CN110954237A - Engine coolant temperature sensor and vehicle - Google Patents
Engine coolant temperature sensor and vehicle Download PDFInfo
- Publication number
- CN110954237A CN110954237A CN201911159222.7A CN201911159222A CN110954237A CN 110954237 A CN110954237 A CN 110954237A CN 201911159222 A CN201911159222 A CN 201911159222A CN 110954237 A CN110954237 A CN 110954237A
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- terminal
- reset switch
- electromagnet
- temperature sensor
- coolant temperature
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
- G01K7/00—Measuring temperature based on the use of electric or magnetic elements directly sensitive to heat ; Power supply therefor, e.g. using thermoelectric elements
- G01K7/16—Measuring temperature based on the use of electric or magnetic elements directly sensitive to heat ; Power supply therefor, e.g. using thermoelectric elements using resistive elements
- G01K7/22—Measuring temperature based on the use of electric or magnetic elements directly sensitive to heat ; Power supply therefor, e.g. using thermoelectric elements using resistive elements the element being a non-linear resistance, e.g. thermistor
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
- G01K1/00—Details of thermometers not specially adapted for particular types of thermometer
- G01K1/08—Protective devices, e.g. casings
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- General Physics & Mathematics (AREA)
- Nonlinear Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Measuring Temperature Or Quantity Of Heat (AREA)
Abstract
The utility model discloses an engine coolant temperature sensor belongs to the car field. This engine coolant temperature sensor includes first terminal, second terminal, thermistor, electro-magnet and reset switch, and thermistor's one end and first terminal electricity are connected, and the electro-magnet has first wiring end and second wiring end, and first wiring end is connected with the second terminal electricity, and the second wiring end is connected with thermistor's the other end and reset switch's one end electricity, and reset switch's the other end and first terminal electricity are connected. When the current does not exceed the current threshold, the thermistor normally works, when the current exceeds the current threshold, the electromagnet adsorbs the reset switch to close the reset switch, and the thermistor is short-circuited after the reset switch is closed. When the current decreases again to a value not exceeding the current threshold, the reset switch is turned off again, so that the thermistor is switched on again. So prevent the soldering tin melting that the electric current too big arouses, avoided engine coolant temperature sensor to become invalid, be favorable to ensureing that the vehicle normally works.
Description
Technical Field
The disclosure relates to the field of automobile manufacturing, in particular to an engine coolant temperature sensor and a vehicle.
Background
The coolant temperature of an automobile engine is an important parameter for an electronic engine control module to correct the fuel injection amount and ignition timing of the engine, and is usually monitored in real time by an engine coolant temperature sensor installed at an engine water outlet.
The engine coolant temperature sensor mainly comprises two terminals and an NTC (Negative temperature coefficient) thermistor, and two ends of the thermistor are respectively connected with the two terminals through leads. The engine coolant temperature sensor is connected with the traveling computer. Usually, the driving computer provides a 5V power supply voltage to the engine coolant temperature sensor, and since the resistance value of the thermistor changes along with the change of the temperature, the driving computer can determine the coolant temperature by acquiring the current of the engine coolant temperature sensor.
Since both ends of the thermistor are usually connected to the lead wires by solder, the current of the engine coolant temperature sensor may become too large when the engine is started or the wire harness is short-circuited, which may cause the solder at both ends of the thermistor to melt. Solder melting can have two consequences, one is the thermistor coming off and the other is the short circuit caused by the solder flowing together at both ends. Both of these conditions can cause the engine coolant temperature sensor to fail, thereby affecting the proper operation of the vehicle.
Disclosure of Invention
The embodiment of the disclosure provides an engine coolant temperature sensor and a vehicle, which can avoid the failure of the engine coolant temperature sensor and ensure the normal work of the vehicle. The technical scheme is as follows:
in one aspect, the present disclosure provides an engine coolant temperature sensor, including a first terminal, a second terminal, and a thermistor, one end of the thermistor is electrically connected to the first terminal, and further including an electromagnet and a reset switch that are mutually engaged, where the electromagnet has a first terminal and a second terminal, the first terminal is electrically connected to the second terminal, the second terminal is electrically connected to the other end of the thermistor and one end of the reset switch, the other end of the reset switch is electrically connected to the first terminal, and the reset switch is configured to be opened if a current flowing through the electromagnet does not exceed a current threshold, and to be closed under an effect of the electromagnet if the current flowing through the electromagnet exceeds the current threshold.
