DE102017004438B4 - Multiple valve for cooling system - Google Patents

Abstract

Multiple valve for a cooling system configured to cool an internal combustion engine (2) and at least one other object (18), the cooling system having a pump (4) circulating a coolant in the cooling system, an engine exhaust line (5a) circulating the coolant with a heated temperature (TH), a first cooler (8) cooling the coolant to a first temperature (T1), and a second cooler (9) cooling the coolant to a second temperature (T2) set in is lower than the first temperature (T1) in most operating conditions, the multi-valve having a housing (25) which, in a first transverse plane (A), has a port (5a') receiving the coolant at the heated temperature (TH), a port (5b') directing the received coolant to the internal combustion engine (2) and comprising a port (5c') directing the received coolant to the first radiator (8) and in a second transversal plane (B) a port (5g' ), the coolant l leading to the second radiator (9), and comprising a hollow valve body (26) rotatable to different angular positions in the housing (25), the hollow valve body (26) having a first valve part (26a) having at least one opening ( 31) configured to coincide with the ports (5a', 5b', 5c') in the first transverse plane (A) of the body (25), a second valve part (26b) having at least one orifice (32 , 33) configured to coincide with the port (5g') in the second transverse plane (B) of the body (25) and comprising a passage (26d) extending between the first valve part (26a) and the second valve part (26b), characterized in that the multiple valve comprises a temperature-controlled valve element (28) arranged in the flow passage (26d) configured to allow coolant flow from the first valve part (26a) to the second valve part (26b). prevent when the coolant is a lower temperature as a setting temperature of the valve element (28), and to allow a coolant flow from the first valve part (26a) to the second valve part (26b) when the coolant has a higher temperature than the setting temperature of the valve element (28).

Description

BACKGROUND OF THE INVENTION AND PRIOR ART

The present invention, according to the preamble of claim 1, relates to a multiple valve for a refrigeration system.

A cooling system in a vehicle is often used to cool an internal combustion engine and at least one other object. The additional object can be a component or a liquid. In certain cases, such another object may require a lower operating temperature than the internal combustion engine. In this case, the cooling system can produce two coolant temperatures using two radiators cooled by air of different temperatures. The higher temperature coolant can be routed to the engine and the lower temperature coolant can be routed to the further object. Certain objects require well-controlled cooling for optimum efficiency. In this case, the construction of the refrigeration system is complicated with a multitude of valves and control devices for the valves arranged at different positions of the refrigeration system.

A WHR system (waste heat recovery system) can be used in vehicles to recover thermal energy and convert it into mechanical energy or electrical energy. The WHR system can absorb waste heat energy from the exhaust gases of an internal combustion engine. In order to achieve high thermal efficiency in a WHR system, the working fluid in a condenser should be cooled to as low a condensing temperature as possible, essentially without subcooling. In order to achieve such a condensation temperature, the working fluid should be cooled with coolant having a suitable temperature and flow rate. However, the required cooling effect of the working medium in the condenser can vary very rapidly with the temperature and flow rate of the exhaust gases. Therefore, it is necessary to provide fast and reliable control of the temperature and flow rate of the coolant sent to the condenser in order to maintain a high thermal efficiency of the WHR system.

State of the art can be found in DE 10 2013 008 195 A1 , DE 38 24 412 C1 , DE 44 09 547 A1 and DE 20 2015 100 582 U1 .

PRESENTATION OF THE INVENTION

The object of the present invention is to provide a multi-valve in a cooling system, which can alone control the coolant flow in the cooling system and can provide optimal cooling of an internal combustion engine and another object in a quick and reliable manner.

The above-mentioned object is solved by the multiple valve according to the characterizing part of claim 1. The multiple valve includes a valve body that includes a first valve portion and a second valve portion. The first valve portion receives heated coolant which it directs to the engine and/or the first radiator. The second valve portion has a port that directs coolant to the second radiator. A passage is arranged between the first valve part and the second valve part. The flow includes a valve element. The valve element is configured to close the flow when the received heated coolant in the multi-valve is at a temperature lower than a set temperature and to open the flow when the heated coolant is at a temperature higher than a set temperature. The temperature of the heated coolant is related to the temperature of the internal combustion engine. In operating conditions in which the internal combustion engine is at a low temperature, it is desirable to warm up the internal combustion engine to its optimum operating temperature as quickly as possible. In this case the valve element closes the flow between the first valve part and the second valve part. As a result, no coolant flow is directed to the second valve part and to the second radiator. In order to further increase the heating process of the internal combustion engine, the valve body is moved to an angular position in the housing where no coolant flow is directed to the first radiator. Therefore, the entire flow rate of the heated coolant is directed to the engine without cooling. The presence of the valve element in the flow between the first valve part and the second valve part simplifies the control of the coolant flow during operating conditions in which the internal combustion engine is at a low temperature. Once the internal combustion engine has reached an optimal operating temperature, the valve element is to be moved to the open position, so that it is possible to direct coolant to the second valve part and to the second radiator.

