Thermostatic control valve for automobile thermal management

Abstract

The utility model provides a thermostatic control valve for automobile thermal management, and belongs to the technical field of engine thermal management. The problem that an existing driving mechanism absorbs heat of a shell to be heated, and use stability is affected is solved. The thermostatic control valve for automobile thermal management comprises a valve body, a valve rod and an actuator, one end of the valve rod penetrates into the valve body, the actuator comprises a shell and an actuating element arranged in the shell, a mounting seat is fixed to the side, facing the actuator, of the outside of the valve body, the other end of the valve rod penetrates through the mounting seat and is connected with the actuator, and the actuator is connected with the valve body. A plurality of protruding columnar connecting columns distributed at intervals are arranged on the side, facing the outer shell, of the installation base, the outer shell is fixed to the connecting columns, a heat dissipation gap is formed between the outer shell and the installation base, and protruding heat dissipation ribs are further arranged on the side, facing the outer shell, of the installation base. And a gap is formed between the heat dissipation ribs and the outer side surface of the shell. The thermostatic control valve for automobile thermal management has the advantage of good use stability.

Description

Technical Field

[0001] The utility model belongs to the technical field of engine thermal management and relates to a thermostatic control valve for automobile thermal management. Background Art

[0002] The normal operating temperature of the engine is 80℃-90℃. The car is equipped with an engine thermal management module to control the flow of coolant. When the engine temperature is high, it can cool the engine and keep the engine working at a suitable temperature, that is, the engine works at a constant temperature of 80℃-90℃. Therefore, the engine thermal management module is also called the engine's thermostatic control valve, and the thermostatic control valve is equipped with an electronically controlled actuator.

[0003] For example, people have designed a flow control valve and a cooling system, and applied for a Chinese patent, the application number of which is: 201780016629.7; the authorization announcement number is: CN108779865B; the flow control valve and the cooling system include a housing, the housing has a valve core receiving portion, a main communicating hole, a first secondary communicating hole and a second secondary communicating hole, the valve core receiving portion is formed into a hollow shape by the housing peripheral wall, the main communicating hole is formed in the housing peripheral wall, so that the valve core receiving portion is connected to the outside for fluid circulation, the first secondary communicating hole is formed in the housing peripheral wall, and the valve core receiving portion is connected to the outside for fluid circulation. A connecting hole is formed in the peripheral wall of the housing so that the valve core accommodating part is connected to the outside for fluid circulation, and the second secondary connecting hole is formed in the peripheral wall of the housing so that the valve core accommodating part is connected to the outside for fluid circulation; the valve core has a fluid inlet part, a main opening part, a first secondary opening part and a second secondary opening part, the fluid inlet part is formed into a hollow shape by the peripheral wall of the valve core, the main opening part is formed in the peripheral wall of the valve core so that the fluid inlet part is connected to the main connecting hole, and the first secondary opening part is formed in the peripheral wall of the valve core so that the fluid inlet part is connected to the first secondary connecting hole , a second secondary opening is formed in the peripheral wall of the valve core, so that the fluid inflow portion and the second secondary communication hole are connected, the valve core is set to form a gap portion between the inner peripheral surface in the valve core housing and the outer peripheral surface of the valve core peripheral wall; a driving mechanism, the driving mechanism drives the valve core to rotate; and a sealing component, the sealing component inhibits fluid leakage from the main communication hole or the main opening to the gap portion, regardless of the rotation position of the valve core, the valve core connects the first secondary communication hole and the first secondary opening portion, according to the rotation position of the valve core, the valve core changes the connection state between the main communication hole and the main opening portion, and the connection state between the second secondary communication hole and the second secondary opening portion, the valve core causes pressure loss to the fluid leaking from the valve core housing portion through the gap portion to the second secondary communication hole through the gap portion, and when the main communication hole and the main opening portion are connected and the second secondary communication hole and the second secondary opening portion are not connected, the amount of fluid leakage to the second secondary communication hole is set according to the amount allowed in the device connected to the main communication hole. Wherein, the driving mechanism is fixed in close contact with the outer wall of the housing.

