• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Abstract The present invention relates to a multi-valve for a cooling system configured to cool acombustion engine (2) and at least one further object (18). The multi- Valve comprisesa holloW Valve body (26) rotatably arranged to different angular positions in a housing(25). The Valve body (26) comprises a first Valve part (26a) arranged in a firsttransverse plane (A) through the housing (25). The first Valve part (26a) comprises atleast one opening (3l) coinciding With ports (5a°, 5b°, 5c°) in the housing (25). Thisports (5a°, 5b°, 5c°) receives heated coolant and they direct the received coolant to thecombustion engine or/and to the first radiator. The Valve body (26) comprises asecond Valve part (26b) arranged in a second transverse plane (B) through the housing(25). The second Valve part (26b) comprises at least one opening (32, 33) coincidingWith ports (5f°, 5g°) in the housing (25). This ports (5f°, 5g°) direct coolant to thefurther object (18) or/and the second radiator (9). The multi-valve comprises atemperature controlled Valve member (28) arranged in a floW passage (26d) betweenthe first Valve part (26a) and the second Valve part (26b). The Valve member (28) isconfigured to block the floW passage (26d) When the coolant has a lower temperature than a regulating temperature of the Valve member (28). (Pig. 2)
    公开号:SE1650652A1
    申请号:SE1650652
    申请日:2016-05-16
    公开日:2017-11-17
    发明作者:Kardos Zoltan；Hall Ola
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    A multi-valve for a cooling system BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a multi-valve for a cooling system according to the preamble of claim l.
    A Cooling system in a vehicle is many times used to cool a combustion engine and atleast one further object. The further object may be a component or fluid. In certaincase, such a further object may require a lower operating temperature than thecombustion engine. In this case, the cooling system can create two coolanttemperatures using two radiators cooled by air of different temperatures. The coolant atthe higher temperature may be directed to the combustion engine and the coolant at thelower temperature may be directed to said further object. Certain object requires awell-controlled cooling for optimal efficiency. In this case, the design of the coolingsystem is complicated with a plurality of valves and control devices for the valves arranged in different positions of the cooling system.
    A WHR system (Waste Heat Recovery System) can be used in vehicles for recoveringwaste thermal energy and convert it to mechanical energy or electric energy. TheWHR system may absorb waste thermal energy from the eXhaust gases of acombustion engine. In order to achieve a high thermal efficiency in a WHR-system,the working medium is to be cooled in a condenser to a condensation temperature aslow as possible and substantially without subcooling. In order to achieve such acondensation temperature, the working medium is to be cooled with coolant of asuitable temperature and flow rate. However, the required cooling effect of theworking medium in the condenser may vary rapidly with the temperature and flow rateof the eXhaust gases. Thus, it is necessary to continuously provide a quick and reliablecontrol of the temperature and the flow rate of the coolant directed to the condenser in order to maintain a high thermal efficiency of the WHR-system.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a multi-valve in a cooling systemwhich is able to eXclusively control the coolant flow in the cooling system and providean optimal cooling of a combustion engine as well as a further object in a quick and reliable manner.
    The above mentioned object is achieved by the multi-valve according to thecharacterized part of claim l. The multiple valve comprises a valve body including afirst valve part and a second valve part. The first valve part receives heated coolantwhich it directs to the combustion engine and /or to the first radiator. The second valvepart has a port directing coolant to the second radiator. A flow passage is arrangedbetween the first valve part and the second valve part. The flow passage comprises avalve member. The valve member is configured to close the flow passage when thereceived heated coolant in the multi-vale has a lower temperature than a regulatingtemperature and to open the flow passage when the heated coolant has a highertemperature than a regulating temperature. The temperature of the heated coolant isrelated to the temperature of the combustion engine. During operating conditions whenthe combustion engine has a low temperature, it is desired to heat the combustionengine to its optimal operating temperature as quick as possible. In this case, the valvemember closes the flow passage between the first valve part and the second valve part.As a consequence, no coolant flow is directed to the second valve part and the secondradiator. In order to further increase the heating process of the combustion engine, thevalve body is moved to an angular position in the housing in which no coolant flow isdirected to the first radiator. Thus, the entire heated coolant flow rate is directed to thecombustion engine without cooling. The eXistence of the valve member in the flowpassage between the first valve part and the second valve part simplifies the control ofthe coolant flow during operating conditions when the combustion engine has a lowtemperature. As soon as the combustion engine receives an optimal operatingtemperature, the valve member is to be moved to the open position such that it is possible to direct coolant to the second valve part and the second radiator.