Optionally, a first protective housing is included for housing the electromagnet and the reset switch.
Optionally, the electromagnetic distance adjusting device further comprises an interval adjusting rod, the interval adjusting rod is movably inserted into the first protective shell, the moving direction of the interval adjusting rod is consistent with the arrangement direction of the electromagnet and the reset switch, one end of the interval adjusting rod is located outside the first protective shell, the other end of the interval adjusting rod is located inside the first protective shell, and the electromagnet or the reset switch is installed at the other end of the interval adjusting rod.
Optionally, the first protective housing is provided with an insertion hole, the distance adjusting rod is located in the insertion hole, and the length direction of the distance adjusting rod is consistent with the arrangement direction of the electromagnet and the reset switch; or
The first protective shell is provided with a strip-shaped opening, the strip-shaped opening extends along the arrangement direction of the electromagnet and the reset switch, the distance adjusting rod is positioned in the strip-shaped opening, and the length direction of the distance adjusting rod is inconsistent with the length direction of the strip-shaped opening.
Optionally, the protection device further comprises a second protection housing, the first terminal, the second terminal and the thermistor are located outside the first protection housing, the thermistor and the first protection housing are located inside the second protection housing, the first terminal and the second terminal are fixed on the second protection housing, and one end of the first terminal and one end of the second terminal are located outside the second protection housing.
Optionally, the outer wall of the first protective housing has a first pin, a second pin and a third pin, the first pin is electrically connected to the other end of the reset switch and the first terminal, the second pin is electrically connected to the second terminal and the other end of the thermistor, and the third pin is electrically connected to the first terminal and the second terminal.
Optionally, the first protective housing is a plastic structural member.
Optionally, the reset switch includes an elastic piece and a contact, the elastic piece is located at one end of the electromagnet, one of the elastic piece and the contact is electrically connected to the first terminal, and the other of the elastic piece and the contact is electrically connected to the second terminal.
Optionally, the reset switch includes a knife switch, a reset spring and a contact, the knife switch is located at one end of the electromagnet, the reset spring is connected to the knife switch, one of the knife switch and the contact is electrically connected to the first terminal, and the other of the knife switch and the contact is electrically connected to the second terminal.
In another aspect, the disclosed embodiments also provide a vehicle including an engine coolant temperature sensor as described in the previous aspect.
The beneficial effects brought by the technical scheme provided by the embodiment of the disclosure at least comprise:
when the engine coolant temperature sensor is used, current flows through the electromagnet and the thermistor, when the current does not exceed a current threshold value, the thermistor can normally work, when the current is too large, the electromagnet can close the reset switch due to the fact that the magnetism is increased, the electromagnet adsorbs the reset switch to close the reset switch, the reset switch closes the thermistor to short circuit after being closed, and the current only flows through the first terminal, Second terminal, electro-magnet and reset switch. When the current is reduced to be not more than the current threshold value, the electromagnet is weakened in magnetism, the adsorption effect on the reset switch is not enough to enable the reset switch to be kept closed, the reset switch is disconnected again, the thermistor is connected again, and normal work is recovered. So prevent the soldering tin melting that the electric current too big arouses, avoided engine coolant temperature sensor to become invalid, be favorable to ensureing that the vehicle normally works.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a schematic diagram of an engine coolant temperature sensor in the related art;
FIG. 2 is a schematic diagram of an engine coolant temperature sensor provided by an embodiment of the present disclosure;
FIG. 3 is a schematic diagram of a partial structure of an engine coolant temperature sensor according to an embodiment of the present disclosure;
FIG. 4 is a schematic diagram of a partial configuration of another engine coolant temperature sensor provided by an embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure;
FIG. 6 is a schematic diagram of another engine coolant temperature sensor according to an embodiment of the present disclosure;
fig. 7 is a schematic structural diagram of yet another engine coolant temperature sensor provided by the embodiment of the present disclosure;
fig. 8 is a partial structural schematic diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure;
fig. 9 is a partial structural schematic diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure;
fig. 10 is a partial schematic structural view of another engine coolant temperature sensor according to the embodiment of the present disclosure.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic diagram of an engine coolant temperature sensor in the related art. As shown in fig. 1, the engine coolant temperature sensor includes a first terminal 21, a second terminal 22, and a thermistor 23. The thermistor 23 has one end electrically connected to the first terminal 21 and the other end electrically connected to the second terminal 22. When the engine coolant temperature sensor is used, the engine coolant temperature sensor is connected with a traveling computer through a first terminal 21 and a second terminal 22. The traveling crane computer inputs 5V voltage to one of the first terminal 21 and the second terminal 22 through a pull-up resistor 11 for protection, and the traveling crane computer determines the temperature of the cooling liquid according to the magnitude of the current by detecting the current in the circuit. When the engine is started or the wire harness is short-circuited, a large current is generated, which may cause melting of the solder at both ends of the thermistor. The soldering melting may cause the thermistor to fall off or the thermistor to be short-circuited, so that the engine coolant temperature sensor fails and normal operation of the vehicle is affected.
