KR20210061158A - Integrated Thermal Management Valve For Vehicle - Google Patents

Abstract

The present invention relates to a vehicle integrated thermal management multiport valve comprising: a valve housing having an installation space formed therein and having a plurality of ports spaced apart along a periphery of a side wall; a valve body provided in the installation space of the valve housing, having a plurality of flow holes formed along a periphery of a side surface, and having a plurality of flow channels formed therein, wherein the flow channels connect different flow holes spaced apart from each other; a cage having a form of surrounding a side surface of the valve body, inserted between a side wall of the valve housing and a side surface of the valve body and rotating, having a plurality of openings spaced apart along a side surface, having a closing part between the openings, and allowing different ports spaced apart from each other to be connected to the flow channels according to a rotation angle through corresponding openings and flow holes to form an inlet port and an outlet port; and a drive unit transmitting rotational force to the cage. In the vehicle integrated thermal management multiport valve, a groove part is formed on the inner circumferential surface of the valve housing, and the groove part is connected to one of the plurality of ports and is simultaneously connected to the plurality of flow channels of the valve body.

Description

Integrated Thermal Management Valve For Vehicle {Integrated Thermal Management Valve For Vehicle}

The present invention relates to an integrated thermal management valve of a vehicle, and more particularly, to an integrated thermal management valve for simultaneously controlling the flow of a cooling medium in an electrical component circuit and a battery circuit.

The number of registered eco-friendly vehicles in Korea is on the rise due to the recent combination of policies to expand the supply of eco-friendly vehicles and preference for vehicles with high fuel efficiency. Among eco-friendly vehicles, electric vehicles are cars that operate using electric batteries and electric motors without using petroleum fuel and engines. Electric vehicles have a system in which the motor rotates and drives the vehicle with electricity accumulated in the battery, so there is no emission of harmful substances, low noise, and high energy efficiency.

In the case of a car that uses engine power, the in-vehicle heating system is operated by using the waste heat of the engine. However, since an electric car does not have an engine, it has a system that uses electricity to operate a heater. Therefore, the electric vehicle has a problem that the driving distance is greatly reduced during heating. In order to solve this problem, a plan to organically combine the air conditioning system and the thermal management system of an electric vehicle is being actively discussed.

In addition, the battery module can maintain optimum performance and long life only when used in an optimum temperature environment. However, it is difficult to use it in an optimal temperature environment due to heat generated during driving and external temperature changes.

Conventionally, as the flow of coolant in the battery cooling line for cooling the battery and the electronic component cooling line for cooling the electronic component is controlled by a valve included in each line, the number of parts increases, and thus the control becomes complicated.

In addition, the development of a valve equipped with a multi-port capable of controlling the battery cooling line and the electric component cooling line at the same time is in progress. However, since a plurality of multi-ports exist on the same plane, the volume of the valve is large and the freedom of pipe connection There was a low problem.

The matters described as the background art are only for enhancing an understanding of the background of the present invention, and should not be taken as acknowledging that they correspond to the prior art already known to those of ordinary skill in the art.

KR No. 10-1558611

The present invention has been proposed in order to solve the above-described problems, and is to provide a vehicle integrated thermal management multi-port valve that simultaneously controls the flow of a cooling medium in a battery line and an electrical component line.

The vehicle integrated thermal management multi-port valve according to the present invention for achieving the above object comprises: a valve housing having an installation space formed therein, and having a plurality of ports spaced apart along a circumference of a side wall; A valve body provided in the installation space of the valve housing, a plurality of flow holes formed along a circumference of a side surface, a plurality of flow channels formed therein, and the flow channel connecting different flow holes spaced apart; It is a shape that surrounds the side of the valve body and is inserted between the side wall of the valve housing and the side of the valve body and rotates. A plurality of openings are formed apart along the side, and a closing part is formed between the openings, and spaced apart from each other according to the rotation angle. A cage configured to constitute an inlet port and an outlet port by connecting other ports to the flow channel through corresponding openings and flow holes; And a driving unit that transmits rotational force to the cage; in the vehicle integrated thermal management multiport valve comprising: a groove connected to any one of a plurality of ports on an inner circumferential surface of the valve housing and simultaneously connected to a plurality of flow channels of the valve body Can be formed.

The valve housing is formed in a cylindrical shape, and is composed of an open upper surface facing the driving unit in the direction of the rotation axis, a circular lower surface, and a ring-shaped side wall surrounding the lower surface, and an installation space is formed by the lower surface and the side wall, and the cage is cylindrical. It is formed in a shape, but may be composed of a circular upper surface that is coupled in the direction of the rotation axis with the driving unit to cover the open upper surface of the valve housing, a ring-shaped side surface surrounding the upper surface, and a lower surface configured to be opened to surround the valve body.