    According to an embodiment of the invention, the valve member comprises a blockingmember movably arranged between a closed position in which it blocks said flowpassage and an open position in which it allows a coolant flow through the flow passage and a power unit configured to move the blocking member to the open position against the action of a spring member when the coolant has a highertemperature than said regulating temperature. Such a valve member may have arelatively simple design. Alternatively, the spring moves the blocking member to theclosed position and the power unit moves the blocking member to the open positionagainst the action of the spring. The power unit may comprise a casing enclosing amaterial configured to change volume at the regulating temperature. The material maybe a suitable waX material changing phase between a solid phase and a liquid phase atthe regulating temperature. Such a power unit is ineXpensive and it has a very reliablefunction. In this case, the valve member may be designed as a waX thermostat.Alternatively, the power member may be an electrical switch which moves theblocking member between the open position and the closed position in view of thetemperature of the heated coolant. A temperature sensor may sense the temperature ofthe coolant leaving the combustion engine, a control unit may receive informationabout the coolant temperature and control the electric switch such that it moves theblocking member to the closed position when the heated coolant has a lowertemperature than the regulating temperature and to the open position when the heated coolant has a higher temperature than the regulating temperature.
    According to an embodiment of the invention, the housing comprises, in the secondtransverse plane, a port directing heated coolant to the further object. Thus, the housingcomprises, a port directing coolant, via the second radiator, to the further object and aport directing heated coolant to the further object. Consequently, it is possible to directcoolant at the second temperature, coolant at the heated temperature or and miXture ofcoolant having an arbitrary 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 comprises further ports in athird transverse plane, wherein the valve body comprises a third valve part comprisingat least one opening configured to coincide with the at least one port in the thirdtransverse plane of the housing. The housing may, in the third transverse plane,comprise a port receiving coolant from the first radiator, a port directing the receivedcoolant from the first radiator to the combustion engine and a port directing thereceived coolant from the first radiator to the further object. Thus, the third valve partreceives coolant at the first temperature and directs it to the combustion engine and/orthe further object.
    According to an embodiment of the invention, the third Valve part is rigidly connectedto the first valve part and the second valve part such they are rotatably arranged in thehousing as a unit. Thus, all parts of the valve body are rotated simultaneously by theactuator to a common angular position in the housing. The valve parts may have aspherical- shape. Such a design makes it relatively easy to provide a tight sealingbetween the respective spherical valve parts and the housing. Alternatively, the hollow parts may have a cylindrical-shape.
    According to an embodiment of the invention, the ports directing coolant to the furtherobject has a smaller cross sectional area than the ports directing coolant to thecombustion engine. The cross section area of the ports define the flow area for thecoolant and the coolant flow rate. During most operating conditions, the combustionengine needs to be cooled with a larger cooling effect than the further object. Thecooling effect is related to the temperature difference and the coolant flow rate. Oneway to direct a smaller coolant flow rate to the further object than to the combustionengine is to give the ports directing coolant to the further object smaller dimensions than the ports directing coolant at the combustion engine.
    According to an embodiment of the invention, the multi-valve is a part of multi-valvedevice which except the multi-valve comprises an actuator configured to rotate thevalve body to different angular positions in the housing, and a control unit configuredto initiate activation of the actuator such that it rotates the valve body to a deterrninedangular position in the housing. The actuator may be an electric motor and the controlunit may be a computer unit having access to information about suitable angular positions of the valve body in the housing at different operating conditions.
    BRIEF DESCRIPTION OF THE DRAVVINGS In the following a preferred embodiment of the invention is described, as an example,with reference to the attached drawings, in which: Fig. l shows a cooling system comprising a multi-valve according to theinvention, Fig. 2 shows a the multi-valve more in detail and Fig. 3 shows graphs defining the coo1ant flow rate, via different ports of themu1tip1e-va1ve, to the combustion engine and the condenser as a function of the angu1ar position of a va1ve body.