Fig. 2 is a schematic diagram of an engine coolant temperature sensor provided in an embodiment of the present disclosure. As shown in fig. 2, the engine coolant temperature sensor includes a first terminal 21, a second terminal 22, a thermistor 23, and an electromagnet 24 and a reset switch 25 that are fitted to each other. The electromagnet 24 has a first terminal 241 and a second terminal 242.
As shown in fig. 2, one end of the thermistor 23 is electrically connected to the first terminal 21, the first terminal 241 is electrically connected to the second terminal 22, the second terminal 242 is electrically connected to the other end of the thermistor 23 and one end of the reset switch 25, and the other end of the reset switch 25 is electrically connected to the first terminal 21. The reset switch 25 is configured such that if the current flowing through the electromagnet 24 does not exceed the current threshold, the reset switch 25 is opened, and if the current flowing through the electromagnet 24 exceeds the current threshold, the reset switch 25 is closed by the electromagnet 24.
The electromagnet 24 has a coil, and the first terminal 241 and the second terminal 242 may be two ends of the coil of the electromagnet 24, respectively, or two terminals of the electromagnet 24 for supplying power to the coil.
When the engine coolant temperature sensor is used, current flows through the electromagnet and the thermistor, when the current does not exceed a current threshold value, the thermistor can normally work, when the current is too large, the electromagnet can close the reset switch due to the fact that the magnetism is increased, the electromagnet adsorbs the reset switch to close the reset switch, the reset switch closes the thermistor to short circuit after being closed, and the current only flows through the first terminal, Second terminal, electro-magnet and reset switch. When the current is reduced to be not more than the current threshold value, the electromagnet is weakened in magnetism, the adsorption effect on the reset switch is not enough to enable the reset switch to be kept closed, the reset switch is disconnected again, the thermistor is connected again, and normal work is recovered. So prevent the soldering tin melting that the electric current too big arouses, avoided engine coolant temperature sensor to become invalid, be favorable to ensureing that the vehicle normally works.
Fig. 3 is a partial structural schematic diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure. As shown in fig. 3, in the engine coolant temperature sensor, the reset switch 25 may include a spring piece 251 and a contact 252. The spring 251 is located at one end of the electromagnet 24, the contact 252 is electrically connected to the first terminal 21, and the spring 251 is electrically connected to the second terminal 242. The elastic piece 251 has elasticity, and when the attraction of the electromagnet 24 is weak, the elastic action of the elastic piece 251 is stronger than the attraction of the electromagnet 24, the elastic piece 251 and the contact 252 are kept separated, and the reset switch 25 is in an off state. When the attraction of the electromagnet 24 is strong, the elastic force of the elastic piece 251 is weaker than the attraction of the electromagnet 24, the elastic piece 251 contacts the contact 252, and the reset switch 25 is closed. After the attraction of the electromagnet 24 is weakened, the elastic force of the elastic piece 251 is stronger than the attraction of the electromagnet 24 again, so that the elastic piece 251 is separated from the contact 252 again, and the reset switch 25 is turned off.
In another possible implementation manner of the present disclosure, the resilient piece 251 may be electrically connected to the first terminal 21, and the contact 252 may be electrically connected to the second terminal 242.
