Dual chamber valve and vehicle having the same

Abstract

This invention provides a dual-chamber valve and a vehicle having the same. The dual-chamber valve includes: a valve body comprising a first valve chamber and a second valve chamber, the first and second valve chambers being spaced apart; each valve chamber having a valve core assembly; a predetermined wall thickness between the first and second valve chambers; and each valve core assembly being slidably disposed within the first and second valve chambers along the axial direction. The valve body has an inlet channel, the outlet of which is connected to both the first and second valve chambers, and the inlet of the inlet channel is connected to a cooling device. The outlet of the first valve chamber is connected to a battery, and the outlet of the second valve chamber is connected to a motor. This application solves the problems of complex structure and large space occupation of existing dual-chamber valves.

Description

Technical Field

[0001] This invention relates to the field of valve body structure technology, and more specifically, to a dual-chamber valve and a vehicle having the same. Background Technology

[0002] In existing technologies, traditional solutions in the thermal management systems of new energy vehicles generally employ multiple independent solenoid valves to control the coolant flow in the battery cooling circuit and the motor cooling circuit respectively. These solenoid valves are connected via external pipes, connectors, and mounting brackets, forming a distributed arrangement. While this design achieves basic flow control, the large number of components and dense connection points significantly increase the system's size and weight, and the presence of numerous sealing joints greatly enhances the risk of coolant leakage. Furthermore, the independent installation of multiple valves leads to complex assembly processes and lengthy work times, making it difficult to adapt to the trend of highly integrated and lightweight vehicle designs. In addition, each solenoid valve is typically driven by an independent control signal, lacking unified and coordinated control capabilities, making it difficult to achieve precise and dynamic distribution of flow between the two circuits, thus affecting the overall energy efficiency and temperature control accuracy of the thermal management system. Although some existing dual-chamber valve structures attempt integration, they still rely on mechanical control or external pilot valves, resulting in problems such as slow response, low adjustment accuracy, numerous vulnerable parts, and difficult maintenance.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a dual-chamber valve and a vehicle having the same, in order to solve the problems of complex structure and large space occupation of dual-chamber valves in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a dual-chamber valve is provided, comprising: a valve body, the valve body including a first valve chamber and a second valve chamber, the first valve chamber and the second valve chamber being spaced apart, each of the first valve chamber and the second valve chamber being provided with a valve core assembly, wherein the first valve chamber and the second valve chamber have a wall thickness of a predetermined width, and each valve core assembly is slidably disposed in the first valve chamber and the second valve chamber along the axial direction; the valve body is provided with an inlet flow channel, the outlet of the inlet flow channel being respectively connected to the first valve chamber and the second valve chamber, the inlet of the inlet flow channel being connected to a cooling device; the outlet of the first valve chamber being connected to a battery, and the outlet of the second valve chamber being connected to a motor.

[0006] Furthermore, at least one of the first valve chamber and the second valve chamber includes: a valve seat located at the bottom of the cavity of the first valve chamber or the second valve chamber; a valve core assembly having a first working position abutting against the top of the valve seat, and a second working position having a preset distance from the valve seat.

[0007] Furthermore, the dual-chamber valve also includes: a first outlet flow channel and a second outlet flow channel. One end of the first outlet flow channel is connected to the first valve chamber, and the other end of the first outlet flow channel is connected to the battery. One end of the second outlet flow channel is connected to the second valve chamber, and the other end of the second outlet flow channel is connected to the motor. The inlet flow channel and the first outlet flow channel form a first flow path, and the inlet flow channel and the second outlet flow channel form a second flow path. The first flow path and the second flow path are independently configured.

[0008] Furthermore, the valve body has a mounting cavity at the top, and an electromagnetic drive assembly is installed inside the mounting cavity. The electromagnetic drive assembly is electrically connected to the valve core assembly, wherein the electromagnetic drive assembly controls the valve core assembly to switch between a first working position and a second working position.

[0009] Furthermore, the electromagnetic drive assembly includes: a first coil located at the top of the first valve chamber, the first coil being used to control the opening degree of the valve core assembly within the first valve chamber; and a second coil, the first coil being spaced apart from the second coil, the second coil being located at the top of the second valve chamber, the second coil being used to control the opening degree of the valve core assembly within the second valve chamber.

[0010] Furthermore, the valve body is integrally injection molded using PPS or PPA materials.

[0011] Furthermore, the valve body is provided with a first interface, a second interface, a third interface and a fourth interface. The first interface is used to connect to the compressor exhaust port, the second interface is used to connect to the compressor intake port, the third interface is used to connect to the indoor heat exchanger, and the fourth interface is used to connect to the outdoor heat exchanger.

[0012] Furthermore, the first interface and the fourth interface are connected to the inlet of the first valve chamber, and the third interface and the second interface are connected to the outlet of the first valve chamber, wherein the first interface and the third interface form a third flow path, and the second interface and the fourth interface form a fourth flow path.

