High-reliability integrated thermal management execution assembly

Abstract

The utility model relates to a high-reliability integrated type thermal management execution assembly, and belongs to the technical field of engine cooling systems, the high-reliability integrated type thermal management execution assembly comprises an engine cooling liquid receiving pipeline, a first thermostat, a connecting piece and a second thermostat, the first thermostat is installed on the engine cooling liquid receiving pipeline and used for controlling large and small circulation of cooling liquid, the second thermostat is installed on the connecting piece and used for controlling the cooling liquid to enter a warm air path, and the connecting piece is installed on the outer wall of the engine cooling liquid receiving pipeline. The method has the effect of improving the reliability and stability of the thermal management execution assembly.

Description

Technical Field

[0001] The present application relates to the technical field of engine cooling systems, and in particular to a high-reliability integrated thermal management execution component. Background Art

[0002] In the engine cooling system, the thermal management actuator is mainly used to control the flow path of the coolant. When the coolant temperature is low, the thermal management actuator will control the coolant to take the small circulation path; when the coolant temperature is high, the thermal management actuator will control the coolant to take the large circulation path. However, with the update of technology, some car manufacturers will also connect the coolant going to the warm air path to the engine cooling system.

[0003] In the related art, in order to adapt the coolant to the warm air path, an electric ball valve is installed in the engine cooling system to control the large and small circulation of the engine coolant and the coolant to the warm air path. The electric ball valve includes an outer shell, a valve core installed inside the outer shell to control the coolant path, and a motor gear set that drives the valve core to rotate. However, after long-term use, the gear set will wear and stagnate, and the stability and reliability are poor, which will lead to ETM failure alarm. Utility Model Content

[0004] In order to improve the reliability and stability of a thermal management execution component, the present application provides a high-reliability integrated thermal management execution component.

[0005] The present application provides a highly reliable integrated thermal management execution component, which adopts the following technical solution:

[0006] A high-reliability integrated thermal management execution component includes an engine coolant receiving pipe, a first thermostat, a connector and a second thermostat, wherein the engine coolant receiving pipe is connected to the path of the engine coolant, the first thermostat is installed on the engine coolant receiving pipe to control the large and small circulation of the coolant, the second thermostat is installed on the connector to control the coolant entering the warm air path, and the connector is installed on the outer wall of the engine coolant receiving pipe.

[0007] Preferably, a liquid outlet is provided on a side wall of the engine coolant receiving pipe, and the first thermostat is arranged at the liquid outlet.

[0008] Preferably, a lug block is provided on the outer wall of the engine coolant on the side where the liquid outlet is opened, a snap-in groove is provided on the outer wall of the lug block, and the first thermostat is snap-fitted and installed in the snap-in groove.

[0009] Preferably, a clamping leg is provided on one side of the first thermostat close to the support ear block, and a clamping hook which is clamped in the clamping groove is provided on the inner wall of the clamping leg.

[0010] Preferably, the second thermostat includes a bracket shell, a main valve cover installed inside the bracket shell and a return spring, the bracket shell is provided with an exhaust port connected to the warm air path pipe at one end away from the connecting piece, the main valve cover blocks the exhaust port, and the return spring is located between the main valve cover and the connecting piece and drives the main valve cover to always have a tendency to block the exhaust port.

[0011] Preferably, a bypass hole is provided on the inner wall of the discharge port; when the main valve cover blocks the discharge port, part of the coolant can enter the warm air path pipe through the bypass hole.

[0012] Preferably, a protrusion is provided on one side of the bracket shell where the discharge port is opened, which enables the bracket shell to form a gap with a matching component to facilitate part of the coolant to enter the warm air path pipe.

[0013] Preferably, a connecting ring is provided on the outer wall of the connecting member close to the bracket shell, the connecting ring is inserted into the bracket shell, a connecting hole is provided on the side of the connecting ring close to the bracket shell, the connecting hole passes through the connecting ring, and the connecting hole is located outside the connecting member.

[0014] Preferably, a connecting block is provided on the outer wall of the connecting ring, and an L-shaped connecting groove is provided on the inner wall of the bracket shell for the connecting block to be slidably inserted and rotated to be limited to the bracket shell.

[0015] Preferably, a T-block is provided on the outer wall of the engine coolant receiving pipe, an extension shell is provided on the outer wall of the connecting piece, and a T-slot for inserting the T-block is provided on the extension shell.