[0004] However, when the automobile engine is working, heat is generated, and the flow control valve needs to control the coolant to cool the engine. When the coolant cools the engine, it absorbs heat and causes the temperature of the coolant to rise. When the coolant flows through the housing of the flow control valve, the heat of the coolant will cause the housing temperature to rise. The above-mentioned drive mechanism is fixed tightly against the outer wall of the housing, and it will inevitably absorb the temperature of the housing and heat up. The drive mechanism is provided with components such as a motor, a circuit board, and a gear set. The temperature rise of the drive mechanism will affect the performance of the electronic components on the circuit board in the drive mechanism and affect the stability of the use of the drive mechanism. Utility Model Content

[0005] The utility model aims to solve the above problems in the prior art and proposes a thermostatic control valve for automobile thermal management, which solves the problem that the existing drive mechanism absorbs the heat of the shell and heats up, thus affecting the stability of use.

[0006] The purpose of the utility model can be achieved through the following technical solutions:

[0007] A thermostatic control valve for automotive thermal management, comprising a valve body, a valve stem with one end inserted into the valve body, and an actuator, wherein the actuator comprises a shell and an actuator arranged in the shell, and is characterized in that a mounting seat is fixed to the side of the valve body facing the actuator, the other end of the valve stem passes through the mounting seat and is connected to the actuator, the mounting seat has a plurality of protruding columnar connecting columns distributed at intervals on the side facing the shell, the shell is fixed on the plurality of connecting columns and a heat dissipation gap is formed between the shell and the mounting seat, and the mounting seat has a protruding heat dissipation rib on the side facing the shell, and there is a distance between the heat dissipation rib and the outer side surface of the shell.

[0008] In the thermostatic control valve of the present automobile thermal management, the actuator having a housing and an actuator is fixed to the mounting seat through a protruding connecting column, and then fixed outside the valve body, so that a heat dissipation gap is left between the housing and the mounting seat, that is, the actuator does not directly abut against the outside of the valve body, reducing the direct conduction of heat from the valve body to the actuator, and avoiding the actuator from forming a high temperature state. Moreover, the existence of the heat dissipation gap and the spacing distribution of the connecting column can enable the hot air between the actuator and the valve body to diffuse outward quickly, so that the actuator and the valve body can be cooled quickly. The setting of the heat dissipation ribs can not only increase the structural strength of the mounting seat, but also has the effect of increasing the heat dissipation area, and the spacing between the heat dissipation ribs and the housing ensures that the heat dissipation ribs will not affect the heat dissipation of the heat dissipation gap. Through the above means, the actuator in the thermostatic control valve of the present automobile thermal management will not absorb a large amount of heat from the valve body, so that the working performance of the actuator is stable.

[0009] In the above-mentioned thermostatic control valve for automobile thermal management, the outer side of the housing has a plurality of flat lugs, the number of the lugs is the same as the connecting column and the two abut against each other in a one-to-one correspondence, and the housing is fixed to the connecting column by fasteners passing through the lugs. The flat lugs abut against the connecting column, making the connection between the housing and the mounting seat more stable.

[0010] In the above-mentioned thermostatic control valve for automobile thermal management, the edges of the mounting seat at the several connecting columns all have a plate-shaped blocking portion protruding upward, and one end of the blocking portion facing the shell protrudes from the end of the connecting column facing the shell, and there is a spacing between the several blocking portions. The blocking portion protrudes from the connecting column, which means that the protrusion of the blocking portion from the side wall of the mounting seat is greater than the protrusion of the connecting column, so that the blocking portion is more protruding than the connecting column. When the shell is located above the mounting seat, the upper end of the blocking portion is higher than the upper end of the connecting column, which is used to block the lug on the shell, so as to facilitate the alignment of the holes when the lug and the connecting column are connected.

