A multi-way valve, thermal management module and automobile

Abstract

The embodiment of the application discloses a multi-way valve, a thermal management module and an automobile, relates to the technical field of valves, and reduces the volume of the multi-way valve. The multi-way valve comprises a valve body, at least two valve cores, a gear shifting mechanism and a driving piece which are all arranged in the valve body. The gear shifting gear set comprises a gear shifting gear and coaxially arranged first and second incomplete gears. The first incomplete gear can be engaged with or rotated relative to the central gear. The second incomplete gear can be engaged with or rotated relative to the gear shifting gear. The plurality of valve cores are drivingly connected with at least one central gear and the gear shifting gear in at least one gear shifting gear set. The driving piece is drivingly connected with the first and second incomplete gears in at least one gear shifting gear set. The driving piece drives the first and second incomplete gears to rotate, so that the at least one central gear and the gear shifting gear in the at least one gear shifting gear set drive the corresponding valve cores to rotate or be locked.

Description

Technical Field

[0001] This application relates to the field of valve technology, and more particularly to a multi-way valve, a thermal management module, and an automobile. Background Technology

[0002] Multi-way valves are typically used in the thermal management systems of new energy vehicles to control the cooling circuit. Multi-way valves are common components in the fluid control field, generally employing rotary or plunger-type structures. With increasing user demands, new energy vehicles require more switching modes to enhance the driving experience. Therefore, multi-way valves need to be adaptable to more complex piping systems without reducing the overall vehicle design layout space. However, existing multi-way valves are relatively large, requiring significant space to be reserved within the vehicle body. Summary of the Invention

[0003] This application provides a multi-way valve, a thermal management module, and an automobile, which reduces the size of existing multi-way valves.

[0004] To achieve the above objectives, this application adopts the following technical solution:

[0005] In a first aspect, embodiments of this application provide a multi-way valve. The multi-way valve includes a valve body, at least two (hereinafter referred to as multiple) valve cores, a shifting mechanism, and a driving component. The multiple valve cores, shifting mechanism, and driving component are all disposed within the valve body. The shifting mechanism includes at least one center gear and at least one shift gear set. The shift gear set includes a first incomplete gear, a second incomplete gear, and a shift gear. The first incomplete gear and the second incomplete gear are coaxially arranged. Coaxial arrangement means that the first incomplete gear and the second incomplete gear pass through the same connecting shaft. The first incomplete gear and the second incomplete gear can rotate simultaneously. The first incomplete gear is used to mesh with or rotate relative to the center gear. The second incomplete gear is used to mesh with or rotate relative to the shift gear. The multiple valve cores are respectively connected to the at least one center gear and the shift gear in the at least one shift gear set. The driving component is connected to the first incomplete gear and the second incomplete gear in the at least one shift gear set. The driving component can simultaneously drive the first incomplete gear and the second incomplete gear to rotate. Both the first and second incomplete gears are driving gears. The center gear and shift gears are driven gears. Therefore, "rotation relative to the center gear" means the first incomplete gear rotates while the center gear remains stationary. Similarly, "rotation relative to the shift gear" means the second incomplete gear rotates while the shift gear remains stationary. The driving component can drive the first and second incomplete gears to rotate, causing at least one center gear to rotate or lock its corresponding valve core (where "corresponding" refers to the valve core connected to the center gear drive), and causing at least one shift gear in the shift gear set to drive its corresponding valve core to rotate or lock (where "corresponding" refers to the valve core connected to the shift gear drive).

[0006] Therefore, compared to multi-way valves that use multiple driving elements and multiple shifting mechanisms to drive multiple valve cores separately, the multi-way valve in this embodiment uses a single driving element and at least one central gear and at least one shifting gear set in a shifting mechanism to drive multiple valve cores to rotate. This allows for switching multiple valve cores to perform different connection states, achieving multiple switching modes, and is suitable for complex pipeline systems. The aforementioned shifting gear set includes a first incomplete gear and a second incomplete gear, coaxially arranged, as well as a shifting gear, resulting in a compact structure and small size. This reduces the size of the multi-way valve, eliminating the need for a large space within the vehicle body and lowering costs. Furthermore, the precision adjustment of the driving element and shifting mechanism only needs to be performed once, shortening the calibration time of the multi-way valve and improving calibration accuracy.

[0007] Based on the structure of the multi-way valve described above, in some embodiments of this application, the center gear can be a complete gear. The aforementioned first incomplete gear includes a first toothed section and a toothless section, which are arranged circumferentially. The first toothed section is used to mesh with the center gear, and the diameter of the toothless section is smaller than the pitch circle diameter of the first toothed section. Therefore, when the toothless section is opposite to the center gear, the toothless section and the center gear do not contact each other, that is, they are spaced apart. When the driving member drives the first toothed section of the first incomplete gear to mesh with the center gear, the center gear drives the corresponding valve core to rotate, thereby switching the communication state of the valve core. When the driving member drives the first incomplete gear to switch from meshing the first toothed section with the center gear to the toothless section being opposite to the center gear, the first incomplete gear continues to rotate, and the center gear stops rotating. Therefore, the center gear locks with the corresponding valve core. The valve core maintains its current communication state. The structure of the first incomplete gear is relatively simple. After the entire toothed section of the first incomplete gear meshes with the center gear, the center gear can drive the corresponding valve core to switch to a connected state. Therefore, the valve core can be a three-way valve core or a two-way valve, and the valve core is not large in size.

[0008] Furthermore, in some embodiments of this application, the aforementioned shift gear includes multiple tooth segments and multiple locking arc segments, which are staggered circumferentially. The aforementioned second incomplete gear includes a second toothed segment and an arc-shaped segment, which are circumferentially arranged. The second toothed segment is used to mesh with any toothed segment, and the arc-shaped segment is used to be spaced apart from any locking arc segment. When the driving member drives the second toothed segment of the second incomplete gear to mesh with any toothed segment of the shift gear, the shift gear drives the corresponding valve core to rotate, thereby switching the communication state of the valve core. When the driving member drives the second incomplete gear to switch from meshing the second toothed segment with any toothed segment of the shift gear to rotating the arc-shaped segment relative to the locking arc segment, the shift gear and the corresponding valve core lock. Each time the second incomplete gear shifts from meshing with one tooth segment of the shift gear to being opposite the arc segment, the shift gear can drive the corresponding valve core to switch to a different connection state. Therefore, this valve core can be a multi-way valve core, such as a five-way valve, six-way valve, seven-way valve, or eight-way valve, etc., which can ensure sufficient flow area while keeping the valve core's volume relatively small. Thus, the multi-way valve of this application embodiment can be applied to complex connection scenarios. Furthermore, the shift gear has an ingenious structural design, reliable shifting, and a small size.

