CN216903102U

CN216903102U - Multi-port valve, temperature management system thereof and integrated module comprising multi-port valve

Info

Publication number: CN216903102U
Application number: CN202123117457.5U
Authority: CN
Inventors: 金庭民; 河升赞; 玄命焕; 许丞陈; 林钟大; 李炫锡; 李贤智
Original assignee: Inzi Controls Co Ltd
Current assignee: Inzi Controls Co Ltd
Priority date: 2021-11-16
Filing date: 2021-12-13
Publication date: 2022-07-05
Anticipated expiration: 2031-12-13
Also published as: KR20230071751A; KR20230071746A

Abstract

The present invention relates to a multiport valve, a temperature management system thereof and an integrated module including the multiport valve, and more particularly, to a multiport valve capable of organically controlling the temperature of a battery or an electrical component according to an external air temperature condition of a vehicle, a temperature management system using the multiport valve and an integrated module including the multiport valve, the multiport valve including: an upper port part having an upper housing forming a plurality of upper flow path ports; a lower port section which is coupled to a lower portion around the same central axis as the upper port section and has a lower housing which forms a plurality of lower flow path ports; and a valve body rotatably housed in an internal space formed by the upper housing and the lower housing around the central axis, the valve body having an upper connection port and a lower connection port formed in an upper portion and a lower portion thereof, respectively, and communicating with the upper flow path port and the lower flow path port, at least one pair of the upper flow path port and the lower flow path port being adjacent to each other, in accordance with rotation of the valve body.

Description

Multi-port valve, temperature management system thereof and integrated module comprising multi-port valve

Technical Field

The present invention relates to a multiport valve, a temperature management system using the multiport valve, and an integrated module including the multiport valve, and more particularly, to a multiport valve, a temperature management system using the multiport valve, and an integrated module including the multiport valve, which can organically control the temperature of a battery or an electrical component according to the external air temperature condition of a vehicle.

Background

Electric vehicles operate using a motor that outputs power from electric power received from a battery, and thus have drawn attention as environmentally friendly vehicles with no carbon dioxide emissions and low noise.

The core of realizing such an electric vehicle is a technology related to a battery module, and recently, research on light weight, miniaturization, short charging time, and the like of a battery is actively conducted. The battery module can maintain the optimum performance and the long life only when it is used in the optimum temperature environment. However, it is difficult to use the driving device in an optimum temperature environment due to heat generated during driving and external temperature variation.

In order to maintain an optimum temperature environment of the battery module, a technology has been conventionally adopted in which a cooling/heating system for adjusting the temperature of the battery module and a cooling/heating system for air-conditioning a vehicle interior are separately used. That is, two independent cooling and heating systems are constructed, one is used for indoor cooling and heating, and the other is used for the purpose of adjusting the temperature of the battery module.

As described above, independently operating two cooling and heating systems is advantageous in that a temperature environment for allowing the battery module to exert the optimum performance can be easily achieved. However, since the total power consumption rate of the vehicle is significantly increased, the total energy efficiency is greatly reduced, and thus, there is a disadvantage in that the distance that can be traveled by one charge is greatly reduced. Therefore, in order to solve such a problem, a scheme of organically combining an air conditioning system of an electric vehicle and a temperature management system of a battery or an electric component is being discussed.

Documents of the prior art

Patent literature

Korean patent No. 10-1592789 (cooling system for Hybrid Electric Vehicle (HEV) and control method thereof)

SUMMERY OF THE UTILITY MODEL

An object of the present invention is to provide a multiport valve that is organically integrated with an air conditioning system of an electric vehicle and can control the flow direction of cooling water in order to control the temperature of electrical components including a battery or a motor.

A multiport valve of an embodiment of the present invention for achieving the above object is characterized by comprising: an upper port part having an upper housing forming a plurality of upper flow path ports; a lower port section which is coupled to a lower portion around the same central axis as the upper port section and has a lower housing which forms a plurality of lower flow path ports; and a valve body rotatably accommodated in an inner space formed by the upper housing and the lower housing around the central axis, wherein an upper connection port and a lower connection port communicating with the upper flow path port and the lower flow path port are formed in the upper portion and the lower portion, respectively, and at least one pair of the adjacent upper flow path ports or lower flow path ports communicate with each other according to rotation of the valve body.

In one embodiment of the present invention, the upper flow path port or the lower flow path port is radially spaced apart from each other by a predetermined distance.

In an embodiment of the present invention, the flow paths passing through the plurality of upper flow path ports are symmetrical to each other.

In an embodiment of the present invention, one of the lower flow path ports is blocked by rotation of the valve body.

In one embodiment of the present invention, an upper connection port corresponding to the upper flow path port is formed in an upper portion of the valve body, and a flow path is formed so as to communicate with one another in one upper connection port adjacent to the upper connection port.

In an embodiment of the present invention, an upper valve plate is attached to the upper connection port.

In one embodiment of the present invention, a shielding portion is formed at a lower portion of the valve body to shield remaining lower flow path ports except the lower flow path ports communicating with each other.

In one embodiment of the present invention, a lower valve plate is attached to one surface of the shielding portion that contacts the lower housing.

In one embodiment of the present invention, an O-ring is attached to a joint between the upper housing and the lower housing.

In one embodiment of the present invention, a rotary shaft is inserted into the valve body, and an O-ring is attached to a joint between the rotary shaft and the upper housing.