Fig. 4 is a partial schematic structural diagram of another engine coolant temperature sensor according to an embodiment of the present disclosure. As shown in fig. 4, in the engine coolant temperature sensor, the reset switch 25 may include a blade 253, a reset spring 254, and a contact 252. The blade 253 is located at one end of the electromagnet 24, the return spring 254 is connected to the blade 253, the contact 252 is electrically connected to the first terminal 21, and the blade 253 is electrically connected to the second terminal 242. Thus, the return spring 254 provides an elastic force, so that the knife 253 can be brought into contact with the contact 252 to close the return switch 25 when the attraction of the electromagnet 24 is strong, and can be separated from the contact 252 to open the return switch 25 when the attraction of the electromagnet 24 is weak.
In another possible implementation of the present disclosure, the blade 253 may be electrically connected to the first terminal 21, and the contact 252 may be electrically connected to the second terminal 242.
Obviously, the spring 251 and the blade 253 are both conductors, and both can be attracted by the electromagnet 24. Illustratively, both the spring 251 and the blade 253 can be made of ferromagnetic material, such as iron, cobalt, nickel, etc.
Fig. 5 is a schematic structural diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure. As shown in fig. 5, the engine coolant temperature sensor may further include a first protective case 31 for accommodating the electromagnet 24 and the reset switch 25. By providing a first protective housing 31, the electromagnet 24 and the reset switch 25 can be protected.
In the engine coolant temperature sensor shown in fig. 5, the electromagnet 24 and the reset switch 25 are located inside the first protective case 31, and the first terminal 21, the second terminal 22, and the thermistor 23 are located outside the first protective case 31. Fig. 6 is a schematic structural diagram of another engine coolant temperature sensor according to an embodiment of the present disclosure. The difference from the engine coolant temperature sensor shown in fig. 5 is that in the engine coolant temperature sensor shown in fig. 6, the thermistor 23 is also located inside the first protective case 31, the first terminal 21 and the second terminal 22 are fixed to the first protective case 31, and one end of the first terminal 21 and one end of the second terminal 22 are located outside the first protective case 31. This provides protection for the thermistor 23, the electromagnet 24 and the reset switch 25 by a protective housing and also facilitates the connection of the first terminal 21 and the second terminal 22 to the vehicle computer. As can be seen from comparison between fig. 5 and 6, the shape of the first shield shell 31 may be different among different engine coolant temperature sensors, and the shape of the first shield shell 31 is not limited by the present disclosure.
Fig. 7 is a schematic structural diagram of another engine coolant temperature sensor according to an embodiment of the present disclosure. Comparing the engine coolant temperature sensor shown in fig. 7 with the engine coolant temperature sensor shown in fig. 5, the engine coolant temperature sensor shown in fig. 7 includes a second shield case 32 in addition to the first shield case 31. The first terminal 21, the second terminal 22 and the thermistor 23 are all located outside the first protective housing 31, the thermistor 23 and the first protective housing 31 are located inside the second protective housing 32, the first terminal 21 and the second terminal 22 are fixed on the second protective housing 32, and one end of the first terminal 21 and one end of the second terminal 22 are located outside the second protective housing 32. The second protective case 32 can provide protection for the entire engine coolant temperature sensor and facilitate connection of the first and second terminals 21 and 22 to a vehicle computer. And the electromagnet 24 and the reset switch 25 are separately installed in the first protective shell 31, so that the electromagnet 24 and the reset switch 25 form a whole, and the electromagnet 24 and the reset switch 25 are conveniently and integrally installed in the second protective shell 32.
Alternatively, the first protective housing 31 may be a plastic structural member. Plastics have better insulating nature usually, adopt the plastic construction spare, can ensure insulating, avoid engine coolant temperature sensor to appear the short circuit. Second protective housing 32 can be metallic structure spare, and second protective housing 32 adopts metal construction as the holistic protective housing of engine coolant temperature sensor, ensures higher structural strength to have better heat dissipation heat conductivity, make the detection temperature that engine coolant temperature sensor can be better.
Fig. 8 is a partial structural schematic diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure. As shown in fig. 8, one end of the reset switch 25 is electrically connected to the electromagnet 24, and one end of the thermistor 23 is electrically connected to the first terminal 21. The first shield shell 31 may have a first pin 311, a second pin 312, and a third pin 313 on an outer wall thereof. The first pin 311 is electrically connected to the other end of the reset switch 25 and the first terminal 21, the second pin 312 is electrically connected to the second terminal 242 and the other end of the thermistor 23, and the third pin 313 is electrically connected to the first terminal 241 and the second terminal 22. By arranging the pins on the outer wall of the first protective housing 31, the electromagnet 24 and the reset switch 25 can be installed in the first protective housing 31, then the first protective housing 31 is installed in the second protective housing 32, and the first pin 311, the second pin 312 and the third pin 313 are electrically connected with other corresponding structures, so that the whole assembly of the engine coolant temperature sensor and the connection of the circuit are facilitated.