    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THEINVENTION Fig. 1 shows a schematica11y disc1osed vehicle 1 powered by a combustion engine 2.The vehic1e 1 may be a heavy vehic1e and the combustion engine 2 may be a diese1engine. The vehic1e 1 comprises a coo1ing system comprising an engine in1et 1ine 3directing coo1ant to the combustion engine 2. The engine in1et1ine 3 is provided with acoo1ant pump 4 circu1ating a coo1ant in the coo1ing system. Initia11y, the pump 4circu1ates the coo1ant to the combustion engine 2. The coo1ant coo1s the combustionengine 2. The coo1ant1eaving the combustion engine 2 is received in an engine out1et1ine Sa. The coo1ant1eaving the combustion engine 2 has a heated temperature TH. Thecoo1ing system comprises a mu1ti-va1ve device. The mu1ti-va1ve device comprises amu1ti-va1ve S, an actuator 6 and a contro1 unit 7. The mu1ti-va1ve S receives coo1ant ata heated temperature TH via the engine out1et1ine Sa. The coo1ing system comprises afirst radiator 8 in which the coo1ant is coo1ed to a first temperature T1 and a secondradiator 9 in which the coo1ant is coo1ed to a second temperature Tz. In this case, acharge air coo1er 10 is arranged between the first radiator 8 and the second radiator 9.A radiator fan 11 and the ram air provide a coo1ing air stream through the secondradiator 9, the charge air coo1er 10 and the first radiator 8 during operation of thevehic1e 1. The second radiator 9 is arranged in an upstream position of the first radiator8 in view of the flow direction of the coo1ing air stream. Consequently, during mostoperating conditions, the coo1ant in the second radiator 9 is coo1ed to a 1owertemperature than the coo1ant in the first radiator 8. Thus, the second coo1ant temperature Tz is genera11y 1ower than the first coo1ant temperature T1.
    As indicated above, the mu1ti-va1ve S is connected to the engine out1et 1ine Sa.Furthermore, the mu1ti-va1ve S is connected to a primary bypass 1ine Sb directingcoo1ant at the heated temperature TH back to the combustion engine 2 without coo1ing,a first radiator in1et 1ine Sc directing the coo1ant at the heated temperature TH to thefirst radiator 8, a first radiator out1et1ine Sd directing coo1ant at the first temperature T1from the first radiator 8a back to the mu1ti-va1ve S, a first engine 1ine Se directing coo1ant at the first temperature T1 to the combustion engine 2, a secondary bypass 1ine Sf directing coolant at the heated temperature TH, via a condenser inlet line l8a, to acondenser 18 in a WHR system, a second condenser line Sg directing coolant at thesecond temperature Tz, via the condenser inlet line l8a, to the condenser 18 and a firstcondenser line Sh directing coolant at the first temperature T1, via the condenser inletline l8a, to a condenser 18. A condenser outlet line l8b directs the coolant from thecondenser 18 to the engine inlet line 3. Alternatively, the condenser outlet line l8b directs the coolant from the condenser l8 to the engine outlet line Sa.
    A first temperature sensor 22 senses the temperature T1 of the coolant leaving the firstradiator 8, a second temperature sensor 23 senses the temperature Tz of the coolantleaving the second radiator 9, and a third temperature sensor 24 senses the heatedcoolant temperature TH in the engine outlet line Sa. The control unit 7 receivesinformation from the temperature sensors 22-24 about the actual temperatures TH, T1,Tz. The control unit 7 also receives information 4a about the coolant floW rate in thecooling circuit. The coolant floW rate is defined by the speed of the pump 4. In case,the pump 4 is driven by the combustion engine 2, the coolant floW rate in the cooling system is related to the speed of the combustion engine 2.
    The vehicle is provided With a WHR- system (Waste Heat Recovery system). TheWHR- system comprises a pump l2 Which pressurizes and circulates a Workingmedium in a closed circuit 13. In this case, the Working medium is ethanol. HoWever,it is possible to use other kinds of Working mediums such as for example R24Sfa. Thepump l2 pressurizes and circulates the Working medium to an evaporator l4. TheWorking medium is heated in the evaporator l4, for example, by eXhaust gases fromthe combustion engine. The Working medium is heated in the evaporator l4 to atemperature at Which it evaporates. The Working medium is circulated from theevaporator l4 to an eXpander lS. The pressurised and heated Working medium eXpandsin the eXpander lS. The eXpander lS generates a rotary motion Which may betransmitted, via a suitable mechanical transmission l6, to a shaft l7 of the power trainof the vehicle l. Alternatively, the eXpander lS may be connected to a generatortransforn1ing mechanical energy into electrical energy. The electrical energy may bestored in a battery. The stored electrical energy can be supplied to an electrical engine for driving of the vehicle or a component on the vehicle in a later state.