[0016] In summary, the present application includes at least one of the following beneficial technical effects:

[0017] 1. Replace the valve core and the motor gear set with the engine coolant receiving pipe, the first thermostat, the connector and the second thermostat. The first thermostat and the second thermostat can adaptively change the coolant flow path according to the coolant temperature to achieve large and small cycles and the amount of coolant going to the warm air path. The gear set will not be worn, and the reliability and stability of the thermal management actuator are high.

[0018] 2. The engine coolant receiving pipe, the first thermostat, the connecting piece and the second thermostat form a module, which can optimize multiple parts compared with the ball valve in the prior art, thereby making the production and assembly more efficient;

[0019] 3. The bypass hole and the protrusion on the bracket shell are arranged so that even if the second thermostat does not open the opening to the warm air path in the large cycle, part of the coolant can flow to the warm air path through the bypass hole and the gap formed by the protrusion in the small cycle, so that the warm air system also has some heat under normal circumstances. When the warm air system is turned on, the temperature of the warm air can be heated to the ideal temperature more quickly. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the assembly relationship of the thermal management execution components in the embodiment of the present application.

[0021] Figure 2 It is an exploded schematic diagram of the engine coolant receiving pipeline and the first thermostat in the embodiment of the present application.

[0022] Figure 3 It is a schematic diagram of the structure of the connecting member in the embodiment of the present application.

[0023] Figure 4 It is an exploded schematic diagram of the connecting member and the second thermostat in the embodiment of the present application.

[0024] Figure 5 It is a schematic diagram of the structure of the bracket shell in the embodiment of the present application.

[0025] Explanation of the reference numerals in the accompanying drawings: 1. Engine coolant receiving pipe; 11. Liquid inlet; 12. Liquid outlet; 13. Ear block; 14. Snap-in groove; 15. T-block; 2. First thermostat; 21. Snap-in foot; 22. Hook; 3. Connector; 31. Extension shell; 32. T-slot; 33. Connecting ring; 34. Connecting block; 4. Second thermostat; 41. Bracket shell; 42. Main valve cover; 43. Wax bag; 44. Push rod; 45. Return spring; 46. Discharge port; 47. Bypass hole; 48. Bump; 49. L-shaped connecting groove. DETAILED DESCRIPTION

[0026] The following is combined with Figure 1-5 This application is described in further detail.

[0027] The present application embodiment discloses a highly reliable integrated thermal management execution component. Figure 1The high-reliability integrated thermal management execution component includes an engine coolant receiving pipe 1, a first thermostat 2, a connector 3 and a second thermostat 4. The engine coolant receiving pipe 1, the first thermostat 2, the connector 3 and the second thermostat 4 are connected to form a module and placed inside an outer shell (not shown in the figure), and the outer shell is provided with a large circulation flow port connected to the large circulation of the engine cooling system, a small circulation flow port connected to the small circulation of the engine cooling system, and a warm air flow port connected to the warm air path. The engine coolant receiving pipe 1 is connected to the path of the engine coolant. The first thermostat 2 is installed on the engine coolant receiving pipe 1 to control the coolant inside the outer shell to be connected to the large circulation flow port or the small circulation flow port. The second thermostat 4 is installed on the connector 3 to control the coolant in the outer shell to enter the warm air path. The connector 3 is installed on the outer wall of the engine coolant receiving pipe 1.

[0028] Reference Figure 2 One end of the engine coolant receiving pipe 1 is provided with a liquid inlet 11 connected to the path of the engine coolant, and the coolant in the engine can enter the engine coolant receiving pipe 1 through the liquid inlet 11. A liquid outlet 12 is provided on the side wall of the engine coolant receiving pipe 1 away from the liquid inlet 11, and the first thermostat 2 is arranged at the liquid outlet 12.

[0029] Reference Figure 1 and Figure 2 , a lug block 13 is integrally formed on the outer wall of the engine coolant receiving pipe 1 on the side where the liquid outlet 12 is opened, and a clamping leg 21 that can be clamped and installed on the lug block 13 is provided on the side of the first thermostat 2 close to the lug block 13. There are multiple lug blocks 13, and the multiple lug blocks 13 are arranged at intervals around the liquid outlet 12; similarly, there are also multiple clamping legs 21, and the number of clamping legs 21 is consistent with the number of lug blocks 13 and corresponds one to one. In this embodiment, it is preferred that three lug blocks 13 are provided, and three clamping legs 21 are also provided. The following takes the installation structure of one clamping leg 21 and the lug block 13 as an example for explanation.