On the other hand, a temperature management system using a multiport valve according to an embodiment of the present invention for achieving the above object is characterized by comprising: a first flow line connected to the battery for flowing cooling water; a second flow line connected to the electric component for flowing cooling water; a third flow line connected to the water chiller for flowing cooling water; a fourth flow line connected to the radiator for flowing cooling water; and a multi-port valve connected to the first to fourth flow lines, wherein upper ports forming the plurality of upper flow ports and lower ports forming the plurality of lower flow ports are coupled to each other around the same rotation axis, a valve body is formed, at least one pair of adjacent upper flow ports or lower flow ports is communicated with each other according to rotation in the internal space, and the temperature of the battery or the electric component is controlled according to the outside air temperature of the vehicle in one of a first mode as an operation mode in a hot environment state, a second mode as an operation mode in a cool environment state, and a third mode as an operation mode in a cold environment state.

The present invention is characterized in that, in one embodiment of the present invention, at least one of the upper flow path port and the lower flow path port is closed to reduce the number of ports of the multi-port valve.

In an embodiment of the present invention, in the first mode, the battery and the electric component are separated to perform temperature control.

In an embodiment of the present invention, in the first mode, a multiport valve is opened to control the temperature of the battery, and the first flow line and a third flow line are communicated to form a closed circuit, so that the water chiller is operated.

In an embodiment of the present invention, in the first mode, a multi-port valve is opened to control the temperature of the electrical component, and the second flow line and a fourth flow line are communicated to form a closed circuit, so that the radiator is operated.

In an embodiment of the present invention, in the second mode, the battery and the electric component are integrated to perform temperature control.

In an embodiment of the present invention, in the second mode, a multi-port valve is opened to control the temperatures of the battery and the electric components, and the radiator is operated by connecting the first flow line to the fourth flow line to form a closed circuit.

In an embodiment of the present invention, in the third mode, the battery and the electric component are separated from each other to perform temperature control.

In an embodiment of the present invention, in the third mode, a multiport valve is opened to control the temperature of the battery, the first flow line and the third flow line are communicated to form a closed circuit, the water chiller is in a stop state, and a heater for heating the battery is provided in the closed circuit.

In an embodiment of the present invention, in the third mode, a multi-port valve is opened to control the temperature of the electrical component, the second flow line and a fourth flow line are communicated with each other to form a closed circuit, and the radiator is operated.

In the third mode, a multiport valve is opened to control the temperature of the electric component, the second flow line and the fifth flow line are communicated to form a closed circuit, and the cooling water passing through the closed circuit exchanges heat with the evaporator.

In an embodiment of the present invention, at least one of the first to fourth flow lines further includes a pump for providing a driving force to allow the cooling water to flow.

In an embodiment of the present invention, in the second mode, ports of a multiport valve connected to both ends of the third flow line communicate with each other so that the third flow line forms a closed circuit.

In another aspect, to achieve the above object, a multiport valve integrated module according to an embodiment of the present invention includes: a multi-port valve in which an upper port portion having a plurality of upper flow path ports through which cooling water flows and a lower port portion having a plurality of lower flow path ports are coupled to each other around the same rotation axis, and which has a valve body in which at least one pair of adjacent upper flow path ports or lower flow path ports communicate with each other by rotation in an internal space; a water chiller for cooling water by limiting the flow of a refrigerant through an expansion valve; a pump for supplying a driving force to flow the cooling water through the upper flow path port or the lower flow path port; an actuator for rotating the valve body; and an integrated control unit for controlling the expansion valve, the pump, and the actuator.

In an embodiment of the present invention, the integrated control unit is provided on the actuator.

In an embodiment of the present invention, the integrated control unit performs control by analyzing at least one of temperature information of the cooling water passing through the multi-port valve, temperature or voltage information of a battery, temperature information of an electric component, and vehicle interior temperature information.

The present invention is characterized in that, in an embodiment of the present invention, a temperature sensor is attached to at least one of the upper flow path port and the lower flow path port.

In an embodiment of the present invention, the pump is attached to one side of each of the upper port portion and the lower port portion.

According to the present invention, the flow direction of the cooling water can be adjusted by controlling the opening or closing direction of the multiport valve according to the outside air temperature condition of the vehicle, whereby the appropriate temperature of the battery or the electric components can be maintained.

Also, according to the present invention, the flow of the cooling water for controlling the temperature of the battery or the electric components can be maximized according to the external air temperature condition of the vehicle, whereby the use of the refrigerant can be reduced.

Also, according to the present invention, the temperature of the vehicle interior air can be regulated by using waste heat generated in the electrical components.

Drawings

Fig. 1 is a diagram showing a temperature management system of a vehicle using a multiport valve according to an embodiment of the present invention.

Fig. 2 is a diagram showing a state in which the temperature management system of the vehicle operates in the first mode.

Fig. 3 is a diagram showing a state in which the temperature management system of the vehicle operates in the second mode.

Fig. 4 is a diagram showing a state in which the temperature management system of the vehicle operates in the third mode.

Fig. 5 is a diagram showing a connection state of a multi-port valve in first to third modes by a valve mark according to an embodiment of the present invention.

Fig. 6 is a perspective view schematically showing an overall state of a multiport valve according to an embodiment of the present invention.

FIG. 7 is an exploded perspective view of a multi-port valve according to an embodiment of the present invention.

Fig. 8 is a perspective view of a portion of a vertical plane of a multiport valve in accordance with an embodiment of the present invention.