    After the Working medium has passed through the eXpander lS, it is directed to the condenser l8. The Working medium is cooled in the condenser l8 by coolant from the Cooling system to a temperature at Which it condenses. The Working medium isdirected from the condenser 18 to a receiver 19. The pressure in the receiver 19 can bevaried by means of a pressure regulator 19a. The pump 12 sucks Working mediumfrom the bottom of the receiver 19 ensuring that only Working medium in a liquid stateis supplied to the pump 12. A second control unit 20 controls the operation of theWHR-system. The second control unit 20 controls the operation of the pump 12 andthe eXpander 15. The WHR- system makes it possible to transform therrnal energy fromthe eXhaust gases to mechanical energy or electrical energy. A temperature sensor 21or a pressure sensor senses the condensation temperature or the condensation pressure in the condenser 18.
    The temperature of eXhaust gases and thus the heating effect of the Working medium inthe evaporator 14 varies during different operating conditions. ln order to maintain asubstantially continuously high therrnal efficiency in the WHR- system, the Workingmedium in the condenser 18 is to be cooled With an adjustable cooling effect. It isfavourable to establish a condensation pressure as loW as possible at the differentoperating conditions. HoWever, it is suitable to avoid negative pressure in the WHR-system by practical reasons. ln vieW of these facts, it is suitable to provide a cooling ofthe Working medium in the condenser 18 to a condensation pressure just above 1bar.Consequently, in order to maintain a high thermal efficiency it is necessary to adjustthe cooling effect of the Working medium in the condenser 18 in vieW of the suppliedheat energy from the eXhaust gases such that the condensation pressure Will be justabove 1 bar. The Working medium ethanol has a condensation temperature of 78°C at 1bar. In this case, it is suitable to accomplish a condensation temperature of just above78°C in the condenser 18.
    Fig. 2 shoWs the multi-valve 5 more in detail. The multi-valve comprises a cylinder-shaped housing 25 and a valve body 26 rotatably arranged in the housing 25 around arotation aXis 27. The housing 25 and the valve body 26 has a longitudinal extension inthe direction of the rotation aXis 27. The valve body 26 comprises three holloWspherical valve parts 26a, 26b, 26c arranged in different transverse planes A, B, C ofthe housing 25. A first holloW part 26a and a second holloW part 26b are designed as aunit. Said unit comprises an inner floW passage 26d alloWs floW communicationbetWeen the first valve part 26a and the second valve part 26b. A valve member 28 isarranged in the floW passage 26d. The valve member 28 comprises a blocking member 28a movably arranged betWeen a closed position in Which it blocks said floW passage 26d and an open position in which it allows coolant flow through the flow passage26d. A power unit 28b is configured to move the blocking member 28a to the openposition against the action of a spring member 28c when the coolant has a highertemperature than said regulating temperature. In this case, the power unit iseXemplified as a casing 28b enclosing a material configured to change phase andVolume at the regulating temperature. The material may be a waX material changingphase between a solid phase and a liquid phase at the regulating temperature. A thirdValve part 26c is connected to the first Valve part 26a Via a first shaft 26e. The secondValve part 26b is connected to the actuator 6 Via a second shaft 26f. The Valve parts26a-26c and the shafts 26e, 26f define the Valve body 26 which is rotatably arranged asa unit by the actuator 6.