[0013] Furthermore, the first and third interfaces are connected to the inlet of the second valve chamber, and the second and fourth interfaces are connected to the outlet of the second valve chamber. A fifth flow path is formed between the first and third interfaces, and a sixth flow path is formed between the second and fourth interfaces.

[0014] According to another aspect of the present invention, a vehicle is provided having a dual-chamber valve, the dual-chamber valve being the aforementioned dual-chamber valve.

[0015] By applying the technical solution of this invention, the dual-chamber valve integrates a first valve chamber and a second valve chamber spaced apart within a single valve body. This allows two independent valve functional units to share the same valve body structure, both accommodating an axially sliding valve core assembly, thus achieving functional reuse and spatial integration in structure. The valve body has a unified inlet flow channel, with its outlets connected to the first and second valve chambers respectively, allowing fluid to enter both chambers simultaneously and independently. This avoids the complex structure of traditional dual-valve systems that require multiple additional inlet pipes and connectors. A preset wall thickness is maintained between the first and second valve chambers to ensure strict physical isolation between the two chambers, preventing fluid crosstalk during operation and significantly improving sealing reliability. This design directly reduces the number of external connecting pipes, flanges, and seals, fundamentally reducing the risk of leakage due to multiple interface connections. It also simplifies the assembly process, shortens installation time, and significantly saves equipment installation space. This solves the problems of complex structure and large space occupation in existing dual-chamber valves. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of a first embodiment of the dual-chamber valve according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a valve body according to an embodiment of the present invention is shown;

[0019] Figure 3 A schematic diagram of an embodiment of the electromagnetic drive assembly according to the present invention is shown;

[0020] Figure 4 A schematic diagram of a valve core assembly according to an embodiment of the present invention is shown;

[0021] Figure 5 A schematic diagram of a second embodiment of the dual-chamber valve according to the present invention is shown;

[0022] Figure 6 A control schematic diagram of an alternative embodiment of the dual-chamber valve according to the present invention is shown;

[0023] Figure 7 A control schematic diagram of an alternative embodiment of the dual-chamber valve according to the present invention is shown.

[0024] The above figures include the following reference numerals:

[0025] 1. Valve body; 11. First valve chamber; 12. Second valve chamber; 13. Inlet flow channel; 111. First outlet flow channel; 121. Second outlet flow channel; 14. Valve seat;

[0026] 2. Electromagnetic drive assembly; 21. First coil; 22. Second coil; 23. Magnetic yoke; 24. First moving iron core; 25. Second moving iron core;

[0027] 3. Valve core assembly; 31. Valve core; 32. Return spring; 33. Seal;

[0028] 4. End caps. Detailed Implementation

[0029] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0030] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0033] Combination Figures 1 to 7 As shown, according to a specific embodiment of this application, a dual-chamber valve is provided.

[0034] To achieve the above objectives, according to one aspect of the present invention, a dual-chamber valve is provided, comprising: a valve body 1, the valve body 1 including a first valve chamber 11 and a second valve chamber 12, the first valve chamber 11 and the second valve chamber 12 being spaced apart, each of the first valve chamber 11 and the second valve chamber 12 being provided with a valve core assembly 3, wherein the first valve chamber 11 and the second valve chamber 12 have a wall thickness of a predetermined width, and each valve core assembly 3 is slidably disposed in the first valve chamber 11 and the second valve chamber 12 along the axial direction; the valve body 1 is provided with an inlet flow channel 13, the outlet of the inlet flow channel 13 being respectively connected to the first valve chamber 11 and the second valve chamber 12, and the inlet of the inlet flow channel 13 being connected to a cooling device; the outlet of the first valve chamber 11 being connected to a battery, and the outlet of the second valve chamber 12 being connected to a motor.

[0035] By applying the technical solution of this invention, the dual-chamber valve integrates a first valve chamber 11 and a second valve chamber 12 spaced apart within a single valve body 1. This allows two independent valve functional units to share the same valve body structure, both accommodating an axially sliding valve core assembly 3, thus achieving functional reuse and spatial integration in structure. The valve body 1 has a unified inlet flow channel 13, whose outlets are connected to the first valve chamber 11 and the second valve chamber 12 respectively, allowing fluid to enter both valve chambers simultaneously and independently. This avoids the complex structure of traditional dual-valve systems that require multiple additional inlet pipes and connectors. A preset wall thickness is maintained between the first valve chamber 11 and the second valve chamber 12 to ensure strict physical isolation between the two chambers, preventing fluid crosstalk during operation and significantly improving sealing reliability. This design directly reduces the number of external connecting pipes, flanges, and seals, fundamentally reducing the risk of leakage due to multiple interface connections. It also simplifies the assembly process, shortens installation time, and significantly saves equipment installation space. This solves the problems of complex structure and large space occupation in existing dual-chamber valves.