Fig. 9 is a perspective view showing a valve body according to an embodiment of the present invention.

Fig. 10A and 10B are perspective views of a part of a horizontal plane of the upper port portion and the lower port portion of the present invention, respectively.

Fig. 11A and 11B are views showing the operating states of the upper port portion and the lower port portion of the multi-port valve in the first mode, respectively.

Fig. 12A and 12B are views respectively showing the operation states of the upper port portion and the lower port portion of the multi-port valve in the second mode.

Fig. 13A and 13B are views showing the operating states of the upper port portion and the lower port portion of the multi-port valve in the third mode, respectively.

Fig. 14 is a perspective view schematically showing an overall state of a multi-port valve integrated module according to an embodiment of the present invention.

Fig. 15 is an exploded perspective view of a multi-port valve integration module in accordance with an embodiment of the present invention.

Fig. 16 is a diagram showing a state in which a temperature sensor is mounted to a multiport valve in an embodiment of the present invention.

Description of reference numerals

10: refrigerant line 11: compressor with a compressor housing having a plurality of compressor blades

13: condenser 15: evaporator with a heat exchanger

17: expansion valve 30: air conditioning system

100: first flow line 102: battery with a battery cell

103: preheating the heater 105: first pump

150: third flow line 152: water cooling machine

154: expansion valve 200: second flow line

202: the battery 205: second pump

250: fourth flow line 252: the second water reservoir

254: first heat sink 300: heating pipeline

302: the heater 303: heater core

304: second heat sink 305: third pump

306: the cooler 400: refrigeration pipeline

450: fifth flow line 500: multi-port valve

510: upper housing 511: rotating shaft

512: upper flow path port 520: valve body

522: upper port connection port 523: upper valve plate

524: first lower valve plate 525: lower port connector

526: the shielding portion 527: second lower valve plate

528: shaft O-ring 530: lower shell

532: lower flow path port 538: o-shaped ring of shell

540: the driver 550: temperature sensor

Detailed Description

Hereinafter, a multi-port valve, a temperature management system using the same, and an integrated module including the same according to preferred embodiments will be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals are used for the same components, and a detailed description of known functions and configurations which will make the gist of the utility model unclear will be omitted. The embodiments of the present invention are provided to more fully explain the present invention to those skilled in the art to which the present invention pertains. Therefore, the shapes, sizes, and the like of the plurality of elements in the drawings may be exaggerated for more clear description.

The temperature management system to which the present invention is applied includes a system that is classified into the first to third modes according to the outside air temperature condition and circulates a fluid (e.g., cooling water) in order to maintain the temperature of the battery or the electric components at an appropriate temperature. In this specification, the fluid is cooling water. Multiport valves are used to control the flow of such cooling water.

The first mode is a mode in which the outside air temperature of the vehicle is higher than a set first temperature, that is, the battery and the electric components are separated to control the temperature in a Hot environment (Hot Condition) state. The second mode is a mode in which the outside air temperature of the vehicle is at a set second temperature (e.g., normal temperature), that is, the battery and the electric components are combined to control the temperature in a Cool environment (Cool Condition). The third mode is a mode in which the outside air temperature of the vehicle is lower than a set third temperature, that is, the battery and the electric components are separated to control the temperature in a Cold environment (Cold Condition) state. The specific temperature control method of each mode will be described later.

First, referring to fig. 1, a temperature management system to which the present invention is applied will be briefly described.

As shown in fig. 1, the temperature management system of the present invention includes: a first flow line 100, a second flow line 200, a third flow line 150, a fourth flow line 250, and a fifth flow line 450. The first to fifth flow lines are lines through which cooling water flows.

The first flow line 100 is a line through which cooling water flows in order to cool the battery 102 above the appropriate temperature or heat the battery below the appropriate temperature. The first flow line 100 is connected at one end to the battery 102 and at the other end to the multiport valve 500. Also, a preheating (warm-up) heater 103 that can heat the battery 102 is connected to one side of the first flow line 100. A first pump 105 is connected to the other side of the first flow line 100, and the first pump 105 provides a driving force to move the cooling water along the first flow line 100.

The second flow line 200 is a line through which cooling water flows in order to maintain the temperature of the electrical components at an appropriate temperature. Among them, the electric components may include all electric components used in an electric vehicle, but in this specification, it is assumed that the electric components are motors that generate a large amount of heat. The second flow line 200 is connected at one end to an electrical component 202 and at its other end to a multiport valve 500. And, a second pump 205 is connected to one side of the second flow line 200, and the second pump 205 provides a driving force to move the cooling water along the second flow line 200.

The third flow line 150 is a line through which a fluid flows in order to maintain the cell 102 at an appropriate temperature. One end of the third flow line 150 is connected to the water chiller 152, and the other end thereof is connected to the multiport valve 500. The chiller 152 is a refrigerator that cools fluid by absorbing heat from refrigerant.

The fourth flow line 250 is a line through which a fluid flows to cool the electrical component 202. One end of the fourth flow line 250 is connected to the first radiator 254, and the other end thereof is connected to the multi-port valve 500. A second reservoir 252, which may store fluid, is connected in the fourth flow line 250.

The fifth flow line 450 is connected at one end to the evaporator 15 and at the other end to the multiport valve 500.

In another aspect, the temperature management system of the present invention includes an air conditioning system 30 for regulating the interior air temperature of the vehicle. The air conditioning system 30 is connected to the refrigerant line 10, the heating line 300, and the cooling line 400.

