valve port convex surface 111 according to the actual needs of the system.

[0013] Preferably, the valve port convex surface 111 is a spherical surface that matches the spherical surface of the spherical valve core 20 , so that the spherical valve core 20 fits tightly with the valve port convex surface 111 to prevent liquid from leaking from the fitting point between the valve port convex surface 111 and the spherical valve core 20 .

[0014] Furthermore, the blocking member 30 is a cylindrical blocking rod inserted on the valve body 10 to prevent the spherical valve core 20 from coming out. In the above scheme, the blocking member 30 can be in a mesh or rod shape. In this scheme, a cylindrical blocking rod is inserted on the valve body 10 to limit the spherical valve core 20, and while preventing the spherical valve core 20 from coming out, the impact on the flow in the valve body 10 is minimized.

[0015] Preferably, in order to ensure uniform matching between the valve port convex surface 111 and the spherical valve core 20 , the valve port convex surfaces 111 are three circumferentially spaced apart from each other on the inner conical surface of the valve port 11 .

[0016] The valve body 10 of the preferred embodiment of the present invention has a simple structure and is easy to manufacture, and can be directly formed by integral injection molding.

Claims

1. An automobile cooling circuit control valve, characterized in that: The invention comprises a tubular valve body (10), wherein the lumen of the valve body (10) has a valve port (11) at one end thereof and a blocking member (30) at the other end thereof, a spherical valve core (20) being located in the lumen of the valve body (10) between the valve port (11) and the blocking member (30), a passage connecting the inside and outside of the lumen of the valve body (10) being provided at the blocking member (30), the valve port (11) comprising circumferentially spaced valve port convex surfaces (111), a valve port concave portion (112) being formed between adjacent valve port convex surfaces (111), and when the spherical valve core (20) is in contact with the valve port convex surface (111), the space between the spherical surface of the spherical valve core (20) and the valve port concave portion (112) forms a conducting passage.

2. The automotive cooling circuit control valve according to claim 1, characterized in that: The aperture of the outer end of the valve port (11) is small, and the aperture of the inner end is large, and the valve port convex surface (111) is arranged at the large aperture section of the valve port (11).

3. The automotive cooling circuit control valve according to claim 2, characterized in that: The valve port convex surface (111) is a spherical surface that matches the spherical surface of the spherical valve core (20).

4. The cooling circuit control valve according to claim 1, characterized in that: The blocking component (30) is a cylindrical blocking rod inserted on the valve body (10) and used to block the spherical valve core (20) from falling out.

5. The automotive cooling circuit control valve according to claim 3, characterized in that: The valve port convex surfaces (111) are three circumferentially spaced inner conical surfaces of the valve port (11).

6. The automotive cooling circuit control valve according to claim 1, characterized in that: The valve body (10) is integrally injection molded.

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