[0036] Optionally, the valve body 1 is provided with an end cap 4 at the top, which serves as a seal.

[0037] Specifically, such as Figure 1 , Figure 2 As shown, at least one of the first valve chamber 11 and the second valve chamber 12 includes: a valve seat 14, the valve seat 14 being located at the bottom of the cavity of the first valve chamber 11 or the second valve chamber 12; the valve core assembly 3 having a first working position abutting against the top of the valve seat 14, and the valve core assembly 3 having a second working position having a preset distance from the valve seat 14.

[0038] In one specific embodiment, both valve chambers are provided with valve seats 14, which are annular structures integrally formed with the valve body 1, located at the bottom of the corresponding valve chamber. The upper surface of the valve seat 14 forms a precision-machined sealing plane, serving as the final contact surface when the valve core assembly 3 is closed. Each valve core assembly 3 is axially slidably disposed within its corresponding valve chamber, and its bottom is provided with a sealing end face that matches the valve seat 14. When the valve core assembly 3 is in a state without external force, its sealing end face is pushed to fully fit against the top of the valve seat 14, forming a first working position. In this state, the valve core assembly 3 completely blocks the fluid passage from the inlet flow channel 13 to the outlet end of the valve chamber, achieving the closing function. This sealing contact surface is surface-treated or covered with an elastic sealing material to ensure zero internal leakage even under conditions of no pressure difference or low pressure difference, meeting the stringent requirements of the thermal management system for the sealing performance of the cooling medium in new energy vehicles. When an external control signal drives the valve core assembly 3 to move upward against the force of the return spring, the sealing end face of the valve core assembly 3 and the valve seat 14 are axially separated by a preset distance, forming a second working position. This preset distance is not fixed, but is designed to be adjustable according to the system flow requirements. Its minimum value ensures that the fluid can pass smoothly through the annular gap between the valve core assembly 3 and the valve seat 14, while the maximum value is limited by the valve cavity height and drive stroke to prevent the valve core from dislodging or impacting the top of the cavity. In this second working position, the coolant flows from the inlet channel 13 into the valve cavity through the annular channel between the valve core assembly 3 and the valve seat 14, and then flows to the corresponding battery or motor cooling circuit outlet, realizing the opening of controllable flow.

[0039] Because the two valve chambers are completely independent, each of the first valve chamber 11 and the second valve chamber 12 has an independent valve seat 14 and a corresponding valve core assembly 3. Therefore, each chamber can independently complete the switching process from the first working position (closed) to the second working position (open). The cooperation between the valve seat 14 and the valve core assembly 3 constitutes the core mechanical structure for the dual-chamber valve to achieve the "independent on / off" function. Its design avoids the leakage risk accumulated by multiple sealing surfaces in traditional multi-valve systems, and also avoids the problem of decreased control accuracy due to wear in spool valve reversing structures during long-term use.

[0040] Specifically, the dual-chamber valve further includes: a first outlet flow channel 111 and a second outlet flow channel 121. One end of the first outlet flow channel 111 is connected to the first valve chamber 11, and the other end of the first outlet flow channel 111 is connected to the battery. One end of the second outlet flow channel 121 is connected to the second valve chamber 12, and the other end of the second outlet flow channel 121 is connected to the motor. The inlet flow channel and the first outlet flow channel 111 form a first flow path, and the inlet flow channel and the second outlet flow channel 121 form a second flow path. The first flow path and the second flow path are independently configured.

[0041] In one specific embodiment, to achieve independent and interference-free control of the battery cooling circuit and the motor cooling circuit, the valve body 1 has two completely independent valve chambers: the first valve chamber 11 is dedicated to controlling the battery-side flow path, and the second valve chamber 12 is dedicated to controlling the motor-side flow path. For the first valve chamber 11, a first valve core assembly 3 is provided inside, and a valve seat 14 is provided at the bottom of the valve chamber. A first outlet flow channel 111 is integrally formed above or on the side wall of the first valve chamber 11. One end of the first outlet flow channel 111 communicates with the upper space of the first valve chamber 11, and the other end extends to the outside of the valve body, directly connecting to the inlet pipe of the battery cooling system. This allows the coolant to flow to the battery only through the open state of the first valve chamber 11, forming the first flow path—that is, a complete passage from the inlet flow channel 13 through the first valve chamber 11 to the first outlet flow channel 111.

[0042] Similarly, for the second valve chamber 12, a second valve core assembly 3 is provided inside, and a valve seat 14 is provided at the bottom of the valve chamber. A second outlet flow channel 121 is integrally formed above or on the side wall of the second valve chamber 12. One end of the second outlet flow channel 121 is connected to the upper space of the second valve chamber 12, and the other end extends to the other side of the valve body, directly connecting to the inlet pipe of the motor cooling system, so that the coolant can only flow to the motor through the open state of the second valve chamber 12, forming a second flow path - that is, a complete passage from the inlet flow channel 13 through the second valve chamber 12 to the second outlet flow channel 121.