According to one embodiment of the invention, the valve member comprises a blocking member movable between a closed position blocking the flow and an open position allowing coolant flow through the flow, and a switching mechanism Mechanism configured to move the blocking element to the open position in opposition to the action of a spring element when the coolant temperature is higher than the set temperature. Such a valve element can be of relatively simple construction. Alternatively, the spring moves the blocking member to the closed position and the switch mechanism moves the blocking member to the open position in opposition to the spring action. The switching mechanism may include an enclosure enclosing a material configured to change volume at the set temperature. The material may be a suitable wax material which undergoes a phase change between a solid phase and a liquid phase at the set temperature. Such a switching mechanism is inexpensive and has a very reliable function. In this case the valve element can be constructed as a wax temperature regulator. Alternatively, the valve member may be an electrical switch that moves the blocking member between the open position and the closed position in response to the temperature of the heated coolant. A temperature sensor can detect the temperature of the coolant leaving the internal combustion engine, a control unit can receive information about the coolant temperature and control the electrical switch to move the blocking element to the closed position when the heated coolant has a lower temperature than the set temperature , and moved to the open position when the heated coolant is at a temperature greater than the set temperature.

According to one embodiment of the invention, the housing comprises a connection in the second transverse plane, which leads heated coolant to the further object. Therefore, the housing includes a port that directs coolant to the further object via the second radiator and a port that directs heated coolant to the further object. Consequently, it is possible to supply coolant at the second temperature, coolant at the heated temperature, and/or a mixture of coolant at any temperature in a temperature range defined by the heated temperature and the second temperature to the further object.

According to an embodiment of the invention, the housing further comprises ports in a third transverse plane, the valve body comprising a third valve part comprising at least one opening configured to register with the at least one port in the third transverse plane of the housing. The housing may include, in the third transverse plane, a port that receives coolant from the first radiator, a port that directs the received coolant from the first radiator to the engine, and a port that directs the received coolant from the first radiator to the further object. Therefore, the third valve portion receives coolant at the first temperature and directs it to the engine and/or other object.

According to an embodiment of the invention, the third valve part is rigidly connected to the first valve part and the second valve part so that they are rotatably arranged in the housing as a unit. Therefore, all parts of the valve body are rotated simultaneously by the drive to a common angular position in the body. The valve parts may have a spherical shape. Such a construction makes it relatively easy to provide a good seal between the respective spherical valve parts and the housing. Alternatively, the hollow parts can have a cylindrical shape.

According to an embodiment of the invention, the ports that conduct coolant to the further object have a smaller cross-sectional area than the ports that conduct coolant to the internal combustion engine. The cross-sectional areas of the ports define the coolant flow area and coolant flow rate. During most operating conditions, the internal combustion engine must be cooled with a greater cooling effect than the other object. The cooling effect is related to the temperature difference and the coolant flow rate. One way to direct a smaller coolant flow rate to the further object than to the internal combustion engine is to give the ports that direct coolant to the further object smaller dimensions than the ports that direct coolant to the internal combustion engine.

According to one embodiment of the invention, the multi-valve is part of a multi-valve device which, apart from the multi-valve, comprises a drive configured to rotate the valve body to different angular positions in the housing and a control unit configured to initiate activation of the drive. so that it rotates the valve body to a specific angular position in the housing. The drive can be an electric motor and the control unit can be a computer unit with access to information about suitable angular positions of the valve body in the housing in different operating states.

character list

• 1 ein Mehrfachventil umfassendes Kühlsystem nach der Erfindung zeigt,
• 2 das Mehrfachventil detaillierter zeigt und
• 3 Kurven zeigt, die die Kühlmitteldurchflussrate zum Verbrennungsmotor und zum Kondensator über verschiedene Anschlüsse des Mehrfachventils als Funktion der Winkelposition eines Ventilkörpers definieren.