[0009] It should be noted that in some embodiments, the aforementioned shift gear can also be a complete gear. After the entire second toothed section of the second incomplete gear has engaged with the shift gear, the shift gear can drive the corresponding valve core to switch to a connected state. At this time, the valve core can be a two-way valve or a three-way valve core.

[0010] In some operating conditions, when a multi-way valve needs to switch, only one valve core can move, while the others need to be locked. To meet this requirement, a locking structure is needed. In some embodiments of this application, the locking structure includes an operating part of the second incomplete gear, a locking part of the center gear, and a connecting part on the inner wall of the valve body that cooperates with the locking part. When the second toothed section of the second incomplete gear meshes with a toothed section of the shift gear, the operating part of the second incomplete gear can simultaneously push the locking part of the center gear to cooperate with the connecting part of the valve body, thereby locking the center gear and the corresponding valve core. The valve core corresponding to the center gear is called the first valve core, and the valve core corresponding to the shift gear is called the second valve core. Both the first valve core and the center gear remain stationary. Thus, the function of locking the first valve core when the second valve core rotates is achieved. When the first toothed section of the first incomplete gear meshes with the center gear, the toothless section of the second incomplete gear is opposite to and spaced apart from the shift gear, thereby locking the shift gear and the second valve core. Thus, the function of locking the first valve core when it rotates is achieved by the second valve core.

[0011] There are various implementation schemes for the above-mentioned locking structure. In some embodiments of this application, the projection of the second incomplete gear on the plane where the center gear is located partially overlaps with the center gear. The operating part is an operating cam located on a portion of the end face of the second incomplete gear near the center gear. The locking part is a locking protrusion located on the gear shaft of the center gear. The connecting part is a connecting groove located on the inner wall of the valve body. The driving member drives the second incomplete gear to rotate. When the rotation switches from relative rotation between the arc segment and a locking arc segment to engagement between the second toothed segment and a gear tooth segment of the shift gear, the operating cam begins to push the center gear, while the first incomplete gear drives the center gear to rotate to a position where the locking protrusion is opposite to the connecting groove. Then, the operating cam engages the locking protrusion of the center gear in the connecting groove. This locking structure is simple and ingenious in design, and the locking force is reliable. Furthermore, the positions of the locking groove and the locking protrusion can be interchanged, and this application does not limit this.

[0012] Based on the design of the locking structure described above, if the second incomplete gear is located above or to the side of the center gear, an auxiliary structure is needed to push the locking protrusion of the center gear out of the connecting groove when the operating cam moves away from the center gear. Therefore, to solve this problem, in some embodiments of this application, the shifting mechanism further includes a reset member, which is sleeved on the gear shaft of the center gear. The reset member is connected to both the center gear and the valve body. When the second incomplete gear rotates to the point where the operating cam pushes the center gear, the locking protrusion engages with the connecting groove, and the reset member deforms. When the second incomplete gear rotates to the point where the operating cam moves away from the center gear, the deformation force of the reset member pushes the second incomplete gear to move, causing the locking protrusion to move out of the connecting groove. Thus, the reset member can achieve the function of automatically resetting the center gear. This reset member can be an elastic element such as a spring or sheet, which is relatively inexpensive.

[0013] Furthermore, the internal sealing performance of the multi-way valve is also crucial. In some embodiments of this application, the multi-way valve further includes at least two sets of sealing assemblies, which respectively seal at least two valve cores to the valve body, thereby achieving sealing of each valve core. It is understood that the number of sealing assemblies in the multi-way valve can be equal to the number of valve cores. For example, multiple valve cores can be sealed to the valve body one-to-one through multiple sealing assemblies.

[0014] Furthermore, to ensure excellent internal sealing performance of the multi-way valve, in some embodiments of this application, the sealing assembly includes a first cylindrical seal, a second cylindrical seal, and a third cylindrical seal, which are sequentially fitted around the valve core from the inside out. The first cylindrical seal is sealed to the valve core, and the third cylindrical seal is sealed to the inner wall of the valve body. Both the first and third cylindrical seals are hard seals. The second cylindrical seal is a soft seal. The first cylindrical seal reduces the frictional torque of the valve core, improving the lifespan of the sealing assembly. The second cylindrical seal provides compensating elasticity to the valve core, preventing leakage or high-temperature jamming. The third cylindrical seal provides a stable sealing frame for the entire sealing assembly. Thus, low internal leakage and low torque switching between different modes of the multi-way valve are achieved.

[0015] Based on the structure of the sealing assembly described above, in some embodiments, the sealing assembly includes a plurality of second cylindrical seals, which are sequentially stacked between the first cylindrical seal and the third cylindrical seal. The plurality of second cylindrical seals can provide sufficient compensating elasticity to the valve core, further preventing valve core leakage or high-temperature jamming.

[0016] In other embodiments, the sealing assembly includes multiple second cylindrical seals and multiple third cylindrical seals, which are sequentially and alternately fitted around the first cylindrical seal. That is, the valve core is sequentially arranged with the first cylindrical seal, second cylindrical seal, third cylindrical seal, second cylindrical seal, third cylindrical seal, ..., second cylindrical seal, third cylindrical seal. The multiple spaced-apart second cylindrical seals provide sufficient compensating elasticity to the valve core, further preventing valve core leakage or high-temperature jamming. The multiple spaced-apart third cylindrical seals provide a stable sealing frame for the multiple second cylindrical seals.

[0017] Furthermore, in some embodiments of this application, the multi-way valve includes multiple valve cores. Correspondingly, the shifting mechanism includes multiple shift gear sets and multiple center gears, which are staggered. The shift gears and center gears in the multiple shift gear sets are respectively drivenly connected to multiple valve cores. Each shift gear set also includes a transmission gear, which is coaxially arranged with a first incomplete gear and a second incomplete gear. That is, the transmission gear, the first incomplete gear, and the second incomplete gear pass through the same connecting shaft. One of the multiple shift gear sets is the first shift gear set. The driving member is drivenly connected to the first and second incomplete gears in the first shift gear set via the transmission gear in the first shift gear set. The transmission gears in all the remaining shift gear sets except the first shift gear set mesh with adjacent center gears. Thus, the purpose of driving multiple valve cores with one driving member is achieved, and the structure of the shifting mechanism is relatively compact.