Fig. 9 is a partial structural schematic diagram of an engine coolant temperature sensor according to an embodiment of the present disclosure. As shown in fig. 9, the engine coolant temperature sensor may further include a spacing adjustment lever 40. The distance adjusting rod 40 is movably inserted into the first protective casing 31, the moving direction of the distance adjusting rod 40 is consistent with the arrangement direction of the electromagnet 24 and the reset switch 25, one end of the distance adjusting rod 40 is located outside the first protective casing 31, and the other end of the distance adjusting rod 40 is located inside the first protective casing 31. The electromagnet 24 is mounted on the other end of the spacing adjustment lever 40. Since the electromagnet 24 is mounted on the interval adjustment lever 40 and the interval adjustment lever 40 is movable in the arrangement direction of the electromagnet 24 and the reset switch 25, the position of the electromagnet 24 can be adjusted by the interval adjustment lever 40 to change the interval between the electromagnet 24 and the reset switch 25. Under the condition that the current magnitude of the electromagnet 24 is kept unchanged, the smaller the distance between the electromagnet 24 and the reset switch 25 is, the larger the attraction force received by the reset switch 25 is, and conversely, the larger the distance between the electromagnet 24 and the reset switch 25 is, the smaller the attraction force received by the reset switch 25 is. Therefore, if the distance between the electromagnet 24 and the reset switch 25 is reduced, the electromagnet 24 can close the reset switch 25 with a smaller current, and if the distance between the electromagnet 24 and the reset switch 25 is increased, the electromagnet 24 can close the reset switch 25 with a larger current. Thus, a suitable current threshold can be set by adjusting the spacing between the electromagnet 24 and the reset switch 25.
In another possible implementation manner of the present disclosure, the reset switch 25 may also be mounted on the distance adjustment rod 40, and the position of the reset switch 25 is adjusted by the distance adjustment rod 40 to change the distance between the electromagnet 24 and the reset switch 25.
As shown in fig. 9, the first protective housing 31 may have an insertion hole 31a formed therein. The pitch adjustment lever 40 is located in the insertion hole 31a, and the pitch adjustment lever 40 is arranged in the arrangement direction of the electromagnet 24 and the reset switch 25, that is, the length direction of the pitch adjustment lever 40 coincides with the arrangement direction of the electromagnet 24 and the reset switch 25. Can adjust the interval between electro-magnet 24 and the reset switch 25 through the mode of push-and-pull spacing adjustment pole 40, convenient operation to the interval between electro-magnet 24 and the reset switch 25 can be reflected to the length that spacing adjustment pole 40 is located outside first protective housing 31, conveniently adjusts.
Alternatively, the distance adjustment rod 40 may have a scale distributed thereon, and the scale may be used to reflect a current threshold corresponding to the length of the distance adjustment rod 40 extending out of the first protective housing 31. Therefore, the temperature sensor of the engine coolant can be conveniently adjusted by a user, and the appropriate current threshold value can be quickly selected.
With the end of the distance adjusting rod 40 located at the outer end of the first protective housing 31 as a starting point, the current threshold indicated by the scale I is positively correlated with the distance S from the starting point to the scale I in the length direction of the distance adjusting rod 40. For example, as shown in FIG. 9, the pitch adjusting lever 40 is a distance S from the starting point1Is provided with a scale I1The distance from the starting point on the spacing adjustment rod 40 is S2Is provided with a scale I2The distance from the starting point on the spacing adjustment rod 40 is S3Is provided with a scale I3，S1＜S2＜S3Scale I, scale I1Indicating a current threshold less than scale I2Current threshold value indicated, scale I2Indicating a current threshold less than scale I3The indicated current threshold. The scale can be determined by testing, for example, the distance adjustment rod 40 can extend out of the first protective housing 31 by a length S1In this case, the first terminal 21 and the second terminal 22 are supplied with power by the power supply device, so that the current gradually increases from 0 until the reset switch 25 is closed, and the instantaneous current at the closing of the reset switch 25 is used as a corresponding scale, so that a plurality of scales are arranged on the pitch adjustment lever 40. Since the thermistor 23 is short-circuited after the reset switch 25 is closed, a steep increase of a certain magnitude of the current flowing through the electromagnet 24 may occur, and the instantaneous current at the time of closing the reset switch 25 should be the instantaneous current at the time of the steep increase start.