The following is an example of a preferred embodiment of the invention under reference taken on the attached drawings, in which:

• 1 shows a multi-valve cooling system according to the invention,
• 2 shows the multiple valve in more detail and
• 3 Figure 12 shows curves defining the coolant flow rate to the engine and to the condenser through various ports of the multi-valve as a function of the angular position of a valve body.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION

1 shows a schematically disclosed vehicle 1 driven by an internal combustion engine 2 . The vehicle 1 may be a heavy vehicle and the engine 2 may be a diesel engine. The vehicle 1 includes a cooling system that includes an engine inlet line 3 that directs coolant to the internal combustion engine 2 . The engine intake pipe 3 is provided with a coolant pump 4 which circulates a coolant in the cooling system. Initially, the pump 4 circulates the coolant to the engine 2. The coolant cools the engine 2. The coolant leaving the engine 2 is received in an engine outlet line 5a. The coolant leaving the internal combustion engine 2 has a heated temperature TH. The cooling system includes a multi-valve device. The multi-valve device comprises a multi-valve 5, an actuator 6 and a control unit 7. The multi-valve 5 takes in coolant having a heated temperature TH via the engine exhaust pipe 5a. The cooling system comprises a first radiator 8, in which the coolant is cooled to a first temperature T1, and a second radiator 9, in which the coolant is cooled to a second temperature T2. In this case, an intercooler 10 is arranged between the first cooler 8 and the second cooler 9 . A radiator fan 11 and the ram air provide a cooling airflow through the second radiator 9, the charge air cooler 10 and the first radiator 8 during operation of the vehicle 1. The second radiator 9 is disposed at a position upstream of the first radiator 8 in consideration of the flow direction of the cooling airflow. As a result, the coolant in the second radiator 9 is cooled to a lower temperature than the coolant in the first radiator 8 during most operating conditions. Therefore, the second coolant temperature T2 is generally lower than the first coolant temperature T1.

As shown above, the multi-valve 5 is connected to the engine exhaust pipe 5a. Further, the multi-valve 5 is provided with a primary bypass line 5b, which leads coolant with the heated temperature TH back to the internal combustion engine 2 without cooling, a first radiator inlet line 5c, which leads the coolant with the heated temperature TH to the first radiator 8, a first radiator outlet line 5d, which directs the coolant at the first temperature T1 from the first radiator 8 back to the multi-valve 5, a first motor line 5e which directs the coolant at the first temperature T1 to the internal combustion engine 2, a secondary bypass line 5f which directs the coolant at the heated temperature TH via a condenser inlet line 18a to a condenser 18 in a WHR system, a second condenser line 5g conducting refrigerant at the second temperature T2 to the condenser 18 via the condenser inlet line 18a, and a first condenser line 5h conducting refrigerant at the first temperature T1 via the condenser inlet line 18a to the condensate gate 18 directs. A condenser outlet line 18b directs the coolant from the condenser 18 to the engine inlet line 3. Alternatively, the condenser outlet line 18b directs the coolant from the condenser 18 to the engine outlet line 5a.

A first temperature sensor 22 detects the temperature T1 of the coolant leaving the first radiator 8, a second temperature sensor 23 detects the temperature T2 of the coolant leaving the second radiator 9, and a third temperature sensor 24 detects the heated coolant temperature TH in the engine exhaust pipe 5a . The control unit 7 receives information from the temperature sensors 22-24 about the actual temperatures TH, T1, T2. The control unit 7 also receives information 4a on the coolant flow rate in the refrigeration circuit. The coolant flow rate is defined by the pump 4 speed. If the pump 4 is driven by the engine 2 , the coolant flow rate in the cooling system is related to the engine 2 speed.