[0011] In the above-mentioned thermostatic control valve for automobile thermal management, a through hole is formed through the mounting seat, the valve stem passes through the through hole, and the number of the heat dissipation ribs is several and radiates outward from the through hole as the center. The radiation of the heat dissipation ribs improves the strength at the through hole.

[0012] In the above-mentioned thermostatic control valve for automobile thermal management, the mounting seat has a protruding annular boss around the through hole on one side of the housing, and several heat dissipation ribs are long strips and one end of several heat dissipation ribs is connected to the boss as a whole, and the other end of at least one heat dissipation rib is connected to the side of the connecting column as a whole. The setting of the boss strengthens the strength of the through hole, and the two ends of the heat dissipation rib are respectively connected to the boss and the connecting column as a whole, further improving the strength of the entire mounting seat.

[0013] Compared with the prior art, the actuator in the thermostatic control valve of the automotive thermal management is not directly in contact with the outer side of the valve body, which reduces the direct conduction of heat from the valve body to the actuator and avoids the actuator from forming a high-temperature state; and the existence of the heat dissipation gap and the spaced distribution of the connecting columns allow the hot air between the actuator and the valve body to diffuse outward quickly, allowing the actuator and the valve body to cool down quickly, thus avoiding the actuator absorbing a large amount of heat from the valve body and affecting the stable operation of the actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a structural schematic diagram of the thermostatic control valve of the automotive thermal management.

[0015] Figure 2 It is a schematic diagram of the cross-sectional structure of the thermostatic control valve of the automotive thermal management.

[0016] Figure 3 It is a structural schematic diagram of a mounting seat in a thermostatic control valve for thermal management of an automobile.

[0017] In the figure, 1, valve body; 2, valve stem; 3, actuator; 31, housing; 32, actuator; 33, lug; 4, mounting seat; 41, connecting column; 42, heat dissipation rib; 43, blocking part; 44, through hole; 45, boss; 46, heat dissipation gap; 5, fastener. DETAILED DESCRIPTION

[0018] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0019] like Figure 1 and Figure 2 As shown, the thermostatic control valve for automobile thermal management comprises a valve body 1, a valve core arranged in the valve body 1, a valve stem 2 having one end inserted into the valve body 1 and fixed to the valve core, and an actuator 3 arranged outside the valve body 1 and connected to the other end of the valve stem 2. In this embodiment, the valve core and the valve stem 2 are connected as one body.

[0020] Among them, a disc-shaped mounting seat 4 is fixed to the side of the valve body 1 facing the actuator 3 by several screws. A through hole 44 is penetrated through the mounting seat 4. The other end of the valve stem 2 passes through the through hole 44 and is connected to the actuator 3. The actuator 3 includes a shell 31 and an actuator 32 arranged in the shell 31.

[0021] Specifically, the mounting base 4 has a plurality of cylindrical connecting posts 41 protruding on one side of the housing 31, and the plurality of connecting posts 41 are circumferentially spaced around the through hole 44. The outer side of the housing 31 has a plurality of flat lugs 33, and the number of the lugs 33 is the same as that of the connecting posts 41, and the two are in one-to-one correspondence with each other. The housing 31 is fixed to the connecting posts 41 by a plurality of fasteners 5 passing through the lugs 33. In this embodiment, the number of the connecting posts 41, the lugs 33, and the fasteners 5 are all three, and the fasteners 5 are screws.

[0022] Except for the lug 33 abutting against the connecting column 41, other positions of the housing 31 are spaced apart from the mounting base 4 to form a heat dissipation gap 46. The mounting base 4 also has a plurality of protruding long heat dissipation ribs 42 on the side facing the housing 31, and there is a space between the heat dissipation ribs 42 and the outer side of the housing 31.