The side surface of the cage may be formed to correspond to the curvature of the side wall of the valve housing and may be configured to seal the upper surface of the valve housing.

The cage may be configured such that a coupling portion protruding in the direction of the driving portion is formed in the center of the upper surface, and the coupling portion is inserted into the driving portion to be rotatable.

A partition wall separating each flow channel is formed inside the valve body to prevent the cooling medium of each channel from mixing with each other.

In addition, the length of the groove portion may be formed longer than the maximum length of the partition wall, and may be formed shorter than the maximum distance of points at which the plurality of flow channels are connected to the groove portion.

The flow channel formed inside the valve body may be composed of a first flow channel and a second flow channel, the first flow channel is connected to an electric component line that cools the electric component of the vehicle, and the second flow channel is It may be connected to a battery line that cools the high voltage battery of the vehicle.

In addition, the ports of the valve housing are composed of first to fifth ports that are spaced apart from each other at a predetermined interval, and are connected to the groove to be connected to the first flow channel and the second flow channel at the same time. It may be composed of second to third ports spaced apart from each other to be connected, and fourth to fifth ports spaced apart from each other to be connected to the second flow channel.

The first flow channel formed inside the valve body is connected to the first to third ports and is formed to branch into three flow paths, and at the point where the three flow paths diverge, the end of each flow path is a groove portion and a second port, respectively. , It is configured to correspond to the position of the third port, and the second flow channel formed inside the valve body is connected to the first port and the fourth to fifth ports and is formed to branch into three flow paths, and the three flow paths are Ends of each flow path at the branching point may be configured to correspond to positions of the groove, the fourth port, and the fifth port, respectively.

And when the first flow channel is connected to the second port and the third port through the opening of the cage and the first port is blocked by the closing portion of the cage, the second flow channel is the fourth port and the fifth port. The first port may be connected through the opening of the cage and the first port may be blocked by the closing part of the cage, or the first and fourth ports may be connected through the opening of the cage and the fifth port may be blocked by the closing part of the cage.

In addition, when the second flow channel is connected to the fourth port and the fifth port through the opening of the cage and the first port is blocked by the closing portion of the cage, the first flow channel has the second port and the third port. It is connected through the opening of the cage and the first port may be blocked by the closing part of the cage, or the first port and the third port may be connected through the opening of the cage and the second port may be blocked by the closing part of the cage.

The cage is formed by being spaced apart from the first opening portion and the second opening portion along the outer surface, the first closing portion is formed between one side of the first opening portion and the second opening portion, the other side of the first opening portion and the second opening A second closing portion may be formed between the other side of the negative.

The length of the circumference of the first opening portion of the cage may be longer than the length of the circumference of the second opening portion, and the length of the circumference of the first closing portion of the cage may be longer than the length of the circumference of the second closing portion.

In addition, the length of the circumference of the first closing part is longer than the length at which two adjacent ports of the valve housing are simultaneously blocked from being connected to the flow hole of the valve body, and the three adjacent ports are connected to the flow hole of the valve body at the same time. It can be formed shorter than the length to be blocked.

In addition, the length of the circumference of the second closing part is greater than the length at which one port is blocked from being connected to the flow hole of the valve body, and two adjacent ports are less than the length at which the connection to the flow hole of the valve body is simultaneously blocked. Can be formed.

According to the vehicle integrated thermal management multiport valve of the present invention, the number of valves for controlling the integrated thermal management circuit is reduced, thereby reducing the number of driving parts, piping between parts, and mounting parts, thereby reducing manufacturing cost.

In addition, the overall volume and weight of the integrated thermal management system may be reduced, and man-hours required for assembly may be reduced, and space may be advantageously used, thereby increasing engine room space utilization.

In addition, by rotating the cage, which has a relatively low weight compared to the conventional valve rotor, the torque required for the driving unit is reduced, thereby improving operability of the valve.

In addition, since one port can be connected to a plurality of flow channels by the groove, various flow channels can be designed, and the number of ports is reduced, thereby reducing cost and weight.

Accordingly, it has the effect of simplifying the structure and control of the integrated thermal management system.

1 is a perspective view showing a state of a vehicle integrated thermal management multiport valve according to an embodiment of the present invention.
2 is an exploded perspective view of a vehicle integrated thermal management multiport valve according to an embodiment of the present invention.
3 is an exploded perspective view of a case in which a valve body of a vehicle integrated thermal management multiport valve according to an embodiment of the present invention is detachably coupled.
4 is a circuit diagram showing a vehicle integrated thermal management circuit according to an embodiment of the present invention.
5 is a diagram illustrating a thermal management module included in an integrated vehicle thermal management circuit according to an embodiment of the present invention.
6 is a cross-sectional view of a vehicle integrated thermal management multiport valve in a first operation mode according to an embodiment of the present invention.
7 is a cross-sectional view of a vehicle integrated thermal management multiport valve in a second operation mode according to an embodiment of the present invention.
8 is a cross-sectional view of a vehicle integrated thermal management multiport valve in a third operation mode according to an embodiment of the present invention.