[0018] Secondly, this application provides a thermal management module, which includes multiple pipes and the multi-way valve described in the above embodiments. The multi-way valve has multiple flow ports on its valve body, each of which is connected to one of the multiple pipes. Since the multi-way valve in the thermal management module of this application has the same structure as the multi-way valve described in the above embodiments, and both can solve the same technical problems and achieve the same technical effects, further details are omitted here.

[0019] Thirdly, this application provides an automobile, including a vehicle body and the thermal management module described in the above embodiments. The thermal management module is disposed within the vehicle body. Since the thermal management module in this application's automobile has the same structure as the thermal management module described in the above embodiments, and both can solve the same technical problems and achieve the same technical effects, further details are omitted here. Attached Figure Description

[0020] To illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0021] Figure 1 This is a three-dimensional structural diagram of the multi-way valve according to an embodiment of this application;

[0022] Figure 2 This is one of the partial exploded structural diagrams of the multi-way valve in the embodiments of this application;

[0023] Figure 3 This is one of the structural schematic diagrams of the shifting mechanism and drive component in the multi-way valve of this application embodiment;

[0024] Figure 4 This is a comparative schematic diagram of the multi-way valve in the embodiments of this application and multi-way valves in related technologies;

[0025] Figure 5 This is an exploded schematic diagram of the first incomplete gear, the second incomplete gear, and the transmission gear in the multi-way valve of the present application embodiment;

[0026] Figure 6 This is an assembly diagram of the first incomplete gear, the second incomplete gear, and the transmission gear in the multi-way valve of this application embodiment;

[0027] Figure 7 This is a schematic diagram of the structure of two shift gear sets, one center gear, and the drive component in the multi-way valve of this application embodiment;

[0028] Figure 8 This is a schematic diagram of the structure of two shift gear sets, two center gears, and the drive component in the multi-way valve of this application embodiment;

[0029] Figure 9 This is a three-dimensional structural diagram of the first incomplete gear in the multi-way valve of this application embodiment;

[0030] Figure 10 This is one of the structural schematic diagrams of the shifting mechanism in the multi-way valve according to an embodiment of this application;

[0031] Figure 11 This is a second schematic diagram of the shifting mechanism in the multi-way valve according to an embodiment of this application;

[0032] Figure 12 This is a three-dimensional structural diagram of the second incomplete gear in the multi-way valve of this application embodiment;

[0033] Figure 13 This is a schematic diagram of the shift gear in the multi-way valve according to an embodiment of this application;

[0034] Figure 14 for Figure 13 Enlarged view of part A in the image;

[0035] Figure 15 This is the third schematic diagram of the shifting mechanism in the multi-way valve according to the embodiments of this application;

[0036] Figure 16 This is a three-dimensional structural diagram of the second valve core in the multi-way valve of this application embodiment;

[0037] Figure 17 This is a three-dimensional structural diagram of the shift gear set in the multi-way valve of this application embodiment;

[0038] Figure 18 This is a partial cross-sectional schematic diagram of the multi-way valve according to an embodiment of this application;

[0039] Figure 19 This is one of the cross-sectional schematic diagrams of the multi-way valve in the embodiments of this application;

[0040] Figure 20 This is a second schematic diagram of the shifting mechanism and drive component in the multi-way valve according to an embodiment of this application;

[0041] Figure 21 This is an exploded view of the multi-way valve according to an embodiment of this application;

[0042] Figure 22 This is a second partially exploded structural diagram of the multi-way valve according to an embodiment of this application;

[0043] Figure 23 This is a second cross-sectional schematic diagram of the multi-way valve according to an embodiment of this application;

[0044] Figure 24 This is an exploded view of the sealing assembly in the multi-way valve of this application embodiment.

[0045] Icon labels:

[0046] 100 - Multi-way valve; 1 - Valve body; 101 - Flow port; 102 - Mounting cavity; 103 - Connection part; 2 - Valve core; 201 - Communication port; 2a - First valve core; 2b - Second valve core; 3 - Shifting mechanism; 31 / 31a / 31b - Center gear; 311 - Locking part; 32 / 32a / 32b - Shifting gear set; 321 - First incomplete gear; 3211 - First toothed section; 3212 - Toothless section; 322 - Second incomplete gear; 3221 - Second toothed section; 3222 - Arc-shaped section; 3223-Operating part; 323-Shift gear; 3231-Gear tooth section; 3232-Locking arc section; 324-Transmission gear; 33-Reset component; 34-Worm gear; 35-Reduction gear set; 351-First gear; 352-Second gear; 353-Third gear; 354-Fourth gear; 4-Drive component; 5-Top cover; 6-Bottom shell; 7-Sealing assembly; 701-Allowing hole; 71-First cylindrical seal; 72-Second cylindrical seal; 73-Third cylindrical seal. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the application will now be described in further detail with reference to the accompanying drawings.

[0048] In the following description, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0049] Furthermore, in this application, directional terms such as "upper," "lower," "left," "right," "horizontal," and "vertical" are defined relative to the indicated placement of the components in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the placement of the components in the accompanying drawings.

[0050] In this application, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can refer to a mechanical or physical connection. It can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium. It can also be understood as the physical contact and electrical conduction of components, or as the form of connection between different components in a circuit structure through physical lines capable of transmitting electrical signals, such as PCB copper foil or wires.

[0051] This application includes an embodiment of a vehicle, which can be a new energy vehicle, a hybrid vehicle, or a gasoline vehicle. This application does not impose any limitations on this.

[0052] To ensure that all components within a vehicle operate within their optimal temperature range, improve passenger comfort, and optimize fuel economy, battery performance, and emissions, it's necessary to comprehensively manage vehicle heat and ambient heat from a system and overall vehicle perspective. Therefore, a thermal management module is installed within the vehicle. For gasoline-powered vehicles, this module primarily handles the matching, optimization, and control of cooling systems such as the engine, transmission, and air conditioning system. For new energy vehicles and hybrid vehicles, the thermal management module also handles the matching, optimization, and control of electric motor, electronic control system, and battery system. This ensures that all components within the vehicle operate within their optimal temperature range, improving overall vehicle economy and performance, and guaranteeing safe driving.