[0043] Therefore, the first outlet flow channel 111 is only connected to the first valve chamber 11, and the second outlet flow channel 121 is only connected to the second valve chamber 12. The two are completely separated inside the valve body, do not cross each other, have no shared sections, and are directly connected to the corresponding external cooling circuit battery and motor, forming two independent flow path systems that can be opened and closed independently.

[0044] The inlet channel 13 serves as a common inlet, and its outlet branch into two internal branches, respectively connecting to the bottom of the first valve chamber 11 and the second valve chamber 12. This allows coolant to be supplied to two independent chambers simultaneously from the same inlet, but whether it flows to the outlet depends entirely on whether the valve core assembly in the corresponding valve chamber is open. The two flow paths—inlet channel → first valve chamber → first outlet channel and inlet channel → second valve chamber → second outlet channel—are structurally completely independent, functionally non-interfering, and can respond to different temperature signals separately in terms of control.

[0045] This design ensures that when the battery temperature is too high and the motor temperature is normal, only the valve core assembly corresponding to the first valve chamber 11 is opened. Coolant flows only to the battery through the first outlet channel 111, while the motor circuit experiences no flow due to the second valve chamber 12 being closed; the reverse is also true. When both require cooling, both valve core assemblies open simultaneously, distributing coolant flow according to their respective control openings, achieving precise on-demand control. Throughout the process, the physical paths of the two flow paths from the inside of the valve body to the external interface do not share any channel, completely eliminating the temperature control inaccuracy problems caused by pipe crossings and pressure crosstalk in traditional multi-valve parallel solutions.

[0046] Specifically, the valve body 1 has a mounting cavity at the top, and an electromagnetic drive assembly 2 is provided in the mounting cavity. The electromagnetic drive assembly 2 is electrically connected to the valve core assembly 3, wherein the electromagnetic drive assembly 2 controls the valve core assembly 3 to switch between a first working position and a second working position.

[0047] The top area of ​​the valve body 1 is integrally integrated with a specially designed mounting cavity. This mounting cavity is a receiving space extending along the axial direction of the valve body 1, and its inner wall precisely matches the outer contour of the electromagnetic drive component 2, forming a stable positioning and fixing structure. The mounting cavity is not an external independent shell, but is formed simultaneously with the valve body through a one-time injection molding process. Its cavity wall thickness has been structurally verified to maintain structural integrity under the vibration and thermal cycling environment of long-term system operation, avoiding loosening of the drive component or sealing failure due to deformation.

[0048] Specifically, such as Figure 3 As shown, the electromagnetic drive assembly 2 includes: a first coil 21, which is located at the top of the first valve chamber 11 and is used to control the opening degree of the valve core assembly 3 in the first valve chamber 11; and a second coil 22, which is spaced apart from the first coil 21 and is located at the top of the second valve chamber 12 and is used to control the opening degree of the valve core assembly 3 in the second valve chamber 12.

[0049] like Figure 4As shown, the valve core assembly 3 consists of a valve core 31, a return spring 32, and a seal 33. The first coil 21 is fixedly installed in the mounting cavity directly above the first valve chamber 11. When the copper wire winding inside is energized, it generates an axial electromagnetic field. This magnetic field acts on the moving iron core rigidly connected to the valve core assembly 3 in the first valve chamber 11. The electromagnetic attraction overcomes the spring force of the return spring, driving the valve core assembly 3 to move upward axially, thereby controlling the opening degree of the first valve chamber 11. When the first coil 21 is de-energized, the return spring pushes the valve core assembly 3 back to the surface of the valve seat 14, achieving closure. When the coil is supplied with PWM control signals with different duty cycles, the magnitude of the electromagnetic force changes accordingly. The valve core assembly 3 can stably remain at any intermediate position between fully closed and fully open, realizing continuous proportional adjustment of the flow rate of the battery cooling circuit and meeting the differentiated heat dissipation requirements of the battery under different operating conditions such as fast charging, discharging, and low-temperature preheating.

[0050] The structure of the second coil 22 is completely symmetrical to that of the first coil 21. It is located in an independent mounting area directly above the second valve chamber 12, maintaining a clear spatial separation from the first coil 21. The two are separated by a metal or high-insulation-strength plastic insulating wall integrally formed by the valve body, ensuring that the electromagnetic fields are independent and do not interfere with each other, avoiding malfunctions or control crosstalk caused by magnetic coupling. The second coil 22 independently controls the opening degree of the valve core assembly 3 within the second valve chamber 12 through the same electromagnetic drive principle, achieving precise regulation of the flow rate in the motor cooling circuit. Its on / off state and opening degree adjustment are entirely determined independently by the vehicle controller based on real-time parameters such as motor temperature, speed, and power, and have no dependence on the control logic of the battery circuit.