Specific structural or functional descriptions of the embodiments of the present invention disclosed in this specification or application are exemplified only for the purpose of describing the embodiments according to the present invention, and the embodiments according to the present invention may be implemented in various forms. And should not be construed as being limited to the embodiments described in this specification or application.

Since the embodiments according to the present invention can be modified in various ways and have various forms, specific embodiments are illustrated in the drawings and will be described in detail in the present specification or application. However, this is not intended to limit the embodiments according to the concept of the present invention to a specific form of disclosure, and it should be understood that all changes, equivalents, and substitutes included in the spirit and scope of the present invention are included.

Terms such as first and/or second may be used to describe various components, but the components should not be limited by the terms. The terms are only for the purpose of distinguishing one component from other components, for example, without departing from the scope of the rights according to the concept of the present invention, the first component may be named as the second component, and similarly The second component may also be referred to as a first component.

When a component is referred to as being "connected" or "connected" to another component, it is understood that it may be directly connected or connected to the other component, but other components may exist in the middle. It should be. On the other hand, when a component is referred to as being "directly connected" or "directly connected" to another component, it should be understood that there is no other component in the middle. Other expressions describing the relationship between components, such as "between" and "directly between" or "adjacent to" and "directly adjacent to" should be interpreted as well.

The terms used in the present specification are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In the present specification, terms such as "comprise" or "have" are intended to designate the presence of a set feature, number, step, action, component, part, or combination thereof, and one or more other features or numbers. It is to be understood that the presence or additional possibilities of, steps, actions, components, parts, or combinations thereof are not preliminarily excluded.

Unless otherwise defined, all terms used herein including technical or scientific terms have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning of the related technology, and should not be interpreted as an ideal or excessively formal meaning unless explicitly defined in the present specification. .

Hereinafter, the present invention will be described in detail by describing a preferred embodiment of the present invention with reference to the accompanying drawings. The same reference numerals shown in each drawing indicate the same members.

Vehicle integrated thermal management multi-port valve 10 according to the present invention has a plurality of flow channels in the interior and a plurality of ports on the outer surface of the electrical component line 30 for cooling the electrical component 31 and a high voltage battery ( The invention relates to a thermal management valve capable of integrating and managing a cooling medium circulating the battery line 20 for cooling 21).

1 is a perspective view showing a vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention, and FIG. 2 is an exploded perspective view of a vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention to be.

1 and 2, the vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention is composed of a valve housing 100, a valve body 200, a cage 300, and a driving unit 400 Can be.

The valve housing 100 may have an installation space 101 formed therein, and a plurality of ports spaced apart along the circumference of the sidewall may be formed. The port may allow the cooling medium to flow in or out.

A groove 111 may be formed on the inner circumferential surface of the valve housing 100. The groove 111 may be connected to any one of the plurality of ports and may be connected to the plurality of flow channels of the valve body 200 at the same time. Therefore, the port connected to the groove 111 may be connected to the plurality of flow channels at the same time.

The valve body 200 may be provided in the installation space 101 of the valve housing 100. A plurality of flow holes 210 are formed along the side circumference of the valve body 200, and the flow holes 210 may be formed according to the number and position of the ports. A plurality of flow channels may be formed inside the valve body 200, and the flow channels may connect different flow holes 210 spaced apart from each other. That is, different flow holes 210 may be connected by a flow channel to form a flow path through which a cooling medium can flow.

The cage 300 surrounds the side surface of the valve body 200 and may be inserted between the side wall of the valve housing 100 and the side surface of the valve body 200. A plurality of openings may be formed to be spaced apart along the side of the cage 300. A closing portion may be formed between the opening portions.

The cage 300 may be connected to the driving unit 400 and configured to be rotatable. When the port and the opening of the valve housing 100 communicate with each other, the cooling medium may flow into the flow channel inside the valve body 200, and when the cage 300 rotates and the port and the opening do not communicate, the cooling medium It becomes impossible to flow into the flow channel inside the body 200. That is, different ports separated according to the rotation angle of the cage 300 are connected to the flow channel through the corresponding opening and the flow hole 210, so that the inlet port and the outlet port can be configured. Accordingly, the opening may serve to connect the ports of the plurality of valve housings 100 and the valve body 200.

The driving unit 400 is configured to transmit a rotational force to the cage 300 and may be a motor formed to control the rotation angle of the cage 300.