[0030] The lug block 13 extends in the direction close to the first thermostat 2, while the clamping leg 21 extends in the direction close to the engine coolant receiving pipe 1. A clamping groove 14 is provided on the outer wall of the lug block 13, and the clamping groove 14 penetrates the lug block 13 along the opening direction; a hook 22 is formed on the inner wall of the clamping leg 21, and the hook 22 will be inserted into the clamping groove 14, and the spring in the first thermostat 2 will be close to the engine coolant receiving pipe 1 and will be pressed against the engine coolant receiving pipe 1, so that the clamping leg 21 is hooked in the clamping groove 14 on the lug block 13 and clamped and limited in the clamping groove 14. This makes the assembly of the first thermostat 2 and the engine coolant receiving pipe 1 more convenient. In addition, if the coolant temperature in the outer shell is high, the main valve of the first thermostat 2 is driven to open to achieve a large circulation of the coolant, and the first thermostat 2 will not completely block the liquid outlet 12.

[0031] Reference Figure 2 and Figure 3 An extension shell 31 is integrally formed on the outer wall of one side of the connector 3, and a T-block 15 is integrally formed on the outer wall of the engine coolant receiving pipe 1 on the side where the liquid inlet 11 is opened. A T-slot 32 for inserting the T-block 15 is opened on the extension shell 31. The T-slot 32 does not penetrate the extension shell 31 along the insertion direction of the T-block 15, and then when the connector 3 is installed on the engine coolant receiving pipe 1, it only needs to insert the T-block 15 into the T-slot 32.

[0032] Reference Figure 3 and Figure 4 The end of the connecting member 3 away from the extension shell 31 is integrally formed with a connecting ring 33, the inner diameter of the connecting ring 33 is larger than the outer diameter of the connecting member 3, and a connecting rib is integrally formed between the connecting member 3 and the connecting ring 33, and the connecting member 3 and the connecting ring 33 are connected together through the connecting rib. There are multiple connecting ribs, and the multiple connecting ribs are arranged circumferentially at intervals inside the connecting ring 33. If the through hole between two adjacent connecting ribs is a connecting hole, there are multiple connecting holes. The second thermostat 4 is connected to the connecting ring 33.

[0033] Reference Figure 4 and Figure 5The second thermostat 4 includes a support shell 41, a main valve cover 42, a wax bag 43, a push rod 44 and a return spring 45. The main valve cover 42, the wax bag 43, the push rod 44 and the return spring 45 are all located inside the support shell 41. The end of the support shell 41 away from the connecting piece 3 is provided with an exhaust port 46 connected to the warm air path pipe. One end of the push rod 44 is inserted into the wax bag 43 and the other end is fixedly installed at the exhaust port 46 inside the support shell 41. The main valve cover 42 is sleeved on the wax bag 43 and moves synchronously with the wax bag 43. The main valve cover 42 blocks the exhaust port 46. The return spring 45 is located between the main valve cover 42 and the connecting ring 33 and drives the main valve cover 42 to have a tendency to block the exhaust port 46. One end of the return spring 45 abuts against the main valve cover 42; the other end abuts against multiple connecting ribs in the connecting ring 33.

[0034] A bypass hole 47 is provided on the inner wall of the discharge port 46. A plurality of bypass holes 47 are provided, and the plurality of bypass holes 47 are arranged at intervals in the circumferential direction of the discharge port 46. When the main valve cover 42 blocks the discharge port 46, part of the coolant can enter the warm air path pipe through the bypass hole 47 to preheat the warm air system. A protrusion 48 is provided on one side of the bracket shell 41 where the discharge port 46 is provided, so that the bracket shell 41 can form a gap with the matching parts to facilitate part of the coolant to enter the warm air path pipe. In the case of a small cycle, part of the coolant can also flow to the warm air path through the bypass hole 47 and the gap formed by the protrusion 48.

[0035] Reference Figure 4 and Figure 5 The outer wall of the connecting ring 33 is integrally formed with a connecting block 34, and the inner wall of the bracket shell 41 is provided with an inverted L-shaped connecting groove 49 for the connecting block 34 to slide into and rotate to be limited to the bracket shell 41. After the connecting ring 33 is inserted into the bracket shell 41, the connecting block 34 is first located in the vertical groove of the L-shaped connecting groove 49, and then the bracket shell 41 is rotated to make the connecting block 34 located in the horizontal groove of the L-shaped connecting groove 49.