The vehicle is equipped with a WHR system (waste heat recovery system). The WHR system includes a pump 12 that pressurizes and circulates a working fluid in a closed circuit 13 . In this case, the working medium is ethanol. However, it is possible to use other types of working media such as R245fa. The pump 12 pressurizes and circulates the working fluid to an evaporator 14. The working fluid is heated in the evaporator 14 by, for example, exhaust gases from the internal combustion engine. The working medium is heated in the evaporator 14 to a temperature at which it evaporates. The working fluid is circulated from the evaporator 14 to an expander 15 . The pressurized and heated working fluid expands in the expander 15. The expander 15 generates a rotational movement that can be transmitted to a shaft 17 of the drive train of the vehicle 1 via a suitable mechanical transmission 16 . Alternatively, the expander 15 can be connected to a generator that converts mechanical energy into electrical energy. The electrical energy can be stored in an accumulator. The stored electrical energy can be delivered at a later stage to an electric motor for propelling the vehicle or a component on the vehicle.

After the working fluid has passed through the expander 15, it is directed to the condenser 18. The working medium is cooled in the condenser 18 by coolant from the cooling system to a temperature at which it condenses. The working medium is routed from the condenser 18 to a receptacle 19 . The pressure in the receptacle 19 can be varied using a pressure regulator 19a. The pump 12 draws working fluid from the bottom of the receptacle 19 and ensures that the pump 12 is only supplied with working fluid in a liquid state. A second control unit 20 controls the operation of the WHR system. The second control unit 20 controls the operation of the pump 12 and the expander 15. The WHR system enables thermal energy from the exhaust gases to be converted into mechanical energy or electrical energy. A temperature sensor 21 or a pressure sensor detects the condensation temperature or the condensation pressure in the condenser 18.

The temperature of the exhaust gases and therefore the heating effect of the working medium in the evaporator 14 vary under different operating conditions. In order to maintain a substantially continuous high thermal efficiency in the WHR system, the working medium in the condenser 18 has to be cooled with an adjustable cooling effect. It is preferred to produce as low a condensation pressure as possible in the various operating states. Suitably, however, negative pressure in the WHR system is avoided for practical reasons. In view of these facts, cooling of the working medium in the condenser 18 to a condensation pressure of just under 1 bar is suitably provided. Consequently, it is necessary to adjust the cooling effect of the working medium in the condenser 18, taking into account the heat energy supplied from the exhaust gases, so that the condensation pressure is just over 1 bar in order to maintain a high thermal efficiency. The working medium ethanol has a condensation temperature of 78 °C at 1 bar. In this case a condensation temperature of just over 78°C is suitably achieved in the condenser 18.

2 shows the multiple valve 5 in more detail. The multiple valve comprises a cylindrical housing 25 and a valve body 26 which is arranged in the housing 25 so as to be rotatable about an axis of rotation 27 . The housing 25 and the valve body 26 have an elongate expansion in the direction of the axis of rotation 27 . The valve body 26 comprises three hollow spherical valve parts 26a, 26b, 26c, which are arranged in different transverse planes A, B, C of the housing 25. A first hollow part 26a and a second hollow part 26b are constructed as a unit. The unit includes an internal passage 26d that allows flow communication between the first valve part 26a and the second valve part 26b. A valve element 28 is arranged in the passage 26d. Valve member 28 includes a blocking member 28a movable between a closed position blocking passage 26d and an open position allowing coolant flow through passage 26d. A switching mechanism is configured to move the blocking member 28a to the open position in opposition to an action of a spring member 28c when the coolant is at a temperature greater than the set temperature. In this case, the switching mechanism is exemplified by an envelope 28b enclosing a material configured to change phase and volume at the set temperature. The material may be a wax material that undergoes a phase change between a solid phase and a liquid phase at the set temperature. A third valve part 26c is connected to the first valve part 26a via a first shaft 26e. The second valve part 26b is connected to the drive 6 via a second shaft 26f. The valve parts 26a-26c and the shafts 26e, 26f define the valve body 26 which is rotatably mounted by the drive 6 as a unit.