    The Valve body26 is rotatably arranged around the rotation aXis 27 by means ofbearings 29. The bearings 29 are arranged between the housing 25 and the shafts 26e,26f. A plurality of seals in the form of O-rings 30 are arranged between the shafts 26e,26f and the housing 25. The actuator 6, which may be an electric motor, is configuredto rotate the Valve body 26 to different angular positions in the housing 25. Thehousing 25 comprises a plurality of ports 5a°-5h° arranged in different transverseplanes A, B, C of the housing 25. The housing 25 comprises, in the first transverseplane A, a first port 5a'to be connected to the engine outlet line 5a, a second port 5b° tobe connected to the primary bypass line 5b, and a third port 5c° to be connected to thefirst radiator inlet line 5c. The housing 25 comprises, in the second transverse plane B,a siXth port 5f° to be connected to the secondary bypass line 5e and a seventh port 5g°to be connected to the second radiator inlet line 5g. The housing 25 comprises, in thethird transverse plane C a fourth port 5d° to be connected to the first radiator outlet line5d, a fifth port 5e° to be connected to the first engine line 5e, and an eight port 5h° tobe connected to the first condenser line 5h. The first port 5a°, the second port 5b° andthe third port 5c° of the housing 25 are in communication with the first Valve part 26aof the Valve body 26. The siXth port 5f°, and the seventh port 5g° are in communicationwith the second Valve part 26b of the Valve body 26. The fourth port 5d°, the fifth port5e° and the eighth port 5h° are in communication with third Valve part 26c of the Valvebody 26.
    The first Valve part 26a comprises at least one periphery opening 31. The opening 31may 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 Sa', the second port Sb' and the third port Sc' in different angular positions.The second Valve part 26b comprises at least two periphery openings 32, 33 extendingaround a part of the circumference of the second Valve part 26b. The openings 32, 33are configured to more or less coincide with the sixth port Sf' and the seventh portSg'in different angular positions. The third Valve part 26c comprises at least oneperiphery opening 34 extending around a part of the circumference of the third Valvepart 26c. The opening 34 is configured to more or less coincide with the fourth portSd', the fifth port Se' and the eighth port Sh' in different angular positions. A sealing36 is arranged between each Valve part 26a, 26b, 26c of the Valve body 26 and thehousing 2S. The relative position between the openings 31-34 of the Valve body 26and the ports Sa'-Sh' of the housing 2S defines an adjustable flow area for the coolant.In case, an opening 31-34 completely coincides with one of the ports Sa'-Sh', the flowarea and the coolant flow rate are at a maximum. In case the openings 31-34 partlycoincides with the ports Sa'-Sh' the flow area and the coolant flow rate will be lowerthan the maximum. The ports Sf'-Sh' directing coolant to condenser 18 have smallercross sectional areas than the remaining ports Sa'-Se'. As a consequence, the multi-Valve 26 directs a lower coolant flow rate to the condenser 18 than to the combustion engine 2.
    Fig. 3 shows an example of the coolant flow rate at different temperatures directed tothe combustion engine 2 and the condenser 18. A first graph I, which is shown with abold solid line, indicates the coolant flow rate at the heated temperature TH directed tothe combustion engine via the second port Sb' and the primary bypass line Sb. Asecond graph II, which is shown with a thin solid line, indicates the coolant flow rate atthe first temperature T1 directed to the combustion engine 2 Via the fifth port Se' andthe first engine line Se. Consequently, the graphs I and II define the coolant flow rateto the combustion engine 2. The sum of the coolant flow rates in graph I and graph IIis defined as 100% when the Valve body 26 is within an angular range of 20°-360° inthe housing 2S. A third graph III, which is shown with a dashed and dotted line,indicates the coolant flow rate at the heated temperature TH to the condenser 18 Via thesixth port Sf' and secondary bypass line Sf. A fourth graph IV, which is shown with adashed line, indicates the coolant flow rate at the second coolant temperature Tzdirected to the condenser 18 Via the seventh port Sg and the second condenser line Sg.A fifth graph V, which is shown with a dotted line, indicates the coolant flow rate atthe first coolant temperature T1 directed to the condenser 18 Via the eighth port Sh' andthe first condenser line Sh. Thus, the graphs III, IV, V indicate the coolant flow rate at three different temperatures TH, T1 and Tz to be directed to the condenser 18 atdifferent angular positions of the valve body 26 in the housing 25. The sum of thecoolant flow rates defined in the graphs Ill, IV, V is 50% of the coolant flow rates tothe combustion engine 2 when the valve body 26 is within an angular range of 30°-350° in relation to the housing 25. Consequently, the multi-valve 5 is designed suchthat it directs a lower coolant flow rate to the condenser 18 than to the combustion engine 2 within a main part of the angular range.