[0023] like Figure 3As shown, in the present embodiment, there are several heat dissipation ribs 42 and they radiate radially outward with the through hole 44 as the center; the mounting base 4 has a protruding annular boss 45 around the through hole 44 on the side facing the outer shell 31, and one end of several heat dissipation ribs 42 is connected to the boss 45 as a whole, and the other ends of three heat dissipation ribs 42 are respectively connected to the side portions of three connecting columns 41 one by one.

[0024] The edges of the mounting base 4 located at several connecting columns 41 are provided with upwardly protruding plate-shaped blocking portions 43, that is, the number of the blocking portions 43 is three, and the ends of the three blocking portions 43 facing the outer shell 31 are all beyond the ends of the connecting columns 41 facing the outer shell 31, and there are spacings between the three blocking portions 43, that is, the three blocking portions 43 are not connected to each other.

[0025] In the thermostatic control valve for automobile thermal management, the actuator 32 is an existing component. The actuator 3 having the housing 31 and the actuator 32 is fixed to the mounting seat 4 through the lug 33 and the protruding connecting column 41, and then fixed to the outside of the valve body 1, so that a heat dissipation gap 46 is left between the housing 31 and the mounting seat 4, that is, the actuator 3 does not directly abut against the outside of the valve body 1, reducing the direct conduction of heat from the valve body 1 to the actuator 3, and avoiding the actuator 3 from forming a high temperature state. Moreover, the existence of the heat dissipation gap 46 and the spaced distribution of the connecting column 41 can enable the hot air between the actuator 3 and the valve body 1 to diffuse outward quickly, so that the temperature between the actuator 3 and the valve body 1 can be quickly reduced.

[0026] The specific embodiments described herein are merely examples of the spirit of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in similar ways, but they will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. A thermostatic control valve for automobile thermal management, comprising a valve body (1), a valve stem (2) with one end inserted into the valve body (1), and an actuator (3), wherein the actuator (3) comprises a housing (31) and an actuator element (32) arranged in the housing (31), characterized in that: A mounting seat (4) is fixed on the side of the valve body (1) facing the actuator (3); the other end of the valve stem (2) passes through the mounting seat (4) and is connected to the actuator (3); the mounting seat (4) has a plurality of protruding columnar and spaced connection posts (41) on the side facing the shell (31); the shell (31) is fixed on the plurality of connection posts (41) and a heat dissipation gap (46) is formed between the shell (31) and the mounting seat (4); the mounting seat (4) has a protruding heat dissipation rib (42) on the side facing the shell (31), and there is a distance between the heat dissipation rib (42) and the outer side surface of the shell (31).

2. The thermostatic control valve for automotive thermal management according to claim 1, characterized in that: The outer side of the shell (31) has a plurality of flat lugs (33), the number of the lugs (33) is the same as the number of the connecting posts (41), and the two are in one-to-one correspondence with each other, and the shell (31) is fixed to the connecting posts (41) by fasteners (5) passing through the lugs (33).

3. The thermostatic control valve for automotive thermal management according to claim 2, characterized in that: The edges of the mounting seat (4) located at the plurality of connecting posts (41) all have a plate-shaped blocking portion (43) protruding upward, and one end of the blocking portion (43) facing the outer shell (31) protrudes from the end of the connecting post (41) facing the outer shell (31), and there is a spacing between the plurality of blocking portions (43).

4. The thermostatic control valve for automotive thermal management according to claim 1, 2 or 3, characterized in that: The mounting seat (4) is provided with a through hole (44), the valve stem (2) passes through the through hole (44), and the heat dissipation ribs (42) are multiple in number and radiate outwards with the through hole (44) as the center.

5. The thermostatic control valve for automotive thermal management according to claim 4, characterized in that: The mounting seat (4) has a protruding annular boss (45) around the through hole (44) on one side facing the housing (31); the plurality of heat dissipation ribs (42) are all in the shape of long strips and one end of the plurality of heat dissipation ribs (42) is integrally connected to the boss (45); the other end of at least one heat dissipation rib (42) is integrally connected to the side of the connecting column (41).

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