The valve body 26 is arranged to be rotatable about the axis of rotation 27 via bearings 29 . The bearings 29 are interposed between the housing 25 and the shafts 26e, 26f. A plurality of seals in the form of O-rings 30 are interposed between the shafts 26e, 26f and the housing 25. As shown in FIG. The drive 6, which can be an electric motor, is configured to rotate the valve body 26 to different angular positions in the housing 25. The housing 25 comprises a plurality of terminals 5a'-5h', which are arranged in different transverse planes A, B, C of the housing 25. The housing 25 includes a first port 5a' to be connected to the engine exhaust pipe 5a, a second port 5b' to be connected to the primary bypass pipe 5b, and a third port 5c' to be connected to the first radiator inlet pipe 5c is, in the first transverse plane A. The housing 25 comprises a sixth port 5f' connected to the secondary bypass line 5f is to be connected, and a seventh port 5g' to be connected to the second radiator inlet duct 5g, in the second transverse plane B. The housing 25 comprises a fourth port 5d' to be connected to the first radiator outlet duct 5d, a fifth Terminal 5e' to be connected to the first motor line 5e and an eighth terminal 5h' to be connected to the first capacitor line 5h in the third transverse plane C. The first terminal 5a', the second terminal 5b' and the third port 5c 'of the housing 25 are connected to the first valve part 26a of the valve body 26 in connection. The sixth port 5f' and the seventh port 5g' are connected to the second valve part 26b of the valve body 26. The fourth port 5d', the fifth port 5e' and the eighth port 5h' are connected to the third valve part 26c of the valve body 26.

The first valve part 26a includes at least one peripheral opening 31. The opening 31 may extend around a relatively large part of the circumference of the first valve part 26a of the valve body. The opening 31 is configured to more or less coincide with the first port 5a', the second port 5b' and the third port 5c' in different angular positions. The second valve portion 26b includes at least two peripheral openings 32, 33 extending around part of the circumference of the second valve portion 26b. The openings 32, 33 are configured to more or less coincide with the sixth port 5f' and the seventh port 5g' in different angular positions. The third valve portion 26c includes at least one peripheral opening 34 extending around a portion of the circumference of the third valve portion 26c. The opening 34 is configured to more or less register with the fourth port 5d', the fifth port 5e', and the eighth port 5h' in different angular positions. A seal 36 is interposed between each valve part 26a, 26b, 26c of the valve body 26 and the housing 25. As shown in FIG. The relative position between the openings 31-34 of the valve body 26 and the ports 5a'-5h' of the housing 25 defines an adjustable flow area for the coolant. If an opening 31-34 completely registers with one of the ports 5a'-5h', the flow area and the coolant flow rate are maximum. If the openings 31-34 completely align with the ports 5a'-5h', the flow area and coolant flow rate will be below maximum. The ports 5f'-5h' that conduct refrigerant to the condenser 18 have smaller cross-sectional areas than the remaining ports 5a'-5e'. As a result, the multi-valve 26 directs a lower coolant flow rate to the condenser 18 than to the engine 2.

3 14 shows an example of the coolant flow rate at different temperatures directed to the engine 2 and the condenser 18. FIG. A first curve I shown with a bold solid line shows the coolant flow rate with the heated temperature TH, which is led to the internal combustion engine via the second port 5b' and the primary bypass line 5b. A second curve II shown with a thin solid line shows the coolant flow rate at the first temperature T1, which is supplied to the engine 2 via the fifth port 5e' and the first motor line 5e. Consequently, curves I and II define the coolant flow rate to the internal combustion engine 2. The sum of the coolant flow rates in curves I and II is defined as 100% when the valve body 26 is in the housing 25 within an angular range of 20°-360°. A third curve III shown with a dashed and dotted line shows the refrigerant flow rate with the heated temperature TH via the sixth port 5f' and the secondary bypass line 5f to the condenser 18. A fourth curve IV shown with a dashed line 12 shows the coolant flow rate at the second coolant temperature T2, which is conducted to the condenser 18 via the seventh port 5g′ and the second condenser line 5g. A fifth curve V, shown with a dotted line, shows the coolant flow rate at the first coolant temperature T1, which is led to the condenser 18 via the eighth port 5h' and the first condenser pipe 5h. Therefore, the curves III, IV, V show the refrigerant flow rate at three different temperatures TH, T1 and T2 to be directed to the condenser 18 in different angular positions of the valve body 26 in the housing 25. The sum of the coolant flow rates defined in curves III, IV, V is 50% of the coolant flow rates to the internal combustion engine 2 when the valve body 26 is within an angular range of 30°-350° with respect to the housing 25. Consequently, the multi-valve 5 is designed to direct a lower coolant flow rate to the condenser 18 than to the engine 2 within a major portion of the angular range.