[0051] Because the two coils correspond to independent valve chambers, and their drive paths, magnetic circuit systems, and reset mechanisms are physically isolated, the two electromagnetic drive channels are completely decoupled at the electrical, mechanical, and thermal levels. This dual-coil independent configuration not only enables the flow control of the two cooling circuits to have a millisecond-level response speed and ±1% opening control accuracy, but also fundamentally solves the problems of control delay, flow coupling, and response hysteresis that exist in traditional single-valve multi-port, commutation structures, or shared drive mechanisms.

[0052] Furthermore, the leads of the first coil 21 and the second coil 22 are directly connected to the external ECU through pre-embedded conductive channels or flexible printed circuits inside the valve body, eliminating the need for external terminals or connectors, thus further improving the system's sealing and vibration resistance. The coils are wrapped with a high-temperature resistant insulating layer, and a heat-stabilized sealant is filled between the coil and the inner wall of the mounting cavity, effectively isolating coolant leakage and the adverse effects of high-temperature environments on coil performance, ensuring long-term stable operation within a wide temperature range of -40℃ to 125℃.

[0053] In one specific embodiment, the electromagnetic drive assembly 2 is integrally assembled within the mounting cavity. Its structure comprises two independent linear electromagnetic actuators, corresponding to the valve core assemblies 3 of the first valve cavity 11 and the second valve cavity 12, respectively. Each electromagnetic drive unit includes a coil, a magnetic yoke 23, and a moving iron core. Its axial centerline is precisely aligned with the axis of the corresponding valve cavity; that is, the first valve cavity corresponds to the first coil 21 and the first moving iron core 24, and the second valve cavity corresponds to the first coil 21 and the second moving iron core 25. This ensures that electromagnetic force can be directly transmitted to the valve core assembly 3 in a straight line, avoiding lateral force or torque interference and improving response accuracy and operational reliability. The electromagnetic drive assembly 2 is electrically connected to the control circuit within the valve body via internal leads or an embedded conductive structure. This connection method eliminates the need for external connectors, is completely enclosed within the valve body, effectively preventing coolant infiltration, corrosion, or short circuits, and significantly enhancing the system's durability in high-humidity, high-vibration automotive environments.

[0054] Each electromagnetic actuator operates independently, with its control signal sent separately by the vehicle thermal management controller (VCU / BMS). The coil current is adjusted via PWM or pulse signals to precisely control the electromagnetic force. When the coil is not energized, the return spring 32 pushes the moving iron core and the rigidly connected valve core assembly 3 towards the valve seat 14, placing the valve core assembly 3 in the first working position—completely closed. The end face of the seal 33 is tightly pressed against the valve seat, blocking the fluid passage. When the coil is energized, the generated electromagnetic attraction overcomes the spring force of the return spring 32, driving the moving iron core upwards. This, in turn, causes the valve core assembly 3 to axially detach from the valve seat 14 and move to the second working position. At this point, a controllable annular flow gap is formed between the valve core assembly 3 and the valve seat. Coolant enters the valve chamber through the inlet channel and flows through this gap to the corresponding outlet channel, thus opening the flow.

[0055] Because the two electromagnetic actuators independently control the two valve core assemblies 3, and their action response time is short with no mechanical transmission backlash, they can achieve millisecond-level rapid opening and closing and continuous opening adjustment, meeting the stringent requirements of new energy vehicle thermal management systems for precise temperature control under dynamic operating conditions. For example, when the battery temperature rises sharply during fast charging, the controller can immediately send a high duty cycle signal to the first electromagnetic drive unit, causing the first valve core assembly 3 to quickly open to its maximum opening, achieving maximum flow cooling. During cruising, if only temperature stability needs to be maintained, the duty cycle can be reduced, keeping the valve core in a slightly open state, achieving energy-saving precise temperature control. The motor circuit works similarly, and can respond completely independently to changes in its thermal load.

[0056] The direct linkage structure between the electromagnetic drive assembly and the valve core assembly eliminates the complex intermediate transmission methods of traditional hydraulic control, pneumatic feedback, or linkage mechanisms, achieving integrated drive of "electric control-force transmission-sealing." This results in a simplified structure, high response efficiency, precise control, and high reliability. The electromagnetic drive assembly 2 is fully integrated into the mounting cavity at the top of the valve body, saving external installation space and making the entire dual-chamber valve a modular core component that can be directly integrated into the thermal management system, greatly improving the flexibility and assembly efficiency of the vehicle layout. This structural design is the key technological means for achieving the "high integration, high precision, and high reliability" dual-chamber valve function in this application, and it is also the essential feature that distinguishes it from existing mechanical or externally controlled dual-valve systems.

[0057] Specifically, the valve body 1 is integrally injection molded from PPS or PPA material.