Fig. 10 is a partial schematic structural view of another engine coolant temperature sensor according to the embodiment of the present disclosure. As shown in fig. 10, the first protective housing 31 may have a bar-shaped opening 31b formed therein. The bar-shaped opening 31b extends along the arrangement direction of the electromagnet 24 and the reset switch 25, the pitch adjustment lever 40 is located in the bar-shaped opening 31b, and the length direction of the pitch adjustment lever 40 is not coincident with the length direction of the bar-shaped opening 31b, for example, the length direction of the pitch adjustment lever 40 in fig. 10 is perpendicular to the length direction of the bar-shaped opening 31 b. The pitch adjustment lever 40 can be toggled along the bar-shaped opening 31b to select the appropriate current threshold. In the engine coolant temperature sensor shown in fig. 10, when the distance adjustment lever 40 is adjusted, the length of the distance adjustment lever 40 outside the first shield case 31 is maintained, and interference with other structures on the vehicle is not easily caused, as compared with the engine coolant temperature sensor shown in fig. 9.
Alternatively, scales may be distributed on the first protective housing 31 at the strip-shaped opening 31b, the scales being distributed along the extending direction of the strip-shaped opening 31b, and the scales may be used for reflecting a current threshold corresponding to the position of the distance adjustment rod 40 in the strip-shaped opening 31 b. The scale may also be determined by way of testing, and the specific manner may be the same as that in the engine coolant temperature sensor shown in fig. 9.
In fig. 9 and 10, a part of the surface of the first protective cover 31 is omitted for convenience of showing the internal structure of the first protective cover 31. In fig. 9 and 10, only the first guard casing 31 shown in fig. 8 is taken as an example, and the engine coolant temperature sensor having the first guard casing 31 shown in fig. 6 may also be provided with a distance adjustment lever 40 for adjusting the distance between the electromagnet 24 and the reset switch 25. For the engine coolant temperature sensor having both the first shield shell 31 and the second shield shell 32 as shown in fig. 7, the end of the distance adjustment lever 40 located outside the first shield shell 31 may also extend out of the second shield shell 32, so that the distance adjustment lever 40 can be operated without disassembling the second shield shell 32.
The disclosed embodiment also provides a vehicle that includes any one of the engine coolant temperature sensors shown in fig. 2 to 10.
When the engine coolant temperature sensor is used, current flows through the electromagnet and the thermistor, when the current does not exceed a current threshold value, the thermistor can normally work, when the current is too large, the electromagnet can close the reset switch due to the fact that the magnetism is increased, the electromagnet adsorbs the reset switch to close the reset switch, the reset switch closes the thermistor to short circuit after being closed, and the current only flows through the first terminal, Second terminal, electro-magnet and reset switch. When the current is reduced to be not more than the current threshold value, the electromagnet is weakened in magnetism, the adsorption effect on the reset switch is not enough to enable the reset switch to be kept closed, the reset switch is disconnected again, the thermistor is connected again, and normal work is recovered. So prevent the soldering tin melting that the electric current too big arouses, avoided engine coolant temperature sensor to become invalid, be favorable to ensureing that the vehicle normally works.
The above description is intended to be exemplary only and not to limit the present disclosure, and any modification, equivalent replacement, or improvement made without departing from the spirit and scope of the present disclosure is to be considered as the same as the present disclosure.
Claims (10)
1. An engine coolant temperature sensor comprising a first terminal (21), a second terminal (22), and a thermistor (23), one end of the thermistor (23) being electrically connected to the first terminal (21), characterized by further comprising an electromagnet (24) and a reset switch (25) that cooperate with each other, the electromagnet (24) having a first terminal (241) and a second terminal (242), the first terminal (241) being electrically connected to the second terminal (22), the second terminal (242) being electrically connected to the other end of the thermistor (23) and one end of the reset switch (25), the other end of the reset switch (25) being electrically connected to the first terminal (21), the reset switch (25) being configured to open if a current flowing through the electromagnet (24) does not exceed a current threshold, if the current flowing through the electromagnet (24) exceeds a current threshold value, the reset switch (25) is closed under the action of the electromagnet (24).