During operation, the control unit 7 essentially continuously receives information from the temperature sensors 22, 23, 24 about the actual coolant temperatures TH, T1, T2 and information 4a about the actual coolant flow rate in the cooling system. In operating states in which the internal combustion engine 2 has a lower temperature than a lowest temperature within an optimal operating temperature range, the internal combustion engine 2 does not have to be cooled at all. The control unit 7 initiates an activation of the drive 6, so that he moves the valve body 26 to an angular position in which 100% of the uncooled coolant at the heated temperature TH is directed to the engine 2 . Therefore, no coolant is routed to the first radiator. Furthermore, the low temperature of the coolant results in the wax material in the envelope 28b being in a solid state and the blocking element 28a being in a closed position. Therefore, the entire coolant flow is directed to the combustion engine without cooling. As a result, the internal combustion engine is quickly warmed up to its operating temperature, at which it works with optimum efficiency.

During operating conditions when the engine 2 is at a temperature within the optimum operating temperature range, some engine cooling is typically required to maintain the engine 2 temperature. The temperature of the coolant reaches the set temperature of the wax material in the envelope 28b, which melts. As a result, the blocking element 28a is moved from the closed position to an open position. In this case, the control unit 7 can initiate a movement of the valve body 26 to an angular position within the angular range 120°-280° in which a mixture of coolant with the heated temperature TH and the first temperature T1 is supplied to the internal combustion engine 2 . In the angular position range mentioned above, it is possible to direct coolant having the first coolant temperature T1 to the condenser 18 according to curve V, coolant having the second coolant temperature T2 to the condenser 18 according to curve IV, or any mixture of coolants having the temperatures T1, T2 to the condenser 18 . The control unit 10 receives information about the operating status of the WHR system from the second control unit 20. The control unit 7 estimates a required temperature of the coolant to be fed to the condenser 18 at the actual coolant flow rate in the cooling system in order to bring the working medium to the desired condensation temperature in the condenser 18 to cool. The control unit 7 determines an angular position of the valve body 26 within the angular range of 120°-280°, in which the coolant optimally cools the internal combustion engine 2 and the working medium in the condenser 18 . The control unit 7 activates the drive 6, which turns the valve body 26 into the determined angular position.

In operating states in which the internal combustion engine 2 has a higher temperature than a highest temperature in an optimal operating temperature range, the internal combustion engine 2 must be optimally cooled. The blocking element 28a is in the open position. The control unit 7 initiates activation of the drive into an angular position in which 100% of the coolant at the first temperature T1 is routed to the internal combustion engine 2 . In the above-mentioned angular range, it is possible to supply uncooled coolant with the heated temperature TH according to curve III to the condenser 18, coolant with the second temperature T2 according to curve IV to the condenser 18 or any mixture of coolant with the heated temperature TH and the second temperature T2 to the capacitor 18 to conduct. The control unit 7 receives information about the operating status of the WHR system from the second control unit 20. The control unit 7 estimates a required temperature of the coolant to be fed to the condenser 18 at the actual coolant flow rate in the cooling system in order to bring the working medium to the desired condensation temperature in the condenser 18 to cool. The control unit 7 determines an angular position of the valve body 26 within the angular range of 10°-120°, in which the coolant cools the working medium to the desired condensation temperature in the condenser 18 . The control unit 7 activates the drive 6, which turns the valve body 26 into the determined angular position.

The invention is not limited to the embodiment described, but can be varied freely within the scope of the claims.

Reference List

1

vehicle

2

combustion engine

3

engine inlet line

4

coolant pump

4a

information

5

multiple valve

5a

engine exhaust line

5b

primary bypass line

5c

radiator inlet line

5d

radiator outlet line

5e

motor line

5f

secondary bypass line

5g

second capacitor line

5h

first capacitor line

5a'

first connection

5b'

second connection

5c'

third connection

5d'

fourth connection

5e'

fifth connection

5f

sixth connection

5g'

seventh connection

5 hours

eighth connection

6

drive

7

control unit

8th

first cooler

9

second cooler

10

intercooler

11

radiator fan

12

pump

13

closed circle

14

Evaporator

15

expander

16

transmission

17

Wave

18

capacitor

18a

condenser inlet line

18b

condenser outlet line

19

recording

19a

pressure regulator

20

second control unit

21

temperature sensor

22

first temperature sensor

23

second temperature sensor

24

third temperature sensor

25

Housing

26

valve body

26a

first valve part/hollow part

26b

second valve part/hollow part

26c

third valve part

26d

flow

26e

first wave

26f

second wave

27

axis of rotation

28

valve element

28a

blocking element

28b

wrapping

28c

spring element

29

warehouse

30

o-rings

31-34

openings

36

poetry

I-V

curves

A

first transverse plane

B

second transverse plane

C

third transverse plane

T1

first temperature

T2

second temperature

th

heated temperature

Claims (11)

