A multi-channel valve for an electric vehicle thermal management system

Abstract

The application relates to a multi-channel valve of an electric vehicle thermal management system, which comprises a valve cylinder and two piston cylinders inside; a center shaft is connected with the two piston cylinders through two opposite one-way bearings, a liquid inlet cavity is formed between the two piston cylinders, a liquid inlet is arranged in the middle of the valve cylinder, adjusting holes are formed in the outer rings of the piston cylinders, the valve cylinder is correspondingly provided with a fixing hole and an annular cover with a liquid outlet, the valve cylinder is provided with outlets at both ends, end face holes are arranged on the end faces of the piston cylinders and are radially staggered with the end outlet of the valve cylinder, a driving mechanism drives the center shaft to rotate and axially move, when rotating, the one-way bearings selectively drive the piston cylinders to rotate and adjust the lateral outlet flow; when axially moving, the two piston cylinders are synchronously moved to change the end face gap and adjust the outlet flow at both ends, the application realizes the multi-channel flow control of one inlet and four outlets through a single valve, the structure is compact, the control is flexible, the electric vehicle thermal management system can be greatly simplified, the number of parts is reduced, and the system reliability is improved.

Description

Technical Field

[0001] This invention relates to the field of valve technology, specifically to a multi-channel valve for an electric vehicle thermal management system. Background Technology

[0002] With the popularization of electric vehicles and technological advancements, improving the overall vehicle range has become a core concern for the industry. As a key factor affecting energy consumption and performance, an efficient and compact thermal management system is crucial. The thermal management system needs to control the temperature of fluid media in multiple systems, including the motor, battery, air conditioning refrigerant, and heating system, and involves switching between cooling and heating. Therefore, existing electric vehicle thermal management systems are very complex, requiring multiple sets of valves to control the flow direction and flow rate of the media. For example, the invention patent CN120773507A - Automotive Thermal Management System uses multiple three-way valves for control. Three-way valves typically have a one-in-two-out or two-in-one-out configuration. If a multi-channel valve with one-in-four-out or four-in-one-out could be used, the number of components in the overall thermal management system could be significantly reduced, the space occupied could be minimized, and the design and assembly difficulty could be lowered. Summary of the Invention

[0003] This invention addresses the shortcomings of existing technologies by providing a multi-channel valve for an electric vehicle thermal management system.

[0004] This invention is achieved through the following technical solution: a multi-channel valve for an electric vehicle thermal management system is provided, comprising a valve cylinder with an internal cylindrical valve cavity and two piston cylinders located within the valve cavity. A central shaft passes through the front end of the valve cylinder and is unidirectionally rotatably connected to the two piston cylinders via one-way bearings. The two one-way bearings rotate in opposite directions, and a liquid inlet chamber is formed between the two piston cylinders. A liquid inlet port communicating with the liquid inlet chamber is opened in the middle of the valve cylinder. The invention also includes a drive mechanism for driving the central shaft to rotate and move axially. An adjustment hole communicating with the liquid inlet chamber is opened on the outer ring of the piston cylinder, and a fixing hole corresponding to the adjustment hole is opened on the valve cylinder. An annular outer cover covering the fixing hole is fixed to the outer ring of the valve cylinder, and an outer cover outlet is opened on the annular outer cover. A front outlet and a rear outlet are opened on the front and rear end faces of the valve cylinder, respectively. An end hole communicating with the liquid inlet chamber is opened on the end face of the piston cylinder near the end of the valve cylinder. The front outlet and the rear outlet are both radially offset from the end hole of the valve cylinder.

[0005] In this design, liquid enters the inlet chamber through the inlet port. The rotation of the central shaft in both directions selectively drives one of the piston cylinders, using two one-way bearings rotating in opposite directions. This allows for independent adjustment of the overlap area between the adjusting hole and the fixed hole on that piston cylinder, thus regulating and controlling the flow rate and on / off state of the corresponding outlet port. Simultaneously, the axial movement of the central shaft moves both piston cylinders back and forth, changing the gap between the piston cylinder end face and the valve cylinder end, thereby controlling the liquid output of the front and rear outlets (linked control of the front and rear outlets). This achieves a multi-channel control function with one inlet and four outlets, significantly simplifying the thermal management system piping.

[0006] As an optimization, the drive mechanism includes a mounting bracket fixed to the front end of the valve cylinder and a sliding bracket slidably mounted on the mounting bracket. A rotary motor driving the central shaft is fixed to the rear end of the sliding bracket, and a switching motor is fixed to the rear end of the mounting bracket. A lead screw threadedly connected to the sliding bracket is fixed to the shaft of the switching motor. Through the combined drive of the rotary motor and the switching motor, independent and precise control of the rotation and axial movement of the central shaft is achieved. The switching motor drives the lead screw to rotate, which in turn drives the sliding bracket and the rotary motor to move back and forth as a whole via the lead screw and nut pair. The structure is compact, the transmission is smooth, and the control precision is high.