Although not shown in the drawings, the vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention may further include a port sealer. The port sealer is formed between the valve body 200 and the cage 300 to prevent leakage of the cooling medium. Alternatively, it may be formed between the valve housing 100 and the cage 300.

3 is an exploded perspective view of a case in which the valve body 200 of the vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention is detachably coupled.

Referring to FIG. 3, the valve body 200 may be selectively coupled to an installation space 101 formed inside the valve housing 100. That is, the valve housing 100 and the valve body 200 may be an integral type configured to be connected or may be a separate type configured to be detachable from the valve body 200.

The valve housing 100 may have a cylindrical shape. The cylindrical shape of the valve housing 100 may be composed of a circular lower surface, a ring-shaped side wall, and an open upper surface. The upper surface may be formed to face the driving part 400 in the direction of the rotation axis and open. The lower surface is formed in a circular shape, and the side wall is formed in a ring shape surrounding the lower surface, and the installation space 101 may be formed by the lower surface and the side wall.

The cage 300 may be formed in a cylindrical shape. The cylindrical shape of the cage 300 may be composed of a circular upper surface, a ring-shaped side surface, and an open lower surface. The circular upper surface may be coupled to the driving unit 400 in the direction of the rotation axis to cover the open upper surface of the valve housing 100. The side of the cage 300 may be formed in a ring shape surrounding the upper surface, and the lower surface of the cage 300 may be opened to surround the valve.

In addition, the side surface of the cage 300 may be formed to correspond to the curvature of the sidewall of the valve housing 100 and may be configured to seal the open upper surface of the valve housing 100. It is possible to prevent the cooling medium from flowing out of the valve housing 100 by the side and upper surfaces of the cage 300.

In addition, referring to FIG. 2, the cage 300 may have a coupling portion 350 formed protruding in the direction of the driving portion 400 at the center of the upper surface. The coupling part 350 may be inserted into the driving part 400 and configured such that the cage 300 is rotatable by the driving part 400. By the coupling portion 350, the cage 300 may be rigidly coupled to the driving portion 400 and rotated.

4 is a circuit diagram showing a vehicle integrated thermal management circuit according to an embodiment of the present invention, and FIG. 5 is a diagram illustrating a thermal management module included in the vehicle integrated thermal management circuit according to an embodiment of the present invention.

4 and 5, in the integrated vehicle thermal management circuit according to an embodiment of the present invention, the coolant flowing therein is connected to the high voltage battery so as to be heat-exchangable, and the battery line 20 provided with the battery radiator 22 , The cooling water flowing in the interior is connected to the electrical component 31 to enable heat exchange, and the electrical component line 30 equipped with the electrical radiator 32, the refrigerant flows inside, and the cooling core 44 for indoor air conditioning is provided. The chiller 50, the chiller connected to the refrigerant line 40 and the refrigerant line 40, and the coolant in the electric component line 30 or the battery line 20 and the refrigerant in the refrigerant line 40 are connected to each other so that heat exchange is possible. A multi-port valve (10) that regulates the flow of cooling water that has passed through (50), a water-cooled condenser that allows cooling water to flow inside and heat-exchange with the heating core for indoor air conditioning, the water heater (43), and the refrigerant in the refrigerant line. It may include an indoor heating line (70) provided with (42).

The battery line 20 is connected to the high voltage battery 21. A battery radiator 22 is provided on the battery line 20, and cooling water may be circulated by the battery pump 23. The battery radiator 22 may be cooled by outside air.

The electrical component line 30 is connected to the electrical component 31, is provided with an electrical radiator 32, and coolant may flow through the electrical component pump 33.

The refrigerant line 40 may include an expansion valve, a cooling core 44 for indoor air conditioning, a compressor 41, and an air-cooled condenser 45. The air-cooled condenser 45 may radiate the refrigerant contained therein by using the outside air of the vehicle. The refrigerant is expanded by the expansion valve and exchanges heat with the air flowing into the interior of the vehicle passing through the cooling core 44 for indoor air conditioning, thereby cooling the air flowing into the interior.

The valve may be a multi-valve having a plurality of inlets or outlets. The coolant passing through the chiller 50 may be located at a branch point where it branches to the electric component line 30 and the battery line 20. The valve may be adjusted so that the coolant that has passed through the chiller 50 flows to the electric component line 30 or the battery line 20.

The coolant passing through the electric radiator 32 in the electric component line 30 and the coolant passing through the battery radiator 22 in the battery line 20 may flow into the reservoir 60 tank in a state separated from each other.

The reservoir 60 tank may be connected to the electric component line 30 and the battery line 20. In particular, the reservoir 60 tank may store cooling water in a state separated from each other into a first reservoir part and a second reservoir part.