[0058] Both PPS and PPA are thermoplastic engineering plastics with excellent comprehensive properties, possessing high melting points (PPS approximately 280℃, PPA approximately 310℃), excellent chemical corrosion resistance, long-term heat stability, and good mechanical strength and dimensional accuracy. In the thermal management system of new energy vehicles, the coolant operating temperature can reach above 90℃, the system pressure fluctuates frequently, and the coolant often contains chemical additives such as ethylene glycol, corrosion inhibitors, and antifoaming agents. Traditional metal valve bodies, although pressure-resistant, are prone to corrosion, rubber seals are prone to aging, and ordinary plastics cannot withstand high temperatures and long-term loads. PPS / PPA materials, however, can operate stably for a long time in such harsh environments. Their heat distortion temperature is much higher than the system operating temperature, ensuring that the valve body does not soften or deform under continuous high temperatures, avoiding sealing failure or valve core jamming caused by structural creep.

[0059] The valve body employs a "one-piece injection molding" process, where molten PPS or PPA material is injected into a high-precision mold under high temperature and pressure conditions in a single injection molding process. This allows all functional structures within the valve body—including the first valve chamber 11, the second valve chamber 12, the inlet flow channel 13, the first outlet flow channel 111, the second outlet flow channel 121, the valve seat 14, the mounting cavity, and the isolation walls between the chambers—to be formed simultaneously in a single molding process, without any seams, threaded connections, welds, or gaskets. This "seamless" structure fundamentally eliminates the leakage risks caused by flanges, bolts, O-rings, welds, and other connection structures in traditional multi-component assembled valves.

[0060] Specifically, the valve body 1 is provided with a first interface, a second interface, a third interface and a fourth interface. The first interface is used to connect to the compressor exhaust port, the second interface is used to connect to the compressor intake port, the third interface is used to connect to the indoor heat exchanger, and the fourth interface is used to connect to the outdoor heat exchanger.

[0061] The outer circumference of the valve body 1 is provided with four precisely arranged external interfaces: the first interface, the second interface, the third interface, and the fourth interface. These four interfaces are not simple through holes, but rather extension ports of the valve body's integral injection-molded structure. Their internal channels are interconnected with the two independent chambers (the first valve chamber 11 and the second valve chamber 12) separated inside the valve body through a precisely designed internal flow channel system, thereby realizing intelligent control of the refrigerant flow direction and enabling it to replace the complex combination of traditional four-way reversing valves and multiple one-way valves in heat pump air conditioning systems.

[0062] Specifically, the first interface and the fourth interface are connected to the inlet of the first valve chamber 11, and the third interface and the second interface are connected to the outlet of the first valve chamber 11. A third flow path is formed between the first interface and the third interface, and a fourth flow path is formed between the second interface and the fourth interface.

[0063] Specifically, the first interface and the third interface are connected to the inlet of the second valve chamber 12, and the second interface and the fourth interface are connected to the outlet of the second valve chamber 12. A fifth flow path is formed between the first interface and the third interface, and a sixth flow path is formed between the second interface and the fourth interface.

[0064] In another specific embodiment, such as Figure 5 As shown, valve body 1 has a first interface (A), a second interface (B), a third interface (C), and a fourth interface (D). The first interface is located on one side of the valve body, and its inner cavity is connected to a specific flow channel inside the valve body, specifically for connecting to the compressor's exhaust port, i.e., the source end of the high-pressure, high-temperature refrigerant. The second interface is located on the opposite side of the valve body, and its channel is connected to another path inside the valve body, specifically for connecting to the compressor's suction port, i.e., the return end of the low-pressure, low-temperature refrigerant. The third and fourth interfaces are respectively located in two other positions on the valve body. The third interface connects to the indoor heat exchanger (i.e., evaporator or condenser, depending on the mode) inside the vehicle cabin, and the fourth interface connects to the outdoor heat exchanger (condenser or evaporator) outside the vehicle.

[0065] The four interfaces are not directly connected inside the valve body, but are logically switched and flow path allocated through two independent valve chambers—the first valve chamber 11 and the second valve chamber 12. Each valve chamber contains an independent valve core assembly 3 and an electromagnetic drive assembly 2. By controlling the coordinated opening and closing of the two valve cores, four refrigerant flow direction combinations can be achieved:

[0066] like Figure 6As shown, when the first valve chamber 11 is open and the second valve chamber 12 is closed, the high-temperature and high-pressure refrigerant at the first port of the compressor discharge flows into the third port through the first valve chamber 11 and flows to the indoor heat exchanger. At this time, the indoor heat exchanger releases heat as a condenser to achieve the heating mode. At the same time, the low-temperature refrigerant flowing out of the indoor heat exchanger enters the closed chamber of the second valve chamber 12 through the fourth port. Because the second valve chamber is closed, the refrigerant cannot pass through and is thus guided to another internal flow channel. Finally, it returns to the compressor suction end through the second port to complete the low-temperature and low-pressure circuit closed loop.