[0036] The implementation principle of a highly reliable integrated thermal management actuator in the embodiment of the present application is as follows: the valve core and the motor gear set are replaced with the engine coolant receiving pipe 1, the first thermostat 2, the connector 3 and the second thermostat 4. The first thermostat 2 and the second thermostat 4 can adaptively change the coolant flow path according to the temperature of the coolant to achieve large and small cycles and the amount of coolant going to the warm air path. There will be no wear of the gear set, and the reliability and stability of the thermal management actuator are high. The bypass hole 47 and the protrusion 48 on the frame shell are set so that even if the second thermostat 4 does not open the opening to the warm air path during the large cycle, part of the coolant can flow to the warm air path through the bypass hole 47 and the gap formed by the protrusion 48 during the small cycle, so that the warm air system also has some heat under normal circumstances. When the warm air system is turned on, the temperature of the warm air can be heated to the ideal temperature more quickly.

[0037] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A highly reliable integrated thermal management actuator, characterized in that: The invention comprises an engine coolant receiving pipe (1), a first thermostat (2), a connecting piece (3) and a second thermostat (4); the engine coolant receiving pipe (1) is connected to the path of the engine coolant; the first thermostat (2) is installed on the engine coolant receiving pipe (1) to control the circulation of the coolant; the second thermostat (4) is installed on the connecting piece (3) to control the coolant to enter the warm air path; the connecting piece (3) is installed on the outer wall of the engine coolant receiving pipe (1).

2. A high-reliability integrated thermal management actuator according to claim 1, characterized in that: A liquid outlet (12) is provided on the side wall of the engine coolant receiving pipe (1), and the first thermostat (2) is arranged at the liquid outlet (12).

3. A high-reliability integrated thermal management actuator according to claim 2, characterized in that: A lug block (13) is provided on the outer wall of the engine coolant receiving pipe (1) on the side where the liquid outlet (12) is opened, and a clamping groove (14) is provided on the outer wall of the lug block (13), and the first thermostat (2) is clamped and installed in the clamping groove (14).

4. A high-reliability integrated thermal management actuator according to claim 3, characterized in that: A clamping leg (21) is provided on one side of the first thermostat (2) close to the support ear block (13), and a clamping hook (22) is provided on the inner wall of the clamping leg (21) for clamping into the clamping groove (14).

5. The high-reliability integrated thermal management actuator according to claim 1, characterized in that: The second thermostat (4) comprises a support shell (41), a main valve cover (42) installed inside the support shell (41), and a return spring (45); an end of the support shell (41) facing away from the connecting piece (3) is provided with an exhaust port (46) connected to the warm air path pipe; the main valve cover (42) blocks the exhaust port (46); the return spring (45) is located between the main valve cover (42) and the connecting piece (3) and drives the main valve cover (42) to always have a tendency to block the exhaust port (46).

6. A high-reliability integrated thermal management actuator according to claim 5, characterized in that: A bypass hole (47) is provided on the inner wall of the discharge port (46); When the main valve cover (42) blocks the discharge port (46), part of the coolant can enter the warm air path pipe through the bypass hole (47).

7. The high-reliability integrated thermal management actuator according to claim 6, characterized in that: A protrusion (48) is provided on one side of the bracket shell (41) where the discharge port (46) is opened, so that a gap can be created between the bracket shell (41) and a matching component to facilitate partial coolant to enter the warm air path pipe.

8. The high-reliability integrated thermal management actuator according to claim 7, characterized in that: A connecting ring (33) is provided on the outer wall of the connecting member (3) on the side close to the bracket shell (41); the connecting ring (33) is inserted into the bracket shell (41); a connecting hole is provided on the side of the connecting ring (33) close to the bracket shell (41); the connecting hole passes through the connecting ring (33); and the connecting hole is located outside the connecting member (3).

9. The high-reliability integrated thermal management actuator according to claim 8, characterized in that: A connecting block (34) is provided on the outer wall of the connecting ring (33), and an L-shaped connecting groove (49) is provided on the inner wall of the bracket shell (41) for the connecting block (34) to be slidably inserted and rotated to be located on the bracket shell (41).

10. The high-reliability integrated thermal management actuator according to claim 9, characterized in that: A T-block (15) is arranged on the outer wall of the engine coolant receiving pipe (1), an extension shell (31) is arranged on the outer wall of the connecting piece (3), and a T-slot (32) for inserting the T-block (15) is provided on the extension shell (31).

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