[0053] The thermal management module mainly includes components such as water pumps, valves, compressors, heaters, electric fans, expansion valves, evaporators, condensers, water circuit boards, refrigerant circuit boards, multiple pipes, and various valves. Taking new energy vehicles as an example, three-way and four-way water valves are already maturely used in new energy vehicles. However, existing three-way and four-way water valves cannot reduce the layout space of the overall vehicle design or simplify the complex piping. Therefore, multi-way valves are needed. Furthermore, to improve the driving experience, new energy vehicles have an increasing demand for switching modes. However, multi-way valves using a single valve core cannot meet the needs of more water circuit operating modes. Existing multi-way valves with dual valve cores are relatively large, requiring a large amount of space to be reserved within the vehicle body.

[0054] Therefore, to solve this problem, embodiments of this application provide a multi-way valve with a smaller size. This multi-way valve can be applied to various media such as water, refrigerant, oil, or gas, and this application does not impose any limitations on it.

[0055] Reference Figure 1 and Figure 2 The multi-way valve 100 of this application embodiment includes a valve body 1, at least two (hereinafter referred to as multiple) valve cores 2, a shifting mechanism 3, and a driving component 4. The valve body 1 has multiple flow ports 101, which are respectively connected to multiple pipelines. This allows communication with components such as pumps and air conditioning equipment in new energy vehicles. An installation cavity 102 is also formed within the valve body 1, and the multiple valve cores 2, shifting mechanism 3, and driving component 4 are all disposed within the installation cavity 102 of the valve body 1. Each valve core 2 has multiple communication ports 201, which can be connected to the multiple flow ports 101 respectively. The multiple valve cores 2 are positioned differently within the valve body 1, and the communication states of the multiple communication ports 201 are different. That is, switching the valve cores 2 to different positions can achieve different pipeline connections. Furthermore, the multi-way valve 100 may also include a top cover 5 and a bottom shell 6. The top cover 5 can close one opening of the installation cavity 102, and the bottom shell 6 can close the other opening of the installation cavity 102. Figure 3 As shown, the shifting mechanism 3 includes at least one center gear 31 and at least one shifting gear set 32. Figure 2 and Figure 3 The multi-way valve 100 shown includes two valve cores 2, a center gear 31, and a shift gear set 32. The following will first describe... Figure 2 and Figure 3 The structure shown is illustrated schematically. The two valve cores 2 are the first valve core 2a and the second valve core 2b, respectively.

[0056] The aforementioned shift gear set 32 ​​includes a first incomplete gear 321, a second incomplete gear 322, and a shift gear 323. The first incomplete gear 321 and the second incomplete gear 322 are coaxially arranged. That is, the first incomplete gear 321 and the second incomplete gear 322 pass through the same connecting shaft and can rotate or lock simultaneously. For simplicity, "coaxial arrangement" in the following text refers to passing through the same connecting shaft. "Incomplete gear" refers to a gear with teeth distributed only in a portion of its circumferential direction. The first incomplete gear 321 is used to mesh with or rotate relative to the center gear 31. The second incomplete gear 322 is used to mesh with or rotate relative to the shift gear 323. The first valve core 2a is drive-connected to the center gear 31. The second valve core 2b is drive-connected to the shift gear 323 in the shift gear set 32. The aforementioned drive member 4 is drive-connected to the first incomplete gear 321 and the second incomplete gear 322 in the shift gear set 32. The drive unit 4 can simultaneously drive the first incomplete gear 321 and the second incomplete gear 322 to rotate. That is, both the first incomplete gear 321 and the second incomplete gear 322 are driving gears. The center gear 31 and the shift gear 323 are driven gears. Therefore, the aforementioned "rotation relative to the center gear 31" means that the first incomplete gear 321 rotates while the center gear 31 remains stationary. The aforementioned "rotation relative to the shift gear 323" means that the second incomplete gear 322 rotates while the shift gear 323 remains stationary. The drive unit 4 can drive the first incomplete gear 321 and the second incomplete gear 322 to rotate, causing the center gear 31 to drive the first valve core 2a to rotate or lock, and the shift gear 323 in the shift gear set 32 ​​to drive the second valve core 2b to rotate or lock. Specifically, the drive unit 4 can be a drive motor.

[0057] Compared to a multi-way valve 100 that uses two driving elements 4 and two sets of shifting mechanisms 3 to drive valve cores 2a and 2b respectively, the multi-way valve 100 in this embodiment uses one driving element 4 to drive the first valve core 2a and the second valve core 2b to rotate through a central gear 31 and a shifting gear set 32 ​​in a shifting mechanism 3. This allows switching between various connection states of the first valve core 2a and the second valve core 2b, achieving multiple switching modes, and is suitable for complex pipeline systems. The shifting gear set 32 ​​includes a first incomplete gear 321 and a second incomplete gear 322 coaxially arranged, as well as a shifting gear 323. The shifting gear set 32 ​​has a compact structure and small size. Furthermore, the fewer driving elements 4, the smaller the size of the multi-way valve 100 and the lower the cost. For example, the space occupied by the driving element 4 and the shifting mechanism 3 can be reduced by 30%, and the length of the valve body 1 can be shortened from 134mm to 90mm. Figure 4As shown, the cost of the multi-way valve 100 can be reduced by 15 yuan. Furthermore, the multi-way valve 100, which uses two drive components 4 and two sets of shifting mechanisms 3 to drive the two valve cores 2 respectively, requires two calibrations. However, in this embodiment, the accuracy adjustment of the drive components 4 and shifting mechanisms 3 of the multi-way valve 100 only requires one adjustment. Therefore, compared to the former, the multi-way valve 100 of this embodiment shortens the calibration time and improves the calibration accuracy.

[0058] Furthermore, the drive element (such as a motor) in the multi-way valve 100 can be electrically connected to a drive element controller (such as a motor control board), and the drive element controller is connected to a power supply. When using the multi-way valve 100 of this application for channel switching, the output power of the drive element can be adjusted by the drive element controller to change the gear of the first valve core 2a and adjust the opening degree of the flow port 101, as well as the gear of the second valve core 2b and adjust the opening degree of the flow port 101. Thus, the output flow of the multi-way valve 100 is regulated.