[0007] As an optimization, the mounting bracket includes a front fixing plate and a rear fixing plate arranged side by side. At least two guide rods extending forward and backward are fixedly connected between the front fixing plate and the rear fixing plate. The rear fixing plate is fixed to the front end of the valve cylinder by bolts, and the sliding frame slides on the guide rods. In this design, the guide rods provide stable linear motion guidance for the sliding frame, ensuring the straightness and repeatability of the axial movement of the central shaft, thereby ensuring the accuracy of the gap adjustment between the piston cylinder end face and the valve cylinder end.

[0008] As an optimization, the sliding frame includes a lead screw connecting plate and a motor mounting plate arranged side by side. A sliding sleeve fitted onto a guide rod is fixed between the lead screw connecting plate and the motor mounting plate. The lead screw is threadedly connected to the lead screw connecting plate, and the rotary motor is fixed to the rear end of the motor mounting plate. In this design, the sliding frame adopts a split structure. The lead screw connecting plate bears the lead screw thrust, the motor mounting plate fixes the rotary motor, and the sliding sleeve cooperates with the guide rod in the middle. The structure has reasonable stress distribution, smooth movement, and is easy to process and assemble.

[0009] As an optimization, a countersunk hole is formed at the front center of the rear piston cylinder, and the rear end of the central shaft is connected within this countersunk hole. A sealing ring is installed on the rear end face of the rear piston cylinder. Multiple end holes are formed on the end face of the rear piston cylinder, evenly distributed circumferentially outside the sealing ring. The rear outlet is located inside the sealing ring. In this design, the rear outlet is located inside the sealing ring, allowing for a single rear outlet to be located at the center of the valve cylinder's rear end, facilitating connection to the pipeline center and simplifying external pipeline design. When the piston cylinder and valve cylinder end faces are in contact, the sealing ring effectively isolates the rear outlet from the end holes, preventing leakage.

[0010] As an optimization, the central shaft passes through the center of the front piston cylinder. A sealing ring is mounted on the front end face of the front piston cylinder. Multiple end holes are provided on the front piston cylinder and are evenly distributed circumferentially inside the sealing ring. Multiple front outlets are provided and are evenly distributed circumferentially outside the sealing ring. In this design, the central hole of the front piston cylinder allows the central shaft to pass through. The end holes are evenly distributed inside the sealing ring, and the front outlet is located outside the sealing ring. This avoids the need for dynamic sealing at the point where the central shaft passes through, reduces the friction between the central shaft and the piston cylinder, and prevents the front piston cylinder from rotating erroneously due to friction when driving the rear piston cylinder, thus improving control reliability.

[0011] As an optimization, the valve cylinder includes a cylinder with a front opening and a front sealing chamber detachably fixed to the front opening of the cylinder. The front outlet is located on the rear end face of the front sealing chamber, which has a front chamber communicating with the front outlet. A front liquid outlet communicating with the front chamber is opened on the side of the front sealing chamber. In this design, the front sealing chamber is detachable, facilitating the installation and maintenance of components such as the piston cylinder and one-way bearing inside the valve cylinder. Simultaneously, the front sealing chamber collects multiple front outlets into the front chamber and leads them out through a single front liquid outlet, simplifying the connection to external pipelines.

[0012] As an optimization, multiple fixing holes and adjusting holes are evenly distributed circumferentially. An annular protrusion is fixedly connected to the middle of the valve cylinder. The annular cover is fitted onto the valve cylinder, with one end of the annular cover sealingly fitting against the outer ring of the valve cylinder, and the other end of the annular cover threadedly connected to the annular protrusion. In this design, the multiple circumferentially distributed fixing holes and adjusting holes increase the flow area and improve the flow regulation capability. The annular cover adopts a method of sealingly fitting at one end and threadedly connecting at the other end, which ensures both sealing performance and allows for disassembly, facilitating the processing or cleaning of the fixing holes.

[0013] As an optimization, the front-to-back length of the adjusting hole is greater than that of the fixed hole. Therefore, when the piston cylinder moves back and forth, even if the adjusting hole undergoes axial displacement relative to the fixed hole, the greater length of the adjusting hole ensures that its communication area with the fixed hole remains unchanged. This guarantees that the axial adjustment function (controlling the end face clearance) and the radial adjustment function (controlling lateral flow) are independent and do not interfere with each other.

[0014] As an optimization, the piston cylinder includes a circular tube that fits against the inner wall of the valve cylinder, and an end plate is fixedly connected to one end of the circular tube near the end face of the valve cylinder. In this design, the end plate is fixedly connected to one end of the circular tube near the end face of the valve cylinder, and the outer wall of the circular tube fits against the inner wall of the valve cylinder to achieve sealing and guidance. The end plate is used to open end holes and install sealing rings, and the functional areas are clearly defined.