[0067] like Figure 7 As shown, when the first valve chamber 11 is closed and the second valve chamber 12 is open, the high-temperature and high-pressure refrigerant at the first port of the compressor discharge port flows through the second valve chamber 12 to the fourth port and enters the outdoor heat exchanger. At this time, the outdoor heat exchanger acts as a condenser to dissipate heat, and the system enters the cooling mode. At the same time, the low-temperature refrigerant flowing out from the outdoor heat exchanger flows into the closed chamber of the first valve chamber 11 through the third port. When this chamber is closed, the refrigerant is guided to another internal flow channel and finally returns to the compressor suction end through the second port.

[0068] This design cleverly utilizes the opening and closing combination of two independent valve cores to achieve all four flow path switching functions of a traditional four-way reversing valve—heating, cooling, dehumidification, and standby—through a single valve body, without any slide valves, reversing rods, or mechanical reversing mechanisms; it is entirely controlled electromagnetically. Because the two valve chambers are completely isolated, there is no cross-flow or pressure mixing of the refrigerant during switching, avoiding the severe pressure shock, noise, and energy loss caused by the direct connection between high-pressure and low-pressure areas in traditional four-way valves during switching. The system operates more smoothly, quietly, and efficiently. Furthermore, all four interfaces are injection-molded integrated structures with smooth inner walls, free of burrs and welding marks, allowing for reliable sealing with external pipelines via crimping or clamping, eliminating leakage points caused by multiple joints, hoses, and flanges in traditional multi-valve systems. The interface positions have been optimized through fluid dynamics simulation to ensure the shortest refrigerant flow path and minimal pressure loss within the valve body, improving the system's COP (Coefficient of Performance).

[0069] This four-interface integrated design enables this dual-chamber valve to achieve not only high functional integration in heat pump air conditioning systems, but also structural "one valve replaces multiple valves." Compared to traditional solutions, it reduces at least four independent valve components and more than six connection points, decreasing system complexity by over 60%, weight by nearly 40%, and installation space by over 50%. Furthermore, since each interface and internal flow channel are made of the same material and manufactured using the same process, there is no risk of sealing failure due to differences in thermal expansion between dissimilar materials, significantly improving long-term operational reliability.

[0070] Therefore, the layout and functional allocation of the first to fourth interfaces on valve body 1 is the core innovation of this invention in the heat pump air conditioning application scenario. Through precise flow channel design and coordinated control of dual independent valve chambers, the functions that originally required multiple valves, complex pipelines and mechanical reversing mechanisms are condensed into a single valve body with a compact structure, precise control and reliable sealing. This completely changes the traditional architecture of refrigerant flow control in heat pump air conditioning systems and is a substantial technical contribution that distinguishes this application from the prior art.

[0071] In a specific embodiment, when the vehicle thermal management system needs to cool the battery and the motor simultaneously, the vehicle controller sends control signals to the first coil 21 and the second coil 22 at the same time. The valve core assemblies in the first valve chamber 11 and the second valve chamber 12 slide independently from the first working position to the second working position. The first flow path and the second flow path are simultaneously connected, and the coolant flows independently to the battery and the motor through the common inlet flow channel 13, realizing the coordinated on-demand flow distribution of the two circuits.

[0072] In another specific embodiment, when the vehicle thermal management system switches to heat pump air conditioning mode, the first interface and the fourth interface are connected to the inlet of the first valve chamber 11, and the third interface and the second interface are connected to the outlet of the first valve chamber 11. A third flow path is formed between the first interface and the third interface, and a fourth flow path is formed between the second interface and the fourth interface. By controlling the opening and closing state of the valve core assembly in the first valve chamber 11 and the second valve chamber 12, when the first valve chamber 11 is open, the high-temperature and high-pressure refrigerant from the compressor exhaust port enters the first valve chamber 11 through the first interface, and then flows to the indoor heat exchanger through the third interface. At the same time, the outdoor heat exchanger flows to the second interface through the fourth interface. In the heating mode, the refrigerant flows from the outdoor heat exchanger to the compressor suction port, forming the A→C and D→B flow paths. When the second valve chamber 12 is opened, the high-temperature and high-pressure refrigerant from the compressor discharge port enters the second valve chamber 12 through the first interface, and then flows to the outdoor heat exchanger through the fourth interface. At the same time, the indoor heat exchanger is connected to the second interface through the third interface, and the refrigerant flows from the indoor heat exchanger to the compressor suction port, forming the A→D and C→B flow paths in the cooling mode. The first valve chamber 11 and the second valve chamber 12 work together to switch between cooling and heating modes, and the refrigerant flow can be finely adjusted by adjusting the opening of the valve core assembly during the switching process.

[0073] According to another aspect of the present invention, a vehicle is provided having a dual-chamber valve, the dual-chamber valve being the aforementioned dual-chamber valve.