[0059] It is understandable that the number of valve cores 2 required varies depending on the pipelines connected by the multi-way valve 100. If the multi-way valve 100 includes multiple valve cores 2, then the shifting mechanism 3 includes multiple shifting gear sets 32 and multiple center gears 31, which are arranged alternately. That is, the shifting gear sets 32, center gears 31, shifting gear sets 32, ..., shifting gear sets 32, center gears 31 (shifting gear sets 32) are distributed in this manner. The shifting gears 323 and the multiple center gears 31 in the multiple shifting gear sets 32 are respectively connected to the multiple valve cores 2 for transmission. Each shifting gear set 32 ​​also includes, for example, Figure 3 , Figure 5 and Figure 6 The transmission gear 324 shown is coaxially arranged with the first incomplete gear 321 and the second incomplete gear 322. That is, the transmission gear 324, the first incomplete gear 321, and the second incomplete gear 322 are mounted on the same connecting shaft. The transmission gear 324, the first incomplete gear 321, and the second incomplete gear 322 can rotate or lock simultaneously. One of the multiple shift gear sets 32 is as follows... Figure 7 The first shift gear set 32a is shown. The drive member 4 is connected to the first incomplete gear 321 and the second incomplete gear 322 in the first shift gear set 32a via the transmission gear 324 in the first shift gear set 32a. The transmission gears 324 in the other shift gear sets 32 besides the first shift gear set 32a mesh with the adjacent center gear 31. Thus, the purpose of driving multiple valve cores 2 with one drive member 4 is achieved, and the structure of the shift mechanism 3 is relatively compact.

[0060] Therefore, if the multi-way valve 100 includes N valve cores 2, where N > 2 and is an odd number, then the shifting mechanism 3 may include (N-1) / 2 center gears 31 and (N+1) / 2 shifting gear sets 32. The (N-1) / 2 center gears 31 are respectively arranged between two adjacent shifting gear sets 32 in the (N+1) / 2 shifting gear sets 32. Furthermore, the N valve cores 2 are respectively connected to the (N-1) / 2 center gears 31 and the shifting gears 323 in the (N+1) / 2 shifting gear sets 32. One of the shifting gear sets 32 in the (N+1) / 2 shifting gear sets 32 is the first shifting gear set 32a. The driving member 4 is connected to the first incomplete gear 321 and the second incomplete gear 322 in the first shifting gear set 32a through the transmission gear 324 in the first shifting gear set 32a. In the remaining (N-1) / 2 shift gear sets 32, the transmission gear 324 in each shift gear set 32 ​​meshes with the center gear 31 in the adjacent shift gear set 32.

[0061] If the multi-way valve 100 includes M valve cores 2, where M > 2 and is an even number, then the shifting mechanism 3 may include M / 2 center gears 31 and M / 2 shift gear sets 32. The M / 2 center gears 31 and M / 2 shift gear sets 32 are arranged alternately (e.g., in a straight line or curve). The M valve cores 2 are respectively connected to the shift gears 323 in the M / 2 center gears 31 and the M / 2 shift gear sets 32. One of the shift gear sets 32 is the first shift gear set 32a. The drive member 4 is connected to the first incomplete gear 321 and the second incomplete gear 322 in the first shift gear set 32a via the transmission gear 324 in the first shift gear set 32a. In the remaining M / 2-1 shift gear sets 32, the transmission gear 324 in each shift gear set 32 ​​meshes with the center gear 31 in the adjacent shift gear set 32.

[0062] For example, if the multi-way valve 100 includes three valve cores 2, then the shifting mechanism 3 may include, for instance, three valve cores 2. Figure 7The diagram shows a center gear 31 and two shift gear sets 32. Three valve cores 2 are respectively connected to the center gear 31 and the shift gears 323 in the two shift gear sets 32. The two shift gear sets 32 are a first shift gear set 32a and a second shift gear set 32b. The first shift gear set 32a and the second shift gear set 32b can be spaced apart circumferentially along the center gear 31. The transmission gear 324 in the first shift gear set 32a is connected to the drive member 4 to drive the first incomplete gear 321 and the second incomplete gear 322 in the first shift gear set 32a to rotate. The center gear 31 meshes with the transmission gear 324 in the second shift gear set 32a and the first incomplete gear 321 in the first shift gear set 32a.

[0063] For example, if the multi-way valve 100 includes four valve cores 2, then the shifting mechanism 3 may include, for instance, four valve cores 2. Figure 8 The diagram shows two center gears 31 and two shift gear sets 32. Four valve cores 2 are respectively connected to the shift gears 323 in the two center gears 31 and the two shift gear sets 32. The two shift gear sets 32 are the first shift gear set 32a and the second shift gear set 32b. The two center gears 31 are center gear 31a and center gear 31b. Center gear 31a is located between the first shift gear set 32a and the second shift gear set 32b. Center gear 31a meshes with the first incomplete gear 321 in the first shift gear set 32a and the transmission gear 324 in the second shift gear set 32b. Center gear 31b meshes with the first incomplete gear 321 in the second shift gear set 32b. The driving component 4 is connected to the transmission gear 324 in the first shift gear set 32a to drive the first incomplete gear 321 and the second incomplete gear 322 in the first shift gear set 32a to rotate. The first incomplete gear 321 can drive the center gear 31a to rotate, and the center gear 31a drives the first incomplete gear 321 and the second incomplete gear 322 in the second shift gear set 32b to rotate through the transmission gear 324 in the second shift gear set 32b. Thus, the center gear 31b in the second shift gear set 32b is driven to rotate.

[0064] The above is a simplified description of a multi-way valve 100 comprising two or more valve cores 2, one or more center gears 31, and one or more shift gear sets 32. Based on the structure of the multi-way valve 100 described above, to achieve the purpose of driving the first valve core 2a via the first incomplete gear 321 and the center gear 31, the first incomplete gear 321 can be configured with various incomplete gear structures. For example, such as... Figure 9As shown, the first incomplete gear 321 includes a toothed section 3211 and a toothless section 3212, which are arranged circumferentially. The toothed section 3211 is used to mesh with the center gear 31. The diameter of the toothless section 3212 can be smaller than the pitch circle diameter of the toothed section 3211. Therefore, when the toothless section 3212 is opposite to the center gear 31, the toothless section 3212 and the center gear 31 do not contact each other, that is, they are spaced apart. The center gear 31 is a complete gear. A complete gear means that the teeth are distributed on the entire circumference of the gear.

[0065] like Figure 10 As shown, when the drive unit 4 drives the first toothed segment 3211 of the first incomplete gear 321 to mesh with the center gear 31, the center gear 31 drives the first valve core 2a to rotate, so as to switch the connection state of the first valve core 2a.

[0066] like Figure 10 and Figure 11 As shown, when the driving component 4 drives the first incomplete gear 321 to switch from meshing with the center gear 31 on the first toothed segment 3211 to being opposite the center gear 31 on the toothless segment 3212, the first incomplete gear 321 rotates, and the center gear 31 stops rotating. Therefore, the center gear 31 is locked to the first valve core 2a. The first valve core 2a maintains its current connected state. The structure of the first incomplete gear 321 is relatively simple. The center gear 31 can be a complete gear. After all the first toothed segments 3211 of the first incomplete gear 321 have meshed with the center gear 31, the center gear 31 can drive the first valve core 2a to switch to a connected state. Therefore, in order to keep the first valve core 2a compact, the first valve core 2a can be a three-way valve core or a two-way valve. Figure 2 The first valve core 2a shown is a three-way valve core.