The coolant that has passed through the electric radiator 32 and the battery radiator 22 flows into the first reservoir part and the second reservoir part, respectively, and the coolant stored in the first reservoir part and the second reservoir part flows into the valve. It may flow to the electric component 31 of the component line 30 or the high voltage battery 21 of the battery line 20.

The valve may adjust the flow rate ratio between the coolant of the electric component line 30 that has passed through the electric radiator 32 and the coolant of the integrated line that has passed through the chiller 50.

The cooling water of the electric component line 30 and the coolant passing through the chiller 50, which has passed through the electric radiator 32 and the reservoir 60 tank in order, selectively flows into the valve, and the electric parts of the electric component line 30 Can be discharged to the (31) side. The electrical component pump 33 may be located in the electrical component line 30 between the valve and the electrical component 31.

The cooling water of the battery line 20 and the cooling water passing through the chiller 50, which has passed through the battery radiator 22 and the reservoir 60 in order, are selectively introduced into the valve, and the high voltage battery 21 of the battery line 20 ) Can be discharged to the side. The battery pump 23 may be located in the battery line 20 between the valve and the high voltage battery 21.

More specifically, a plurality of inlets and outlets are formed in the valve, and the inlets are connected to the electric radiator 32 of the electric component line 30, the battery radiator 22 of the battery line 20, and the chiller 50, respectively. , The outlet may be connected to the electric component 31 of the electric component line 30 and the high voltage battery 21 of the battery line 20, respectively.

The coolant flowing into the valve from the electric radiator 32 of the electric parts line 30 flows to the electric parts 31 of the electric parts line 30, and flows into the valve from the battery radiator 22 of the battery line 20. The cooled water may flow toward the high voltage battery 21 of the battery line 20. The coolant flowing from the chiller 50 to the valve may be controlled to selectively flow into the electric component 31 side of the electric component line 30 or the high voltage battery 21 side of the battery line 20.

In particular, the valve is so that the proportion of coolant flowing from the electric radiator 32 of the electric component line 30 or the battery radiator 22 of the battery line 20 decreases as the ratio of the coolant flowing from the chiller 50 increases. Can be controlled.

6 is a cross-sectional view of a vehicle integrated thermal management multiport valve 10 in a first operation mode according to an embodiment of the present invention, and FIG. 7 is a vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention. Is a cross-sectional view in a second operation mode of, and FIG. 8 is a cross-sectional view in a third operation mode of the vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention.

6 to 8, in the vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention, a partition wall 102 separating each flow channel may be formed inside the valve body 200. have. The partition wall 102 may prevent mixing of the cooling medium between the flow channels.

In addition, in the present embodiment, a first flow channel and a second flow channel, which are two flow channels, may be formed inside the valve body 200. The first flow channel may be connected to the electric component line 30 for cooling the electric component 31 of the vehicle, and the second flow channel may be connected to the battery line 20 for cooling the high voltage battery 21 of the vehicle.

The ports of the valve housing 100 may include first to fifth ports 110, 120, 130, 140, and 150 that are formed to be spaced apart at a predetermined interval. The first port 110 may be formed to be connected to the groove part 111 to be connected to the first flow channel and the second flow channel at the same time. The second port 120 and the third port 130 may be formed to be spaced apart from each other at a predetermined interval so as to be connected to the first flow channel, and the fourth port 140 and the fifth port 150 are connected to the second flow channel. It may be formed to be spaced apart at a predetermined interval as possible.

In addition, the first flow channel formed inside the valve body 200 is connected to the first to third ports 110, 120, and 130 to branch into three flow paths, and at the point where the three flow paths branch. Ends of each flow path may be configured to correspond to positions of the groove 111, the second port 120, and the third port 130, respectively. Similarly, the second flow channel is connected to the first port 110, the fourth port 140, and the fifth port 150 to branch into three flow paths, and the end of each flow path at the point where the three flow paths diverge. May be configured to correspond to positions of the groove part, the fourth port 140, and the fifth port 150, respectively. When the coolant flows into the flow channel of the valve body 200 through the port, the three flow paths may pass through the branching point and flow out to another port. When either port is closed by the cage 300, the two ports One is an inlet port and the other is an outlet port, so that the flow path through which the cooling water circulates can be selectively controlled.

In particular, since the groove 111 is connected to the first port 110 and is formed to be connected to the first flow channel and the second flow channel at the same time, the cooling medium flowing into the first port depends on the rotation angle of the cage 300. Accordingly, it may be configured to be selectively connected to the first flow channel and the second flow channel, respectively or at the same time. Therefore, the implementation of the operation mode that can be implemented in the embodiment of the present invention has various advantages.

5, the first port 110 may be connected to a point passing through the chiller 50 of the battery line 20 and the electric component line 30, and the second port 120 is the battery line 20 ) May be connected to the battery radiator 22 side, the third port 130 may be connected to the high voltage battery 21 side of the battery line 20, and the fourth port 140 may be connected to the electric component line 30 It may be connected to the electric component 31 side of the, and the fifth port 150 may be connected to the electric radiator 32 side of the electric component line 30.