Multiple valve for a cooling system configured to cool an internal combustion engine (2) and at least one other object (18), the cooling system having a pump (4) circulating a coolant in the cooling system, an engine exhaust line (5a) circulating the coolant with a heated temperature (TH), a first cooler (8) cooling the coolant to a first temperature (T1), and a second cooler (9) cooling the coolant to a second temperature (T2) set in is lower than the first temperature (T1) in most operating conditions, the multi-valve having a housing (25) which, in a first transverse plane (A), has a port (5a') receiving the coolant at the heated temperature (TH), a port (5b') directing the received coolant to the internal combustion engine (2) and comprising a port (5c') directing the received coolant to the first radiator (8) and in a second transversal plane (B) a port (5g' ), the coolant l leading to the second radiator (9), and comprising a hollow valve body (26) rotatably arranged in different angular positions in the housing (25), the hollow valve body (26) having a first valve part (26a) having at least one opening ( 31) configured to coincide with the ports (5a', 5b', 5c') in the first transverse plane (A) of the body (25), a second valve part (26b) having at least one orifice (32 , 33) configured to coincide with the port (5g') in the second transverse plane (B) of the body (25) and comprising a passage (26d) extending between the first valve part (26a) and the second valve part (26b), characterized in that the multi-valve comprises a temperature-controlled valve element (28) arranged in the flow passage (26d) which is configured to allow coolant flow from the first valve part (26a) to the second valve part (26b). prevent when the coolant is a low e temperature as a setting temperature of the valve element (28), and a coolant flow from the first valve part (26a) to allow the second valve part (26b) when the coolant has a higher temperature than the setting temperature of the valve element (28). multiple valve after claim 1 , characterized in that the valve element (28) has a blocking element (28a) between a closed position in which it blocks the passage (26d) and an open position in which it allows coolant flow through the passage (26d), is moveable and comprises a switching mechanism configured to move the blocking element (28a) to the open position in opposition to the action of a spring element (28c) when the coolant temperature is higher than the set temperature. multiple valve after claim 2 , characterized in that the switching mechanism comprises an enclosure (28b) enclosing a material configured to change volume at the set temperature. multiple valve after claim 1 or 2 , characterized in that the valve element (28) is controlled by a control unit (7). Multiple valve according to one of the preceding claims, characterized in that the housing (25) in the second transverse plane (B) comprises a connection (5f') which conducts coolant to the further object (18). Multiple valve according to one of the preceding claims, characterized in that the housing (25) comprises further connections (5d', 5e', 5h') in a third transverse plane (C), the hollow valve body (26) having a third valve part (26c) comprising at least one opening (34) configured to coincide with the at least one port (5d', 5e', 5h') in the third transverse plane (C) of the housing (25). multiple valve after claim 6 , characterized in that the housing (25) in the third transverse plane (C) has a connection (5d') which receives coolant from the first cooler (8), a connection (5e') which receives the coolant received from the first cooler (8 ) directs to the internal combustion engine (2), and a connection (5h '), which directs the recorded coolant from the first cooler (8) to the further object (18). multiple valve after claim 6 or 7 Characterized in that the third valve part (26c) is rigidly connected to the first valve part (26a) and the second valve part (26b) so that they are rotatably arranged in the housing (25) as a unit. Multiple valve according to one of the preceding claims, characterized in that the valve parts (26a-26c) have a spherical shape. Multiple valve according to any one of the preceding claims, characterized in that the ports (5f'-5h') conducting coolant to the further object (18) have a smaller cross-sectional area than the ports (5b'-5c') conducting coolant to the internal combustion engine (2) conduct. Multiple valve device comprising a multiple valve according to any one of the preceding claims, characterized in that it comprises a drive (6) configured to rotate the valve body (26) to different angular positions in the housing (25) and a control unit (7). configured to initiate activation of the drive (6) to rotate the valve body (26) to a specific angular position in the housing (25).

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