The refrigerant line 10 is a line to which a compressor 11, a condenser 13, and an evaporator 15 of an air conditioning system 30 for a vehicle are connected to flow a refrigerant. In this case, one end of the refrigerant line 10 is connected to the water chiller 152, and the other end thereof is connected to the condenser 13. On the other hand, an electronic expansion valve 154 may be installed in the water chiller 152 to restrict the flow of the refrigerant through the water chiller 152.

The heating line 300 is connected to the air conditioning system 30, but is a line through which a fluid receiving waste heat generated in the electrical part 202 flows, unlike a refrigerant circulation line in the general air conditioning system 30. A heater 302, a heater core 303, and a second radiator 304 are connected to one side of the heating line 300. A third pump 305 is connected to the other side of the heating line 300, and the third pump 305 provides a driving force to allow the fluid to flow.

The refrigerating line 400 is connected to the air conditioning system 30, but is a line through which fluid flows in order to lower the temperature of the air inside the vehicle through heat exchange by the evaporator 15, unlike a refrigerant circulation line in the general air conditioning system 30. The refrigerating line 400 is connected at one end to the cooler 306 and at the other end to the evaporator 15. A first reservoir 402 of stored fluid is connected in the refrigerant line 400.

On the other hand, in one embodiment of the present invention, the multi-port valve 500 forms 9 ports (port No. first to port No. ninth). Fig. 1 shows the connection state (arrow mark inside quadrangle) or the connection closing state (arrow mark inside quadrangle) between the ports of the multi-port valve by the valve mark

A token).

Fig. 2 is a diagram showing a state in which the temperature management system of the vehicle operates in the first mode, fig. 3 is a diagram showing a state in which the temperature management system of the vehicle operates in the second mode, and fig. 4 is a diagram showing a state in which the temperature management system of the vehicle operates in the third mode.

Hereinafter, the operation of the temperature management system of the vehicle in the first to third modes of the present invention will be described with reference to fig. 2 to 4.

First, in the first mode as the thermal environment state, the temperature control process of the battery is observed.

As shown in fig. 2, in the first mode, the multi-port valve is opened to communicate the first flow line 100 with the third flow line 150 to form a closed circuit in order to control the temperature of the battery 102.

Specifically, in the first mode, if the battery 102 is heated, the first pump 105 is operated. Thus, cooling water flows along the first flow line 100 and into port number three of the multiport valve 500. In the first mode, port number three is connected with port number two. The cooling water flowing out through port number two flows along the third flow line 150 and through the water chiller 152. In this case, the cooling water is cooled by the operation of the water chiller 152. After that, the fluid enters the sixth port. In the first mode, port number six is connected with port number eight. The cooling water flowing out through the eighth port cools the battery 102. On the other hand, the preheating heater 103 connected to the first flow line 100 is in a deactivated state.

Next, in the first mode as the thermal environment state, the temperature control process of the electrical component (motor) was observed.

As shown in fig. 2, in the first mode, the multi-port valve 500 is opened to communicate the second flow line 200 with the fourth flow line 250 to form a closed circuit in order to control the temperature of the electrical component 202.

Specifically, in the first mode, if the electrical components are heated, the second pump 205 is operated. Thus, cooling water flows along the second flow line 200 and into port number one of the multiport valves 500. In the first mode, port number one is connected with port number four. The cooling water flowing out through the fourth port number flows along the fourth flow line 250 and passes through the first radiator 254. In this case, the cooling water is cooled by the operation of the first radiator 254. The fluid then enters port number seven. In the first mode, port number seven is connected with port number five. The cooling water flowing out through port number five cools the electrical component 202.

As described above, in the first mode, the temperature is controlled by separating the battery 102 and the electric component 202, the battery 102 is cooled by the water chiller 152, and the electric component 202 is cooled by the outside air by the first heat sink 254. In the hot environment state of the first mode, when the motor as the electric component 202 is operated, the heat generation amount is large, and therefore, the battery 102 is cooled by the first radiator 254 having a large capacity, and the water chiller 152 separately cools the battery.

Next, in the second mode, which is a cool ambient state, the temperature control process of the battery and the electric components is observed.

As shown in fig. 3, in the second mode, the multiport valve 500 is opened to communicate the first flow line 100, the second flow line 200, the third flow line 150, and the fourth flow line 250 to form a closed circuit in order to control the temperature of the battery 102 and the electrical component 202.

Specifically, in the second mode, when the battery 102 is heated, the first pump 105 and the second pump 205 are operated. Thus, cooling water flows along the first flow line 100 and into port number three of the multiport valve 500. In the second mode, port number three is connected to port number five. The cooling water flowing out through port number three flows along the second flow line 200 and through the electrical component 202 into port number one of the multi-port valve 500. In the second mode, port number one is connected with port number four. The cooling water flowing out through the fourth port is cooled by the first radiator 254. The cooling water then enters port number seven of the multi-port valve 500. In the second mode, port number seven is connected with port number eight. The cooling water flowing out through the eighth port flows along the first flow line 100 and cools the battery 102, re-circulates the above circulation line, and cools the electrical component 202. On the other hand, the preheating heater 103 connected to the first flow line 100 is in a deactivated state.

In summary, in the second mode, the temperature is controlled by integrating the battery 102 with the electrical component 202. In this case, the battery 102 and the electrical component 202 are cooled by the first heat sink 254. Since the temperature of the outside air in the second mode is not higher than that in the first mode, cooling is hardly required.