[0067] It should be noted that the first toothed segment 3211 and the first toothless segment 3212 on the first incomplete gear 321 can both be a single unit, such as... Figure 9 As shown. Alternatively, the first toothed segment 3211 and the first toothless segment 3212 on the first incomplete gear 321 can both be multiple and staggered. Thus, it is suitable for more complex pipeline connection scenarios.

[0068] In addition, in order to achieve the purpose of driving the second valve core 2b through the second incomplete gear 322 and the shift gear 323, the second incomplete gear 322 can be configured with various incomplete gear structures, and the shift gear 323 can also be configured as a complete gear or an incomplete gear.

[0069] In some implementations, such as Figure 12As shown, the aforementioned second incomplete gear 322 includes a second toothed segment 3221 and an arcuate segment 3222, which are arranged circumferentially. Figure 13 and Figure 14 As shown, the aforementioned shift gear 323 includes multiple tooth segments 3231 and multiple locking arc segments 3232, which are arranged alternately in a circumferential direction. The second toothed segment 3221 of the second incomplete gear 322 is used to mesh with any tooth segment 3231, and the arc segment 3222 of the second incomplete gear 322 is used to be spaced apart from any locking arc segment 3232.

[0070] like Figure 11 As shown, when the driving member 4 drives the second toothed segment 3221 of the second incomplete gear 322 to mesh with a toothed segment 3231 of the shift gear 323, the shift gear 323 drives the second valve core 2b to rotate, thereby switching the connection state of the second valve core 2b.

[0071] like Figure 15 As shown, when the driving member 4 drives the second incomplete gear 322 to switch from meshing with either tooth segment 3231 of the second toothed segment 3221 to rotating relative to the locking arc segment 3232 of the arc segment 3222, the shift gear 323 and the second valve core 2b are locked.

[0072] Each time the second incomplete gear 322 shifts from engaging with a tooth segment 3231 of the shift gear 323 to rotating with a locking arc segment 3232 relative to the arc surface segment 3222, the shift gear 323 can drive the second valve core 2b to switch to a communication state. The number of communication ports 201 in the second valve core 2b (i.e., the number of ports of the second valve core 2b) can be equal to the number of tooth segments 3231 and the number of locking arc segments 3232. Therefore, the number of ports of the second valve core 2b can be relatively large, such as a five-way valve, a six-way valve, a seven-way valve, or an eight-way valve, etc., while ensuring sufficient flow area and a small volume of the second valve core 2b. Figure 2 and Figure 16 The second valve core 2b shown is an eight-way valve, and the multi-way valve 100 is a nine-way valve.

[0073] Therefore, the multi-way valve 100 of this application embodiment can be applied to complex communication scenarios. Furthermore, the shift gear 323 has a compact design, reliable shifting, and a small size. The opening degree of the communication port 201 of the second valve core 2b is precisely adjustable.

[0074] Furthermore, in some other embodiments, the shift gear 323 may also adopt a complete gear structure. After all the second toothed segments 3221 of the second incomplete gear 322 have engaged with the shift gear 323, the shift gear 323 can drive the corresponding valve core 2 to switch to a connected state. Therefore, the number of valves in the second valve core 2b can be less, such as a three-way valve core or a two-way valve. While ensuring sufficient flow area, the volume of the second valve core 2b can be smaller.

[0075] It is understood that multiple valve cores 2 in the multi-way valve 100 can be switched simultaneously or individually, and this application does not impose any restrictions on this. To accommodate situations where only one valve core 2 can move at a time, while other valve cores 2 need to be locked, a locking structure is required. In some embodiments of this application, the locking structure includes, for example... Figure 12 and Figure 17 The operating unit 3223 shown is as follows: Figure 18 The locking part 311 and the connecting part 103 are shown. The operating part 3223 is provided on the second incomplete gear 322. The locking part 311 is provided on the center gear 31. The connecting part 103 is provided inside the valve body 1 and can cooperate with the locking part 311.

[0076] When the second toothed segment 3221 of the second incomplete gear 322 meshes with a toothed segment 3231 of the shift gear 323, the operating part 3223 of the second incomplete gear 322 simultaneously pushes the locking part 311 of the center gear 31 to engage with the connecting part 103 of the valve body 1, thereby locking the center gear 31 and the first valve core 2a. Both the first valve core 2a and the center gear 31 remain stationary. Thus, the function of locking the first valve core 2a when the second valve core 2b rotates is achieved. When the first toothed segment 3211 of the first incomplete gear 321 meshes with the center gear 31, the toothless segment 3222 of the second incomplete gear 322 is opposite to and spaced apart from the shift gear 323, thereby locking the shift gear 323 and the second valve core 2b. Thus, the function of locking the first valve core 2a when it rotates is achieved. The multi-way valve 100 of this application embodiment can achieve self-locking of each of the two valve cores by a single motor, without relying on a worm gear mechanism for self-locking.

[0077] Furthermore, there can be various specific implementations of the aforementioned locking structure. In some embodiments of this application, reference is made to... Figure 17The projection of the second incomplete gear 322 onto the plane of the center gear 31 partially overlaps with that of the center gear 31. The operating part 3223 is an operating cam located on a portion of the second incomplete gear 322 near the end face of the center gear 31. The locking part 311 is a locking protrusion located on the gear shaft of the center gear 31. The connecting part 103 is a connecting groove formed on the inner wall of the valve body 1. The driving member 4 drives the second incomplete gear 322 to rotate. When the rotation shifts from the relative rotation between the arc segment 3222 and a locking arc segment 3232 to the engagement of the second toothed segment 3221 and a toothed segment 3231 of the shift gear 323, the operating cam begins to push the center gear 31, while the first incomplete gear 321 drives the center gear 31 to rotate to a position where the locking protrusion is opposite to the connecting groove. Then, the operating cam pushes the center gear 31 to engage the locking protrusion of the center gear 31 in the connecting groove. The locking structure is simple in structure, ingenious in design, and has reliable locking force.