An operation mode of the vehicle integrated thermal management multiport valve 10 according to an embodiment of the present invention will be described with reference to FIGS. 6 to 8.

6, the first operation mode is an operation mode for blocking cooling of the chiller 50, the first flow channel is connected to the second port 120 and the third port 130, the second flow channel May be connected to the fourth port 140 and the fifth port 150. In the case of the first operation mode, the opening of the cage 300 is the second port 120 connected to the flow channel of the valve body 200, the third port 130, the fourth port 140, and the fifth port 150. Can be connected with. The first port 110 may be blocked from being connected to the flow channel by the closing portion of the cage 300.

In the first operation mode, the coolant may pass through the reservoir 60 tank from the battery radiator 22 and flow into the first flow channel of the valve body 200 through the second port 120. The coolant introduced through the second port 120 may flow out to the battery pump 23 through the third port 130 and flow to the high voltage battery 21.

In addition, in the first operation mode, the coolant may flow from the electric radiator 32 through the reservoir 60 tank and flow into the second flow channel of the valve body 200 through the fifth port 150. The coolant introduced through the fifth port 150 may flow out to the electrical component pump 33 through the fourth port 140 and flow to the electrical component 31.

Referring to FIG. 7, the second operation mode is an operation mode in which the chiller 50 exchanges heat with the electric component line 30, and the first flow channel is connected to the second port 120 and the third port 130. , The second flow channel may be connected to the first port 150 and the fourth port 140. In the case of the second operation mode, the opening of the cage 300 is the first port 110, the second port 120, the third port 130, and the fourth port 140 connected to the flow channel of the valve body 200. ) Can be connected. The connection of the first port 110 to the first flow channel may be blocked by the closing portion of the cage 300, and the connection of the fifth port 150 to the second flow channel may be blocked.

In the second operation mode, the coolant may pass through the reservoir 60 tank from the battery radiator 22 and flow into the first flow channel of the valve body 200 through the second port 120. The coolant introduced through the second port 120 may flow out to the battery pump 23 through the third port 130 and flow to the high voltage battery 21.

In addition, in the second operation mode, the coolant may pass through the chiller 50 and flow into the second flow channel of the valve body 200 through the first port 110. The coolant introduced through the first port 110 may flow out to the electrical component pump 33 through the fourth port 140 and flow to the electrical component 31.

As shown in FIG. 7, in the second operation mode, the point where the groove 111 is connected to the first flow channel is blocked by the closing portion of the cage 300, and the point connected to the second flow channel is It can be connected by the opening of the cage 300.

Referring to FIG. 8, the third operation mode is an operation mode in which the chiller 50 exchanges heat with the battery line 20, and the first flow channel is connected to the first port 110 and the third port 130, The second flow channel may be connected to the fourth port 140 and the fifth port 150. In the case of the third operation mode, the opening of the cage 300 is the first port 110, the third port 130, the fourth port 140, and the fifth port 150 connected to the flow channel of the valve body 200. ) Can be connected. The connection of the first port 110 to the second flow channel may be blocked by the closing portion of the cage 300, and the connection of the second port 120 to the first flow channel may be blocked.

In the third operation mode, the coolant may pass through the chiller 50 and flow into the first flow channel of the valve body 200 through the first port 110. The coolant introduced through the first port 110 may flow out to the battery pump 23 through the third port 130 and flow to the high voltage battery 21.

In addition, in the third operation mode, the coolant may pass through the reservoir 60 tank from the electric radiator 32 and flow into the second flow channel of the valve body 200 through the fifth port 150. The coolant introduced through the fifth port 150 may flow out to the electrical component pump 33 through the fourth port 140 and flow to the electrical component 31.

As shown in FIG. 8, in the third operation mode, the point where the groove 111 is connected to the first flow channel is connected by the opening of the cage 300, and the point connected to the second flow channel is the cage ( The connection may be cut off by the closing part of 300).

In order to implement the operating mode, the opening portion of the cage 300 should be configured to include a portion to which two ports are connected and a portion to which only one port is connected, if necessary. In this case, three ports should not be connected to a part of the open part to which two ports are connected, and two ports should not be connected to a part to which one port is connected.

To this end, the cage 300 is formed by being spaced apart from the first opening 310 and the second opening 320 along the outer surface, and one side of the first opening 310 and the second opening 320 A first closing portion 330 may be formed between one side, and a second closing portion 340 may be formed between the other side of the first opening portion 310 and the other side of the second opening portion 320.