Next, in a third mode as a cold environment state, the temperature control process of the battery is observed.

In cold ambient conditions, the battery 102 needs to be heated in order to maintain an appropriate temperature. As shown in fig. 4, in the third mode, the multi-port valve 500 is opened to communicate the first flow line 100 with the third flow line 150 to form a closed circuit in order to control the temperature of the battery 102.

Specifically, in the third mode, the first pump 105 is operated. Thus, cooling water flows along the first flow line 100 and into port number three of the multiport valve 500. And the third port is connected with the second port. The cooling water flowing out through port number two flows along the third flow line 150 and into port number six. In this case, the water chiller 152 is in a deactivated state. On the other hand, port number six is connected to port number eight. The cooling water flowing out through the eighth port is heated by the preheating heater 103, and then heats the battery 102.

Next, in the third mode as the cold environment state, the temperature control process of the electric component (motor) is observed.

As shown in fig. 4, in the third mode, the multiport valve 500 is opened to communicate the second flow line 200 with the fourth flow line 250 to form a closed circuit in order to control the temperature of the electrical component 202.

Specifically, in the third mode, when the electrical component 202 is heated, the second pump 205 is operated. Thus, cooling water flows along the second flow line 200 and into port number one of the multiport valves 500. In the third mode, port number one is connected with port number nine. The cooling water flowing out through the ninth port flows along the fifth flow line 450 and passes through the evaporator 15. In this case, the cooling water that receives waste heat from the electric component 202 is cooled by heat exchange with the evaporator 15. Thereafter, the fluid continues along the fifth flow line 450 and into port number seven. In the third mode, port number seven is connected to port number five. The cooling water flowing out through port number five cools the electrical component 202.

In summary, in the third mode, the temperature is controlled by separating the battery 102 and the electric component 202, the battery 102 is heated by the preheating heater 103, and the electric component 202 is cooled by the evaporator 15. In the cold ambient condition of the third mode, the temperature is controlled by separating the battery 102 from the electrical components 202.

On the other hand, according to another embodiment of the present invention, in the third mode, port No. ninth may not be used. In this case, the cooling water cannot flow through the fifth flow line 450, and thus the electrical component 202 is not cooled. This control process is also applicable to vehicles without a heater pump.

On the other hand, the

pumps

105, 205 may be provided in at least one of the first to fifth flow lines, and the number of the

pumps

105, 205 is not limited.

In the present invention, the temperature control of the battery 102 and the electrical component 202 is performed by being divided into the first mode to the third mode in order to minimize the use of the refrigerant.

Fig. 5 is a diagram showing a connection state of a multi-port valve in first to third modes by valve marks according to another embodiment of the present invention.

In the connected state of the multi-port valve as shown in fig. 1 to 4, the second port number and the sixth port number are not connected to each other in the second mode. However, as shown in fig. 5, according to another embodiment of the present invention, in the second mode, port No. two and port No. six are connected to each other. In the second mode, since there is no pump on the cooling water line passing through the second port number and the sixth port number, there is no flow of cooling water. Therefore, even according to another embodiment of the present invention, the temperature control process in the second mode is not changed.

On the other hand, in an embodiment of the present invention, the multiport valve has 9 ports in total, but at least one of the upper flow path port 512 and the lower flow path port 532 may be closed to be used as a valve having 8 ports or less according to design, so as to reduce the number of ports of the multiport valve.

Fig. 6 is a perspective view schematically showing an entire state of a multi-port valve according to an embodiment of the present invention, fig. 7 is an exploded perspective view of the multi-port valve according to the embodiment of the present invention, fig. 8 is a perspective view of a part of a vertical plane of the multi-port valve according to the embodiment of the present invention, fig. 9 is a perspective view showing a valve body according to the embodiment of the present invention, and fig. 10A and 10B are perspective views of a part of a horizontal plane of an upper port and a lower port, respectively, according to the embodiment of the present invention.

As shown in fig. 6 and 7, a multiport valve 500 according to an embodiment of the present invention includes an upper port portion, a lower port portion, and a valve body. The upper port portion and the lower port portion are respectively located at the upper portion and the lower portion with the same central axis as the center.

The upper port portion includes an upper housing 510 and an upper flow path port 512.

The upper housing 510 has a substantially cylindrical shape, and a space is formed inside the upper housing. A hole into which an upper end of a rotary shaft 511 to be described later is inserted is formed in an upper surface of the upper housing 510. On the peripheral surface of the upper housing 510, a plurality of upper flow path ports 512 are radially arranged at predetermined intervals. Each upper flow path port 512 is connected to communicate with the internal space of the upper housing 510. The number of upper flow path ports is not limited, but in one embodiment of the present invention, 6 upper

flow path ports

512a, 512b, 512c, 512d, 512e, 512f are formed at the upper housing 510. Preferably, the angles between the upper

flow path ports

512a, 512b, 512c, 512d, 512e, 512f adjacent to the central axis are the same, and in the present invention, the angle between the upper flow path ports is 60 °. On the other hand, the central axis direction coincides with the axial direction of the rotation shaft 511.

The lower port portion includes a lower housing 530 and a lower flow path port 532.