[0078] It should be noted that the positions of the aforementioned locking groove and locking protrusion can be interchanged. That is, the locking part 311 is a locking groove formed on the gear shaft of the center gear 31. The connecting part 103 is a connecting protrusion provided on the inner wall of the valve body 1. This application does not limit this.

[0079] by Figure 17 Taking the locking structure shown as an example, the end face of the second incomplete gear 322 opposite to the center gear 31 can be... Figure 17 The lower end face shown can also be the upper end face. When the orientation of the second incomplete gear 322 and the center gear 31 changes, the end face of the second incomplete gear 322 opposite to the center gear 31 can change accordingly. If the second incomplete gear 322 is located above or to the side of the center gear 31, an auxiliary structure is needed to push the locking protrusion of the center gear 31 out of the connecting groove after the operating cam moves away from the center gear 31. Therefore, in order to solve this problem, in some embodiments of this application, the shifting mechanism 3 further includes, for example, Figure 19 The reset member 33 shown is sleeved on the gear shaft of the center gear 31. Furthermore, the reset member 33 is connected to both the center gear 31 and the valve body 1. When the second incomplete gear 322 rotates to the point where the operating cam pushes the center gear 31, the locking protrusion engages with the connecting groove, and the reset member 33 deforms simultaneously. When the second incomplete gear 322 rotates to the point where the operating cam moves away from the center gear 31, the deformation force of the reset member 33 pushes the second incomplete gear 322 to move, causing the locking protrusion to move out of the connecting groove. Thus, the reset member 33 can achieve the function of automatically resetting the center gear 31, and its structure is simple.

[0080] Understandably, since the second incomplete gear 322 is located below the center gear 31, the locking protrusion can be moved out of the connecting groove by the gravity of the reset member 33 and the center gear 31; alternatively, the locking protrusion can be moved out of the connecting groove solely by the gravity of the center gear 31. Furthermore, the reset member 33 can be an elastic element such as a spring or sheet, which is inexpensive and has a low cost.

[0081] Furthermore, in some embodiments of this application, the aforementioned shifting mechanism 3 further includes, for example... Figure 20 The worm gear 34 and reduction gear set 35 are shown. The worm gear 34 is mounted on the output shaft of the drive component 4. The drive component 4 can drive the worm gear 34 to rotate. The reduction gear set 35 is connected to the worm gear 34 in a transmission manner. The reduction gear set 35 is also connected to the transmission gear 324 in the shift gear set 32 ​​in a transmission manner.

[0082] There are various implementations of the reduction gear set 35. In some embodiments of this application, such as... Figure 20 As shown, the aforementioned reduction gear set 35 includes a first gear 351, a second gear 352, a third gear 353, and a fourth gear 354. The first gear 351 meshes with a worm gear 34. The first gear 351 and the second gear 352 are coaxially arranged. The third gear 353 and the fourth gear 354 are coaxially arranged. The third gear 353 meshes with the second gear 352, and the number of teeth on the third gear 353 is greater than the number of teeth on the second gear 352. The fourth gear 354 meshes with a transmission gear 324, and the number of teeth on the transmission gear 324 is greater than the number of teeth on the fourth gear 354. Thus, multi-stage reduction can be achieved.

[0083] Furthermore, the internal sealing performance of the multi-way valve 100 is also crucial. In some embodiments of this application, reference is made to... Figure 21 , Figure 22 and Figure 23 The aforementioned multi-way valve 100 further includes at least two sets of sealing assemblies 7 (hereinafter referred to as multiple sets for ease of explanation). The multiple sealing assemblies 7 are respectively sleeved on the outside of multiple valve cores 2. The multiple sealing assemblies 7 are sealed to the valve body 1 and the multiple multi-way valves 100. Therefore, the multiple sealing assemblies 7 can form a seal for all multiple valve cores 2, reducing the problem of internal leakage during the movement of the valve cores 2.

[0084] It is understandable that the number of sealing components 7 in the multi-way valve 100 can be equal to the number of valve cores 2, such that multiple valve cores 2 are connected to the valve body 1 in a one-to-one correspondence through multiple sealing components 7. Each valve core 2 can be sealed by one sealing component 7.

[0085] Furthermore, in order to ensure excellent internal sealing performance of the multi-way valve 100, in some embodiments of this application, reference is made to... Figure 21 and Figure 24The aforementioned sealing assembly 7 includes a first cylindrical seal 71, a second cylindrical seal 72, and a third cylindrical seal 73. These three seals are sequentially fitted around the valve core 2 from the inside out. The first cylindrical seal 71 is sealed to the valve core 2, and the third cylindrical seal 73 is sealed to the inner wall of the valve body 1. Both the first cylindrical seal 71 and the third cylindrical seal 73 are hard seals. The second cylindrical seal 72 is a soft seal. The first cylindrical seal 71 reduces the frictional torque between the valve core 2 and the valve body 1, thus improving the lifespan of the sealing assembly 7 (e.g., increasing it to 300,000 cycles, which increases the lifespan of the sealing assembly 7 by 50%). The second cylindrical seal 72 provides compensating elasticity to the valve core 2, preventing leakage (e.g., reducing internal leakage to 6 ml / min, which improves sealing performance by 60%) or high-temperature jamming. The third cylindrical seal 73 provides a stable sealing framework for the entire sealing assembly 7. This enables low internal leakage and low torque switching between different modes of the multi-way valve 100. Furthermore, compared to sealing assemblies comprising two seals with a lubricating coating, the sealing assembly of this embodiment offers superior sealing performance.

[0086] It should be noted that the first cylindrical seal 71, the second cylindrical seal 72, and the third cylindrical seal 73 all have multiple openings such as... Figure 24 The clearance holes 701 shown correspond to the multiple communication ports 201 on the valve core 2 and the multiple flow ports 101 on the valve body 1. Thus, the first cylindrical seal 71, the second cylindrical seal 72 and the third cylindrical seal 73 can seal the outer periphery of the flow port 101 of the valve body 1 with the valve core 2.

[0087] Based on the structure of the sealing assembly 7 described above, its performance can be further improved. For example, the sealing assembly 7 includes a plurality of second cylindrical seals 72, which are sequentially fitted between the first cylindrical seal 71 and the third cylindrical seal 73. The plurality of second cylindrical seals 72 can provide sufficient compensating elastic force to the valve core 2, further preventing leakage or high-temperature jamming of the valve core 2.