6 to 8, the length of the circumference of the first opening 310 of the cage 300 is formed longer than the circumference of the second opening 320, the first of the cage 300 The length of the circumference of the closing portion 330 may be longer than the length of the circumference of the second closing portion 340.

In addition, the length of the circumference of the first closing part 330 is longer than the length at which the two adjacent ports of the valve housing 100 are simultaneously blocked from being connected to the flow hole 210 of the valve body 200, and the neighboring One three ports may be formed shorter than the length at which the connection with the flow hole 210 of the valve body 200 is blocked at the same time.

In addition, the length of the circumference of the second closing portion 340 is formed to be greater than or equal to the length at which one port is disconnected from the flow hole 210 of the valve body 200, and the two adjacent ports are simultaneously connected to the valve body It may be formed to be less than the length at which connection with the flow hole 210 of 200) is blocked.

In the case of the cage 300 described above, the first to the third operation mode is described, the first flow channel is through the second port 120 and the third port 130 and the opening of the cage 300 When connected and the first port 110 is blocked by the closing portion of the cage 300, the second flow channel is the fourth port 140 and the fifth port 150 through the opening of the cage 300. And the first port 110 is blocked by the closing portion of the cage 300 or the first port 110 and the fourth port 140 are connected through the opening of the cage 300 and the fifth port 150 ) May be blocked by the closing portion of the cage 300.

In addition, when the second flow channel is connected to the fourth port 140 and the fifth port 150 through the opening of the cage 300 and the first port 110 is blocked by the closing portion of the cage 300 In the first flow channel, the second port 120 and the third port 130 are connected through the opening of the cage 300, and the first port 110 is blocked by the closing portion of the cage 300, or The first port 110 and the third port 130 are connected through the opening of the cage, and the second port 120 may be blocked by the closing portion of the cage.

6 to 8, the length of the groove 111 is formed longer than the maximum length of the partition wall 102, and is formed shorter than the maximum distance of the point at which a plurality of flow channels are connected to the groove 111. I can.

More specifically, the minimum length of the groove 111 should be greater than or equal to the maximum length of the partition wall 102. Since the port connected to the groove 111 must be connected to a plurality of flow channels, if the length of the groove 111 is shorter than the length of the partition wall 102 that divides the plurality of flow channels, the corresponding port is simultaneously connected to the plurality of flow channels. Because it cannot be connected.

In addition, the maximum length of the groove 111 should be less than or equal to the maximum distance of the point at which the plurality of flow channels are connected to the groove 111. This is because when the length of the groove 111 is formed longer than the distance between the plurality of flow channels connected to the groove 111, two or more ports are connected in one flow channel, so that the cooling medium may flow out.

Various flow paths can be formed by controlling the flow of the cooling medium by the groove 111, and if necessary, the cooling medium flowing through each flow channel can be mixed. In addition, there is an effect of reducing the cost and weight by reducing the number of ports.

On the other hand, depending on whether the electric component pump 33 or the battery pump 23 is operated, the flow of the coolant may be turned on/off.

In the case of the vehicle integrated thermal management multiport valve 10 according to embodiments of the present invention, there is an advantage that the multiport valve 10 can be used without changing the circuit by providing a multi-valve applicable to various circuits.

Although shown and described in connection with a specific embodiment of the present invention, it is understood in the art that the present invention can be variously improved and changed within the limit without departing from the technical spirit of the present invention provided by the following claims. It will be obvious to those of ordinary skill.

10: Vehicle integrated thermal management multi-port valve
100: valve housing
101: installation space
102: bulkhead
110: first port
111: groove
120: 2nd port
130: 3rd port
140: 4th port
150: 5th port
200: valve body
210: flow hole
300: cage
310: first open part
320: second opening
330: first closing part
340: second closing part
350: coupling part
400: drive unit

Claims (16)