The lower housing 530 has a substantially cylindrical shape, and a space is formed inside the lower housing. A hole into which a lower end of a rotary shaft 511 to be described later is inserted is formed in a lower surface of the lower housing 530. On the peripheral surface of the lower housing 530, a plurality of lower flow path ports 532 are radially arranged at predetermined intervals. Each lower flow path port 532 is connected to communicate with the inner space of the lower casing 530. Although the number of the lower flow path ports 532 is not limited, in one embodiment of the present invention, 3 lower

flow path ports

532a, 532b, 532c are formed in the lower housing 530. Preferably, the angles between the lower

flow path ports

532a, 532b, 532c adjacent to the central axis are the same, and in the present invention, the angle between the lower flow path ports is 120 °.

The upper housing 510 and the lower housing 530 may be combined with and fixed to each other. On the other hand, a housing O-ring 538 is installed at a joint of the upper housing 510 and the lower housing 530 to maintain airtightness.

The valve body 520 has a substantially cylindrical shape and is accommodated in an inner space when the upper housing 510 is coupled to the lower housing 530. The rotation shaft 511 is inserted along the central axis direction of the valve body 520. Accordingly, the valve body 520 may also be rotated together with the rotation of the rotary shaft 511. A driver may be installed to rotate the rotation shaft 511. A shaft O-ring 528 is installed at a coupling portion of the rotation shaft 511 and the upper housing 510 to maintain airtightness.

An upper port connection port 522 is formed on an upper peripheral surface of the valve body 520. The upper port connection ports 522 are formed so as to correspond to the upper flow path ports 512, and the number and arrangement of the upper port connection ports 522 are the same as those of the upper flow path ports 512. An upper valve sheet 523 is formed at a contact portion between the upper port connection port 522 and the upper housing 510 to maintain airtightness. In fig. 6, the upper valve sheet 523 is formed on the upper port connection port 522, but may be formed on an inner hole of the upper flow path port 512.

Referring to fig. 8 to 10B, the upper port connection port 522 communicates with one of the adjacent upper port connection ports 522. Specifically, one upper flow path port 512a communicates only with the adjacent other upper port connection port 522b and does not communicate with the remaining upper port connection ports 522c, 522d, 522e, and 522f, and one upper port connection port 522c communicates only with the adjacent other upper port connection port 522d and does not communicate with the remaining upper

port connection ports

522a, 522b, 522e, and 522 f. Therefore, as shown in fig. 10A and 10B, in one embodiment of the present invention, it was confirmed that 3 pairs of upper port connection ports 522 in total communicate with each other, and the cooling water flow paths passing through the upper flow path ports 512 are symmetrical to each other. That is, when the valve body 520 is rotated, the flow paths have symmetrical shapes even though the symmetrical direction of the flow paths in the upper port portion may be changed.

A lower port connection port 525 is formed at a lower side of the valve body 520. In one embodiment of the present invention, 1 lower port connection port 525 is formed at a position corresponding to the lower flow path port 532. However, the number of the lower port connection ports 525 is not limited. A lower valve plate 524 is formed at a contact portion between the lower port connection port 525 and the lower housing 530 to maintain airtightness. In fig. 6, the lower valve plate 524 is formed on the lower port connection port 525, but may be formed on an inner hole of the lower flow path port 532.

A shielding part 526 is formed at the other side of the lower portion of the valve body 520. The shielding portion 526 has the same curvature as the overall shape of the valve body 520. A side surface of the shielding part 526, i.e., a surface facing the lower casing 530 forms a lower valve sheet 527 to maintain airtightness. The shielding portion 526 rotates to close the lower flow path port 532.

On the other hand, the upper port connection port 522 and the lower port connection port 525 are separated from each other. Therefore, when the valve body 520 is accommodated in and coupled to the upper housing 510 and the lower housing 530, the upper flow passage port 512 and the lower flow passage port 532 do not communicate with each other in the internal spaces of the upper housing 510 and the lower housing 530.

When the valve body 520 is rotated at a predetermined angle, the upper port connection port 522 can communicate with the upper flow path port 512, and the lower port connection port 525 can communicate with the lower flow path port 532. In one embodiment of the present invention, when the valve body 520 is rotated by 60 °, the upper port connection port 522 and the lower port connection port 525 may communicate with the upper flow path port 512 and the lower flow path port 532, respectively. In this case, the shielding region of the shielding portion 526 may be sized to communicate 2 lower flow path ports 532 with each other and to close the remaining 1 lower flow path port 532 when the valve body 520 is rotated. However, the rotation angle of the valve body 520 can be changed arbitrarily depending on the number and arrangement of the upper port connection port 522, the lower port connection port 525, the upper flow path port 512, and the lower flow path port 532.

Fig. 11A and 11B are diagrams respectively showing an operation state of an upper port portion and a lower port portion of the multi-port valve in the first mode, fig. 12A and 12B are diagrams respectively showing an operation state of an upper port portion and a lower port portion of the multi-port valve in the second mode, and fig. 13A and 13B are diagrams respectively showing an operation state of an upper port portion and a lower port portion of the multi-port valve in the third mode.

Hereinafter, the operation of the multiport valve 500 according to the embodiment of the present invention will be described with reference to fig. 11A, 11B, 12A, 12B, 13A, and 13B. The port numbers of the multiport valve 500 are the same as those described above with reference to fig. 1 to 4.