    During operation, the control unit 7 receives substantially continuously informationfrom said temperature sensors 22, 23, 24 about the actual coolant temperatures TH, T1,Tz and information 4a about the actual coolant flow rate in the cooling system. Duringoperating conditions when the combustion engine 2 has a lower temperature than alowest temperature within an optimal operating temperature range, the combustionengine 2 does not need to be cooled at all. The control unit 7 initiates an activation ofthe actuator 6 such that it moves the valve body 26 to an angular position within theangular range of 280°-350° in which 100% of uncooled coolant at the heatedtemperature TH is directed to the combustion engine 2. Thus, no coolant is directed tothe first radiator. Furthermore, the low temperature of the coolant results in that thewaX material in the casing 28b is in solid state and the blocking member 28a is in aclosed position. Thus the entire coolant flow is directed to the combustion enginewithout cooling. As a consequence, the combustion engine will be heated quickly to its operating temperature in which it works with an optimal efficiency.
    During operating conditions when the combustion engine 2 has a temperature withinthe optimal operating temperature range, some cooling of the combustion engine isusually required in order to maintain the temperature of the combustion engine 2. Thetemperature of the coolant reaches the regulating temperature of the waX material inthe casing 28b which melts. As a consequence, the blocking member 28a is movedfrom the closed position to an open position. ln this case, the control unit 7 may initiatea movement of the valve body 26 to an angular position within the angular range l20°-280° in which a mixture of coolant at the heated temperature TH and the firsttemperature T1 is directed to the combustion engine 2. In the above mentioned angularposition range, it is possible to direct coolant at the first coolant temperature T1according to graph V to the condenser 18, coolant at the second coolant temperature Tzaccording to graph IV to the condenser 18 or an arbitrary mix of coolants at said temperatures T1, Tz to the condenser 18. The control unit l0 receives information 11 from the second control unit 20 about the operating condition of the WHR system. Thecontrol unit 7 estimates a required temperature of the coolant to be directed to thecondenser 18 at the actual coolant floW rate in the cooling system in order to cool theWorking medium to the desired condensation temperature in the condenser 18. Thecontrol unit 7 determines an angular position of the Valve member 26 Within theangular range 120°-280° at Which the coolant cools the combustion engine 2 and theWorking medium in the condenser 18 in an optimal manner. The control unit 7activates the actuator 6 Which rotates the Valve member 26 to the detern1ined angular position.
    During operating conditions When the combustion engine 2 has a higher temperaturethan a highest temperature in an optimal operating temperature range, the combustionengine 2 does need to be cooled in an optimal manner. The blocking member 28a is inthe open position. The control unit 7 initiates and activation of the actuator to anangular position Within the angular range of l0°-l20° in Which 100% coolant at thefirst temperature T1 is directed to the combustion engine 2. ln the above mentionedangular range, it is possible to direct uncooled coolant at the heated temperature TH,according to graph III, to the condenser 18, coolant at the second temperature Tz,according to graph V, to the condenser 18 or an arbitrary mix of coolant at the heatedtemperature TH and the second temperature Tz to the condenser 18. The control unit 7receives information from the second control unit 20 about the operating condition ofthe WHR system. The control unit 7 estimates a required temperature of the coolant tobe directed to the condenser 18 at the actual coolant floW rate in the cooling systemorder to cool the Working medium to the desired condensation temperature in thecondenser 18. The control unit 7 determines an angular position of the Valve member26 Within the angular range 10°- 120° at Which the coolant cools the Working mediumto the desired condensation temperature in the condenser 18. The control unit 7activates the actuator 6 Which rotates the Valve member 26 to the detern1ined angular position.
    The invention is not restricted to the described embodiment but may be Varied freely Within the scope of the claims.