[0074] This application also provides a vehicle equipped with a dual-chamber valve including an integrally formed valve body. The valve body has a first valve chamber and a second valve chamber spaced apart. The two chambers have a preset wall thickness to ensure fluid isolation. Each chamber is equipped with an axially sliding valve core assembly, and they share a common inlet flow channel to synchronously supply liquid to the two chambers. Through the integrated dual-chamber valve structure, this vehicle reduces the arrangement of multiple independent solenoid valves and their connecting pipes in the thermal management system, reduces the risk of interface leakage, optimizes the engine compartment space layout, and enables independent flow control of the battery and electric drive cooling circuits by driving the two valve cores separately through the vehicle controller. This improves the thermal management response accuracy and energy efficiency, simplifies the vehicle assembly process, and reduces the complexity of material and logistics management.

[0075] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0076] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0077] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0078] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dual-chamber valve, characterized in that, include: The valve body (1) includes a first valve chamber (11) and a second valve chamber (12). The first valve chamber (11) and the second valve chamber (12) are spaced apart. Each of the first valve chamber (11) and the second valve chamber (12) is provided with a valve core assembly (3). The first valve chamber (11) and the second valve chamber (12) have a wall thickness of a preset width. Each valve core assembly (3) is slidably disposed in the first valve chamber (11) and the second valve chamber (12) along the axial direction. The valve body (1) is provided with an inlet channel (13), the outlet of the inlet channel (13) is connected to the first valve chamber (11) and the second valve chamber (12) respectively, and the inlet of the inlet channel (13) is connected to the cooling device. The outlet of the first valve chamber (11) is connected to the battery, and the outlet of the second valve chamber (12) is connected to the motor.

2. The dual-chamber valve according to claim 1, characterized in that, At least one of the first valve chamber (11) and the second valve chamber (12) includes: Valve seat (14), the valve seat (14) is located at the bottom of the cavity of the first valve cavity (11) or the second valve cavity (12); The valve core assembly (3) has a first working position that abuts against the top of the valve seat (14), and the valve core assembly (3) has a second working position that has a preset distance from the valve seat (14).

3. The dual-chamber valve according to claim 2, characterized in that, The dual-chamber valve further includes a first outlet flow channel (111) and a second outlet flow channel (121). One end of the first outlet flow channel (111) is connected to the first valve chamber (11), and the other end of the first outlet flow channel (111) is connected to the battery. One end of the second outlet flow channel (121) is connected to the second valve chamber (12), and the other end of the second outlet flow channel (121) is connected to the motor. The inlet flow channel and the first outlet flow channel (111) form a first flow path, and the inlet flow channel and the second outlet flow channel (121) form a second flow path. The first flow path and the second flow path are independently configured.

4. The dual-chamber valve according to claim 3, characterized in that, The valve body (1) has an installation cavity at the top, and an electromagnetic drive assembly (2) is provided in the installation cavity. The electromagnetic drive assembly (2) is electrically connected to the valve core assembly (3), wherein the electromagnetic drive assembly (2) controls the valve core assembly (3) to switch between the first working position and the second working position.

5. The dual-chamber valve according to claim 4, characterized in that, The electromagnetic drive assembly (2) includes: The first coil (21) is located at the top of the first valve chamber (11) and is used to control the opening degree of the valve core assembly (3) in the first valve chamber (11). The second coil (22) is provided at an interval between the first coil (21) and the second coil (22). The second coil (22) is located at the top of the second valve chamber (12). The second coil (22) is used to control the opening degree of the valve core assembly (3) in the second valve chamber (12).

6. The dual-chamber valve according to any one of claims 1 to 5, characterized in that, The valve body (1) is integrally injection molded using PPS or PPA material.

7. The dual-chamber valve according to claim 1, characterized in that, The valve body (1) is provided with a first interface, a second interface, a third interface and a fourth interface. The first interface is used to connect to the compressor exhaust port, the second interface is used to connect to the compressor intake port, the third interface is used to connect to the indoor heat exchanger, and the fourth interface is used to connect to the outdoor heat exchanger.

8. The dual-chamber valve according to claim 7, characterized in that, The first interface and the fourth interface are connected to the inlet of the first valve chamber (11), and the third interface and the second interface are connected to the outlet of the first valve chamber (11). A third flow path is formed between the first interface and the third interface, and a fourth flow path is formed between the second interface and the fourth interface.

9. The dual-chamber valve according to claim 8, characterized in that, The first interface and the third interface are connected to the inlet of the second valve chamber (12), and the second interface and the fourth interface are connected to the outlet of the second valve chamber (12). A fifth flow path is formed between the first interface and the third interface, and a sixth flow path is formed between the second interface and the fourth interface.

10. A vehicle, characterized in that, The vehicle has a dual-chamber valve, which is the dual-chamber valve according to any one of claims 1-9.

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