Fig. 11A shows a state of the upper port portion in the first mode, and fig. 11B shows a shape of the lower port portion in the first mode. Referring to fig. 11A, according to the configuration of the multi-port valve 500, when the valve body 520 is rotated by a predetermined angle, the third port and the second port of the upper port portion communicate with each other, the sixth port and the eighth port communicate with each other, and the seventh port and the fifth port communicate with each other in the first mode. In this case, referring to fig. 11B, only the first port and the fourth port communicate with each other in the lower port portion, and the ninth port is closed by the shielding portion 526.

Fig. 12A shows a state of the upper port portion in the second mode, and fig. 12B shows a state of the lower port portion in the second mode. In the first mode state, when the valve body 520 is rotated 60 ° counterclockwise, the second port and the sixth port of the upper port portion communicate with each other, the seventh port and the eighth port communicate with each other, and the third port and the fifth port communicate with each other. In this case, referring to fig. 12B, only the first port and the fourth port communicate with each other in the lower port portion, and the ninth port is closed by the shielding portion 526.

Fig. 13A shows a state of the upper port portion in the third mode, and fig. 13B shows a state of the lower port portion in the third mode. In the second mode state, when the valve body 520 is rotated by 60 ° in the counterclockwise direction, the third port and the second port of the upper port portion communicate with each other, the sixth port and the eighth port communicate with each other, and the seventh port and the fifth port communicate with each other. In this case, referring to fig. 13B, only port No. first and port No. ninth communicate in the lower port portion, and port No. fourth is closed by the shielding portion 526.

That is, as shown in fig. 11A, 11B, 12A, 12B, 13A, and 13B, the multiport valve 500 according to the embodiment of the present invention satisfies the valve control process in the first to third modes shown in fig. 1 to 4.

Fig. 14 is a perspective view schematically showing an overall state of a multi-port valve integrated module according to an embodiment of the present invention, fig. 15 is an exploded perspective view of the multi-port valve integrated module according to the embodiment of the present invention, and fig. 16 is a view showing a state in which a temperature sensor is mounted to the multi-port valve according to the embodiment of the present invention.

Referring to fig. 14 and 15, the multi-port valve integrated module according to an embodiment of the present invention includes a water chiller 152, a multi-port valve 500, an actuator 540, a first pump 105, a second pump 205, and an integrated control unit.

In the multiport valve integrated module of an embodiment of the present invention, the respective components and functions thereof are as described above. The multi-port valve integrated module is assembled into one integrated module in order to perform temperature control of the battery 102 or the electrical component 202 in the first to third modes.

As shown in fig. 14 and 15, according to an embodiment of the present invention, 6 upper flow path ports are formed in the upper housing 510 of the multiport valve 500, and the first pump 105 is mounted on one side. The lower housing 530 of the multiport valve 500 has 3 lower flow path ports, and the second pump 205 is attached to one side. The upper housing 510 and the lower housing 530 may be coupled to each other by various schemes such as bolts, welding, etc. As described above, the valve body 520 is housed inside the upper case 510 and the lower case 530. A chiller 152 as a refrigerating machine is installed at one side of the multiport valve 500, and an actuator 540 for driving a rotation shaft is installed at the other side thereof. As described above, the water chiller 152 performs a heat exchange function with the cooling water by restricting the flow of the refrigerant into and out of the expansion valve 154 (see fig. 1 to 4).

The integrated control unit integrally controls the expansion valve 154, the

pumps

105 and 205, and the actuator 540 in order to control the temperature of the battery 102 or the electric component 202 in the first to third modes. In this case, the integrated control portion analyzes temperature information measured from at least one of the multiport valve, the battery 102, the electric component 202, the vehicle interior (e.g., vehicle interior air) for control. In one embodiment of the present invention, the integrated control portion is provided in the actuator 540, but may be constituted by a separate control device.

Referring to fig. 16, a temperature sensor 550 is attached to the upper flow path port 512. In this case, it is preferable that the tip of the temperature sensor 550 is formed on the flow path to measure the temperature of the cooling water passing through the upper flow path port 512.

On the other hand, the temperature sensors 550 may be installed at the upper flow path port 512 and/or the lower flow path port 532, and the installation position and number of the temperature sensors 550 may be changed in various ways according to design on the multi-port valve.

On the other hand, in an embodiment of the present invention, the multiport valve 500 is composed of 9 ports in total, and the number of the upper flow path ports or the lower flow path ports may be changed as desired according to design.

Although the present invention has been described with reference to one embodiment shown in the drawings, this is for illustration only, and other embodiments having many variations and equivalents will be apparent to those skilled in the art to which the present invention pertains. Therefore, the true scope of the present invention should be defined only by the claims.

Claims

1. A multi-port valve is characterized in that,

the method comprises the following steps:

an upper port part having an upper housing forming a plurality of upper flow path ports;

a lower port section which is coupled to a lower portion around the same central axis as the upper port section and has a lower housing which forms a plurality of lower flow path ports; and

a valve body rotatably accommodated in an inner space formed by the upper housing and the lower housing around the central axis, and having an upper connection port and a lower connection port formed in an upper portion and a lower portion and communicating with the upper flow path port and the lower flow path port, respectively,

at least one pair of adjacent upper or lower flow path ports communicate with each other in accordance with the rotation of the valve body.

2. The multiport valve according to claim 1, wherein a plurality of said upper flow path ports or said lower flow path ports are radially spaced from each other by a predetermined interval.

3. The multiport valve according to claim 1, wherein the respective flow paths through said plurality of upper flow path ports are symmetrical to each other.