    权利要求:
    Claims (11)
    [1] 1. l. A multi-valve device for a Cooling system configured to cool a combustion engine(2) and at least one further object (18), wherein the cooling system comprises a pump(4) circulating a coolant in the cooling system, an engine outlet line (5a) receivingcoolant at a heated temperature (TH), a first radiator (8) cooling the coolant to a firsttemperature (T1), a second radiator (9) cooling the coolant to a second temperature(Tz) which is lower than the first temperature (T1) during most operating conditions,wherein the multi- valve comprises a housing (25) which in a first transverse plane (A)comprises a port (5a°) receiving coolant at the heated temperature (TH), a port (5b°)directing the received coolant to the combustion engine (2) and a port (5c°) directingthe received coolant to the first radiator (8) and which in a second transverse plane (B),comprises a port (5° g) directing coolant to the second radiator (9), and a hollow valvebody (26) rotatably arranged to different angular positions in the housing (25), whereinthe hollow valve body (25) comprises a first valve part (26a) comprising at least oneopenings (3l) configured to coincide with the ports (5a°, 5b°, 5c°) in the firsttransverse plane (A) of the housing (25), a second valve part (26b) comprising at leastone opening (32, 33) configured to coincide with the port (5g°) in the secondtransverse plane (B) of the housing (25), and a flow passage (26d) eXtending betweenthe first valve part (26a) and the second valve part (26b), characterized in that themulti-valve comprises a temperature controlled valve member (28) arranged in saidflow passage (26d), which is configured to prevent a coolant flow from the first valvepart (26a) to the second valve part (26b) when the coolant has a lower temperature thana regulating temperature of the valve member (28) and to allow a coolant flow fromthe first valve part (26a) to the second valve part (26b) when the coolant has a higher temperature than the regulating temperature of the valve member valve (28).
    [2] 2. A multi-valve according to claim l, characterized in that the valve member (28)comprises a blocking member (28a) movably arranged between a closed position inwhich it blocks said flow passage (26d) and an open position in which it allowscoolant flow through the flow passage (26d) and a switch mechanism (28b) configuredto move the blocking member (28a) to the open position against the action of a springmember (28c) when the coolant has a higher temperature than said regulating temperature. 13
    [3] 3. A multi-valve according to claim 2, characterized in that the switch mechanismcomprises a casing (28b) enclosing a material configured to change volume at the regulating temperature.
    [4] 4. A multi-valve according to claim l or 2, characterized in that valve member (28) iscontrolled by a control unit (7).
    [5] 5. A multi-valve according to any one of the preceding claims, characterized in that thehousing (25) comprises, in the second transverse plane (B), a port (5f°) directingcoolant to the further object (18).
    [6] 6. A multi-valve according to any one of the preceding claims, characterized in thatthe housing (25) comprises further ports (5d°, 5e°, 5h°) in a third transverse plane (C),Wherein the holloW valve body (25) comprises a third valve part (26c) comprising atleast one openings (34) configured to coincide With the at least one port (5d°, 5e°, 5h°)in the third transverse plane (C) of the housing (25).
    [7] 7. A multi-valve according to claim 6, characterized in that the housing (25)comprises, in the third transverse plane (C), a port (5d°) receiving coolant from thefirst radiator (8), a port (5e°) directing the received coolant from the first radiator (8) tothe combustion engine (2) and a port (5h°) directing the received coolant from the firstradiator (8) to the further object (l8).
    [8] 8. A multi-valve according to 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) such they are rotatably arranged in the housing (25) as a unit.
    [9] 9. A multi-valve according to any one of the preceding claims, characterized in that the valve parts (26a-26c) have a spherical- shape.
    [10] 10. l0. Multi-valve according to any one of the preceding claims, characterized in that theports ( 5f°-5h°) directing coolant to the further object (l8) has a smaller cross sectional area than the ports (5b°- 5c°) directing coolant to the combustion engine (2).
    [11] 11. ll. A multi-valve device comprises a multi-valve according to any one of the preceding claims, characterized in that it comprises an actuator (6) configured to rotate 14 the Valve body (26) to different angular positions in the housing (25), and a controlunit (7) configured to initiate activation of the actuator (6) such that it rotates the Valve body (26) to a deterrnined angular position in the housing (25).
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    同族专利:
    公开号 | 公开日
    DE102017004438A1|2017-11-16|
    SE541222C2|2019-05-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102019005163A1|2019-07-25|2021-01-28|Voss Automotive Gmbh|Mass flow control unit, switching valve element for such and coolant system with at least one such mass flow control unit|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1650652A|SE541222C2|2016-05-16|2016-05-16|A multi-valve and a multi-valve device for a cooling system|SE1650652A| SE541222C2|2016-05-16|2016-05-16|A multi-valve and a multi-valve device for a cooling system|
    DE102017004438.4A| DE102017004438A1|2016-05-16|2017-05-09|Multiple valve for cooling system|
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