[0088] For example, the aforementioned sealing assembly 7 includes multiple second cylindrical seals 72 and multiple third cylindrical seals 73, which are sequentially and alternately fitted around the first cylindrical seal 71. That is, the valve core 2 is sequentially arranged with the first cylindrical seal 71, second cylindrical seal 72, third cylindrical seal 73, second cylindrical seal 72, third cylindrical seal 73, ..., second cylindrical seal 72, third cylindrical seal 73. The multiple spaced second cylindrical seals 72 provide sufficient compensating elasticity to the valve core 2, further preventing leakage or high-temperature jamming of the valve core 2. The multiple spaced third cylindrical seals 73 provide a stable sealing frame for each of the multiple second cylindrical seals 72.

[0089] It should be noted that the first cylindrical seal 71 can be a cylindrical gasket made of materials such as polyvinylidene difluoride (PVDF) or polytetrafluoroethylene (PTEF), which has the advantages of self-lubrication and high strength. The second cylindrical seal 72 can be a cylindrical gasket made of materials such as rubber, or a spring or corrugated sheet, to provide good elasticity. The third cylindrical seal 73 can be a cylindrical gasket made of Japanese Industrial Standard 304 steel (SUS304) or polyetheretherketone (PEEK) to provide sufficient strength.

[0090] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A multi-way valve, characterized in that, Includes a valve body, wherein the valve body is provided with: A gear shifting mechanism includes at least one shift gear set and at least one center gear; the shift gear set includes a first incomplete gear and a second incomplete gear coaxially arranged, and a shift gear; the first incomplete gear is used to mesh with or rotate relative to the center gear, and the second incomplete gear is used to mesh with or rotate relative to the shift gear; when the first toothed segment of the first incomplete gear meshes with the center gear, the second incomplete gear rotates non-meshing relative to the shift gear; when the second toothed segment of the second incomplete gear meshes with the shift gear, the first incomplete gear rotates non-meshing relative to the center gear; at least two valve cores are respectively connected to the at least one center gear and the shift gear in the at least one shift gear set. A driving component is connected to the first incomplete gear and the second incomplete gear in the at least one shift gear set, so that when one of the at least one center gear and the shift gear drives the corresponding valve core to rotate, the other causes the corresponding valve core to lock.

2. The multi-way valve according to claim 1, characterized in that, The shift gear includes multiple tooth segments and multiple locking arc segments arranged alternately in the circumferential direction; the second incomplete gear includes a second toothed segment and an arc surface segment arranged in the circumferential direction, the second toothed segment is used to mesh with the multiple tooth segments respectively, and the arc surface segment is used to be spaced apart from any of the locking arc segments; When the driving member drives the second toothed segment of the second incomplete gear to mesh with any of the tooth segments of the shift gear, the shift gear drives the corresponding valve core to rotate. When the driving member drives the second incomplete gear to switch from meshing with any of the tooth segments of the shift gear in the second toothed segment to rotating the arc segment relative to the locking arc segment, the shift gear and the corresponding valve core lock.

3. The multi-way valve according to claim 2, characterized in that, The second incomplete gear is provided with an operating part, the center gear is provided with a locking part, and the inner wall of the valve body is provided with a connecting part that cooperates with the locking part; When the second toothed segment of the second incomplete gear meshes with one of the toothed segments of the shift gear, the operating part of the second incomplete gear pushes the locking part of the center gear to engage with the connecting part of the valve body, so that the center gear and the corresponding valve core are locked. When the first toothed section of the first incomplete gear meshes with the center gear, the toothless section of the second incomplete gear is opposite to and spaced apart from the shift gear, so that the shift gear and the corresponding valve core are locked.

4. The multi-way valve according to claim 3, characterized in that, The projection of the second incomplete gear onto the plane of the center gear partially overlaps with that of the center gear. The operating part is an operating cam located on a portion of the end face of the second incomplete gear near the center gear. The locking part is a locking protrusion located on the gear shaft of the center gear. The connecting part is a connecting groove located on the inner wall of the valve body. When the operating cam rotates to a position opposite to the center gear, it pushes the locking protrusion of the center gear to engage in the connecting groove.

5. The multi-way valve according to claim 4, characterized in that, The shifting mechanism also includes: A reset component is sleeved on the gear shaft of the center gear; the reset component is connected to the center gear and the valve body respectively; When the second incomplete gear rotates to the point where the operating cam pushes the center gear, the locking protrusion engages with the connecting groove, and at the same time the reset member deforms. When the second incomplete gear rotates until the operating cam moves away from the center gear, the deformation force of the reset member pushes the second incomplete gear to move, so that the locking protrusion moves out of the connecting groove.

6. The multi-way valve according to any one of claims 1-5, characterized in that, The multi-way valve also includes: At least two sets of sealing assemblies, wherein the at least two sets of sealing assemblies respectively seal and connect the at least two valve cores to the valve body.

7. The multi-way valve according to claim 6, characterized in that, The sealing assembly includes a first cylindrical seal, a second cylindrical seal, and a third cylindrical seal, which are sequentially sleeved from the inside out. The first cylindrical seal is sealed to the valve core, and the third cylindrical seal is sealed to the inner wall of the valve body. Both the first and third cylindrical seals are hard seals, and the second cylindrical seal is a soft seal.

8. The multi-way valve according to claim 7, characterized in that, The sealing assembly includes a plurality of second cylindrical seals, which are stacked sequentially between the first cylindrical seal and the third cylindrical seal.

9. The multi-way valve according to claim 7, characterized in that, The sealing assembly includes a plurality of second cylindrical seals and a plurality of third cylindrical seals, wherein the plurality of second cylindrical seals and the plurality of third cylindrical seals are sequentially and alternately sleeved on the outside of the first cylindrical seal.

10. The multi-way valve according to any one of claims 1-9, characterized in that, The shifting mechanism includes multiple shifting gear sets and multiple center gears, which are arranged alternately; the multi-way valve includes multiple valve cores, which are respectively connected to the shifting gears and the multiple center gears in the multiple shifting gear sets. Each of the shift gear sets further includes a transmission gear, which is coaxially arranged with the first incomplete gear and the second incomplete gear; one of the multiple shift gear sets is the first shift gear set; the drive member is connected to the first incomplete gear and the second incomplete gear through the transmission gear in the first shift gear set; the transmission gears in the other shift gear sets besides the first shift gear set mesh with the adjacent center gear.

11. A thermal management module, characterized in that, include: Multiple pipes; The multi-way valve according to any one of claims 1-10 is provided with a plurality of flow ports on the valve body, and the plurality of flow ports are respectively connected to the plurality of pipelines.

12. A car, characterized in that, include: Vehicle body; The thermal management module of claim 11 is disposed in the vehicle body.

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