4. The multiport valve according to claim 1, wherein one of said plurality of lower flow path ports is blocked in response to rotation of said valve body.

5. The multiport valve according to claim 1, wherein an upper connection port corresponding to the upper flow path port is formed in an upper portion of the valve body, and a flow path is formed so as to communicate with one another in one upper connection port adjacent to the upper connection port.

6. The multiport valve of claim 1, wherein an upper valve plate is mounted to said upper port.

7. The multiport valve according to claim 1, wherein a shielding portion is formed at a lower portion of said valve body to shield remaining lower flow path ports except the lower flow path ports communicating with each other.

8. The multiport valve of claim 7, wherein a lower valve plate is mounted on a face of said shroud contacting said lower housing.

9. The multiport valve according to claim 1, wherein an O-ring is installed at the junction of said upper and lower housings.

10. The multiport valve according to claim 1, wherein a rotary shaft is inserted into said valve body, and an O-ring is attached to a joint portion between said rotary shaft and said upper housing.

11. A temperature management system using a multiport valve,

the method comprises the following steps:

a first flow line connected to the battery for flowing cooling water;

a second flow line connected to the electric component for flowing cooling water;

a third flow line connected to the water chiller for flowing cooling water;

a fourth flow line connected to the radiator for flowing cooling water; and

a multi-port valve connected to the first to fourth flow lines, the multi-port valve having a valve body in which upper port portions forming a plurality of upper flow ports and lower port portions forming a plurality of lower flow ports are coupled to each other around the same rotation axis, the valve body having an inner space in which at least one pair of adjacent upper flow ports or lower flow ports communicate with each other by rotation,

the temperature of the battery or the electric component is controlled by one of a first mode which is an operation mode in a hot environment state, a second mode which is an operation mode in a cool environment state, and a third mode which is an operation mode in a cold environment state, according to an outside air temperature of the vehicle.

12. The temperature management system using a multiport valve of claim 11, wherein at least one of said upper flow path port and said lower flow path port is closed to reduce the number of ports of said multiport valve.

13. The temperature management system using a multiport valve according to claim 11, characterized in that in said first mode, temperature control is performed by separating said battery and said electric component.

14. The system according to claim 11, wherein in the first mode, the multiport valve is opened to control the temperature of the battery, and the first flow line and the third flow line are communicated to form a closed circuit, thereby operating the water chiller.

15. The system according to claim 11, wherein in the first mode, the multiport valve is opened to control the temperature of the electrical component, and the second flow line and the fourth flow line are communicated to form a closed circuit, thereby operating the radiator.

16. The temperature management system using a multiport valve according to claim 11, characterized in that in said second mode, temperature control is performed by integrating said battery with said electric component.

17. The system according to claim 11, wherein in the second mode, the multiport valve is opened to control the temperatures of the battery and the electrical component, and the first flow line is communicated to the fourth flow line to form a closed circuit, thereby operating the radiator.

18. The temperature management system using a multiport valve according to claim 11, characterized in that in said third mode, temperature control is performed by separating said battery and said electric component.

19. The system according to claim 11, wherein in the third mode, the multiport valve is opened to control the temperature of the battery, the first flow line and the third flow line are communicated to form a closed circuit, the water chiller is in a stop state, and a heater for heating the battery is provided in the closed circuit.

20. The system according to claim 11, wherein in the third mode, the multiport valve is opened to control the temperature of the electrical component, and the second flow line and the fourth flow line are communicated to form a closed circuit, thereby operating the radiator.

21. The temperature management system using a multiport valve according to claim 11,

also comprises a fifth flow pipeline connected with the evaporator of the air conditioning system and used for enabling the cooling water to flow,

in the third mode, the multi-port valve is opened to control the temperature of the electric component, the second flow line and the fifth flow line are communicated to form a closed circuit, and the cooling water passing through the closed circuit exchanges heat with the evaporator.

22. The temperature management system using a multiport valve as in claim 11, wherein at least one of said first to fourth flow lines further comprises a pump for providing a driving force to allow said cooling water to flow.

23. The system according to claim 11, wherein in the second mode, the ports of the multiport valve connected to both ends of the third flow line communicate with each other so that the third flow line forms a closed circuit.

24. An integrated module including a multiport valve, comprising:

a multi-port valve in which an upper port portion having a plurality of upper flow path ports through which cooling water flows and a lower port portion having a plurality of lower flow path ports are coupled to each other around the same rotation axis, and which has a valve body in which at least one pair of adjacent upper flow path ports or lower flow path ports communicate with each other by rotation in an internal space;

a water chiller for cooling the cooling water by limiting the flow of the refrigerant through an expansion valve;

a pump for supplying a driving force to flow the cooling water through the upper flow path port or the lower flow path port;

an actuator for rotating the valve body; and

and an integrated control part for controlling the expansion valve, the pump and the driver.

25. The integrated module including a multiport valve of claim 24, wherein said integrated control is disposed on said actuator.

26. The integrated module including a multiport valve according to claim 24, wherein said integrated control portion performs control by analyzing at least one of information on temperature of cooling water passing through said multiport valve, information on temperature or voltage of a battery, information on temperature of an electric component, and information on temperature in a vehicle compartment.

27. The integrated module including a multi-port valve of claim 24, wherein a temperature sensor is mounted to at least one of said upper or lower flow path ports.

28. The integrated module including a multiport valve of claim 24, wherein said pump is mounted on one side of said upper port section and said lower port section, respectively.