2. The engine coolant temperature sensor according to claim 1, characterized by further comprising a first protective case (31) for accommodating the electromagnet (24) and the reset switch (25).
3. The engine coolant temperature sensor according to claim 2, further comprising a distance adjusting rod (40), wherein the distance adjusting rod (40) is movably inserted into the first protective housing (31), the moving direction of the distance adjusting rod (40) is consistent with the arrangement direction of the electromagnet (24) and the reset switch (25), one end of the distance adjusting rod (40) is located outside the first protective housing (31), the other end of the distance adjusting rod (40) is located inside the first protective housing (31), and the electromagnet (24) or the reset switch (25) is installed at the other end of the distance adjusting rod (40).
4. The engine coolant temperature sensor according to claim 3, characterized in that the first guard housing (31) has an insertion hole (31a) therein, the distance adjustment rod (40) is located in the insertion hole (31a), and a length direction of the distance adjustment rod (40) coincides with an arrangement direction of the electromagnet (24) and the reset switch (25); or
The first protective shell (31) is provided with a strip-shaped opening (31b), the strip-shaped opening (31b) extends along the arrangement direction of the electromagnet (24) and the reset switch (25), the distance adjusting rod (40) is located in the strip-shaped opening (31b), and the length direction of the distance adjusting rod (40) is inconsistent with the length direction of the strip-shaped opening (31 b).
5. The engine coolant temperature sensor according to any one of claims 2 to 4, characterized by further comprising a second protective case (32), the first terminal (21), the second terminal (22), and the thermistor (23) are all located outside the first protective case (31), the thermistor (23) and the first protective case (31) are located inside the second protective case (32), the first terminal (21) and the second terminal (22) are fixed to the second protective case (32), and one end of the first terminal (21) and one end of the second terminal (22) are located outside the second protective case (32).
6. The engine coolant temperature sensor according to claim 5, characterized in that a first pin (311), a second pin (312), and a third pin (313) are provided on an outer wall of the first shield case (31), the first pin (311) electrically connects the other end of the reset switch (25) and the first terminal (21), the second pin (312) electrically connects the second terminal (242) and the other end of the thermistor (23), and the third pin (313) electrically connects the first terminal (241) and the second terminal (22).
7. The engine coolant temperature sensor according to claim 5, characterized in that the first protective housing (31) is a plastic structural member.
8. The engine coolant temperature sensor according to any one of claims 1 to 4, characterized in that the reset switch (25) includes a spring plate (251) and a contact (252), the spring plate (251) is located at one end of the electromagnet (24), one of the spring plate (251) and the contact (252) is electrically connected to the first terminal (21), and the other of the spring plate (251) and the contact (252) is electrically connected to the second terminal (242).
9. The engine coolant temperature sensor according to any one of claims 1 to 4, wherein the reset switch (25) includes a blade (253), a reset spring (254), and a contact (252), the blade (253) is located at one end of the electromagnet (24), the reset spring (254) is connected to the blade (253), one of the blade (253) and the contact (252) is electrically connected to the first terminal (21), and the other of the blade (253) and the contact (252) is electrically connected to the second terminal (242).
10. A vehicle characterized by comprising the engine coolant temperature sensor according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911159222.7A CN110954237B (en) | 2019-11-22 | 2019-11-22 | Engine coolant temperature sensor and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911159222.7A CN110954237B (en) | 2019-11-22 | 2019-11-22 | Engine coolant temperature sensor and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110954237A true CN110954237A (en) | 2020-04-03 |
| CN110954237B CN110954237B (en) | 2021-11-30 |
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| CN201911159222.7A Active CN110954237B (en) | 2019-11-22 | 2019-11-22 | Engine coolant temperature sensor and vehicle |
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Cited By (1)
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|---|---|---|---|---|
| CN113539992A (en) * | 2021-06-08 | 2021-10-22 | 吕友海 | Insulated gate bipolar transistor terminal |
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| Publication number | Publication date |
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| CN110954237B (en) | 2021-11-30 |
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