A valve housing having an installation space formed therein and having a plurality of ports spaced apart along the circumference of the sidewall;
A valve body provided in the installation space of the valve housing, a plurality of flow holes formed along a circumference of a side surface, a plurality of flow channels formed therein, and the flow channel connecting different flow holes spaced apart;
As a form surrounding the side of the valve body, it is inserted and rotated between the side wall of the valve housing and the side of the valve body, and a plurality of openings are formed apart along the side, and a closing part is formed between the openings, and spaced apart from each other according to the rotation angle. A cage configured to constitute an inlet port and an outlet port by connecting other ports to the flow channel through corresponding openings and flow holes; And
In the vehicle integrated thermal management multi-port valve consisting of; a driving unit for transmitting the rotational force to the cage,
A vehicle integrated thermal management multiport valve, characterized in that a groove connected to any one of a plurality of ports and simultaneously connected to a plurality of flow channels of the valve body is formed on an inner circumferential surface of the valve housing. The method according to claim 1,
The valve housing is formed in a cylindrical shape, but consists of an open upper surface facing the driving part in the direction of the rotation axis, a circular lower surface, and a ring-shaped side wall surrounding the lower surface, and an installation space is formed by the lower surface and the side wall,
The cage is formed in a cylindrical shape, but is composed of a circular upper surface that covers the open upper surface of the valve housing by being coupled to the driving unit in the direction of the rotation axis, a ring-shaped side surface surrounding the upper surface, and a lower surface configured to open and surround the valve body. Vehicle integrated thermal management multiport valve characterized by. The integrated thermal management multiport valve according to claim 2, wherein the side of the cage is formed to correspond to the curvature of the side wall of the valve housing and is configured to seal the upper surface of the valve housing. The method according to claim 2,
The cage is an integrated vehicle thermal management multi-port valve, characterized in that the coupling portion protruding in the direction of the driving portion is formed in the center of the upper surface and the coupling portion is inserted into the driving portion to be rotatable. The method according to claim 1,
In-vehicle integrated thermal management multi-port valve that prevents mixing of the cooling medium of each channel by forming a partition wall separating each flow channel inside the valve body. The method of claim 5,
Vehicle integrated thermal management multiport valve, characterized in that the length of the groove is formed longer than the maximum length of the partition wall, and is formed shorter than the maximum distance of a point at which the plurality of flow channels are connected to the groove. The method according to claim 1,
Vehicle integrated thermal management multi-port valve, characterized in that the flow channel formed inside the valve body is composed of a first flow channel and a second flow channel. The method of claim 7,
A vehicle integrated thermal management multiport valve, characterized in that the first flow channel is connected to an electric component line that cools electric components of the vehicle, and the second flow channel is connected to a battery line that cools the high voltage battery of the vehicle. The method of claim 7,
The ports of the valve housing are composed of first to fifth ports that are spaced apart from each other at a certain interval, and are connected to the first and first flow channels, which are formed to be connected to the groove and to be simultaneously connected to the first flow channel and the second flow channel. Vehicle integrated thermal management multi-port valve, characterized in that consisting of second to third ports spaced apart from each other and fourth to fifth ports spaced apart from each other so as to be connected to the second flow channel. The method of claim 9,
The first flow channel formed inside the valve body is connected to the first to third ports and is formed to branch into three flow paths, and the ends of each flow path at the point where the three flow paths are branched are grooves, second ports, and It is configured to correspond to the location of the third port,
The second flow channel formed inside the valve body is connected to the first port and the fourth to fifth ports and is formed to branch into three flow paths, and at the point where the three flow paths diverge, the ends of each flow path are each groove portion, Vehicle integrated thermal management multi-port valve, characterized in that configured to correspond to the positions of the fourth port and the fifth port. The method of claim 10,
When the first flow channel is connected to the second port and the third port through the opening of the cage and the first port is blocked by the closing portion of the cage, the second flow channel is the fourth port and the fifth port of the cage. A vehicle, characterized in that the first port is connected through the opening and the first port is blocked by the closing part of the cage, or the first port and the fourth port are connected through the opening of the cage and the fifth port is blocked by the closing part of the cage. Integrated thermal management multiport valve. The method of claim 10,
When the second flow channel is connected to the fourth and fifth ports through the opening of the cage and the first port is blocked by the closing portion of the cage, the first flow channel is the second port and the third port of the cage. A vehicle, characterized in that the first port is connected through the opening and the first port is blocked by the closing part of the cage, or the first port and the third port are connected through the opening of the cage and the second port is blocked by the closing part of the cage. Integrated thermal management multiport valve. The method of claim 9,
The cage is formed by being spaced apart from the first opening portion and the second opening portion along the outer surface, the first closing portion is formed between one side of the first opening portion and the second opening portion, the other side of the first opening portion and the second opening portion Vehicle integrated thermal management multi-port valve, characterized in that the second closing portion is formed between the other side. The method of claim 13,
Vehicle, characterized in that the length of the circumference of the first opening portion of the cage is longer than the length of the circumference of the second opening portion, and the length of the circumference of the first closing portion of the cage is longer than the length of the circumference of the second closing portion Integrated thermal management multiport valve. The method of claim 14,
The length of the circumference of the first closing part is longer than the length at which two adjacent ports of the valve housing are simultaneously blocked from being connected to the flow hole of the valve body, and the three adjacent ports are blocked from being connected to the flow hole of the valve body at the same time. Vehicle integrated thermal management multi-port valve, characterized in that formed shorter than the length. The method of claim 14,
The length of the circumference of the second closing part is greater than the length at which one port is blocked from being connected to the flow hole of the valve body, and two adjacent ports are formed to be less than the length at which the connection to the flow hole of the valve body is blocked at the same time. Vehicle integrated thermal management multi-port valve, characterized in that.

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