[0015] The beneficial effects of this invention are as follows: Highly integrated and simplifying the system: A single valve enables flow control with one inlet and four outlets, replacing the combination of multiple three-way valves in existing technologies. This significantly reduces the number of components in the thermal management system, lowers the complexity of piping design, saves installation space, and reduces assembly and maintenance costs.

[0016] Flexible control and high precision: Utilizing dual-direction, one-way bearings, independent rotational drive of the two piston cylinders is achieved through a single central shaft; combined with axial movement drive, the flow rate at both end face outlets can be adjusted simultaneously. Rotation and axial movement do not interfere with each other, enabling precise control of all four channels.

[0017] Compact structure and high reliability: Complex multi-channel control functions are integrated into a cylindrical valve body, which employs a simple and reliable mechanical structure such as a piston cylinder and a one-way bearing. The clever layout of the end holes and sealing rings of the front piston cylinder avoids the dynamic sealing problem of the central shaft, reduces friction and the risk of malfunction, and improves long-term operational reliability.

[0018] Easy to install and maintain: The valve cylinder adopts a split structure (cylinder body and front sealing chamber), and the annular outer cover is detachable, which facilitates the installation, disassembly and maintenance of internal components and reduces the difficulty of production and maintenance.

[0019] Independent adjustment characteristics: The design of the axial length of the adjustment hole being greater than that of the fixed hole ensures that when the flow rate of the axial adjustment end face is moved, it will not affect the flow area of ​​the lateral adjustment hole and the fixed hole, making the flow adjustment functions of the two dimensions independent of each other and simplifying the control strategy. Attached Figure Description

[0020] Figure 1 This is a cross-sectional view of the present invention; Figure 2 For the present invention Figure 1 Sectional view of plane AA; Figure 3 For the present invention Figure 1 Sectional view of the middle BB plane; Figure 4 This is a front view of the present invention; Figure 5 This is a schematic diagram of the structure of the present invention; Figure 6 This is an exploded view of the present invention; Figure 7 This is a schematic diagram of an explosion from another angle according to the present invention; Figure 8 This is a schematic diagram of the structure of the cylindrical body of the present invention; Figure 9 This is a schematic diagram of the cylindrical body of the present invention from another angle; Figure 10 This is a cross-sectional view of the cylindrical body of the present invention; Figure 11 This is a schematic diagram of the structure of the annular outer cover of the present invention; Figure 12 This is a cross-sectional view of the annular outer cover of the present invention; Figure 13 This is a schematic diagram of the front piston cylinder of the present invention; Figure 14 This is a cross-sectional view of the front piston cylinder of the present invention; Figure 15 This is a schematic diagram of the rear piston cylinder of the present invention; Figure 16 This is a cross-sectional view of the rear piston cylinder of the present invention; Figure 17 This is a schematic diagram of the front-end sealing chamber of the present invention; Figure 18 This is a cross-sectional view of the front sealing chamber of the present invention; Figure 19 This is a schematic diagram of the drive mechanism of the present invention; Figure 20 This is a front view of the drive mechanism of the present invention; As shown in the figure: 1. Cylinder body; 2. Annular outer cover; 3. Outlet of outer cover; 4. Inlet; 5. Rear outlet; 6. Piston cylinder; 7. End hole; 8. Adjustment hole; 9. Fixing hole; 10. Central shaft; 11. One-way bearing; 12. Annular protrusion; 13. Front outlet; 14. Front sealing chamber; 15. Front outlet; 16. Sealing ring; 17. Mounting bracket; 171. Rear fixing plate; 172. Guide rod; 173. Front fixing plate; 18. Rotary motor; 19. Sliding frame; 191. Motor mounting plate; 192. Sliding sleeve; 193. Lead screw connecting plate; 20. Switching motor; 21. Lead screw. Detailed Implementation

[0021] To clearly illustrate the technical features of this solution, the following detailed implementation method will be used to explain the solution.

[0022] like Figures 1-20As shown, a multi-channel valve for an electric vehicle thermal management system according to the present invention includes a valve cylinder, which is mainly composed of a cylinder body 1 and a front sealing chamber 14 detachably fixed to the front opening of the cylinder body 1 by threads. The cylinder body 1 has a cylindrical valve cavity inside. Two piston cylinders 6 are arranged axially within the valve cavity, with the two piston cylinders 6 arranged one in front (closer to the front sealing chamber 14) and the other in the rear (closer to the rear end of the valve cylinder).

[0023] like Figure 1 , Figure 16 As shown, a countersunk hole is formed at the front center of the rear piston cylinder. A central shaft 10 passes through the front end of the valve cylinder, sequentially through the central through hole of the front piston cylinder, and its rear end is inserted into the countersunk hole of the rear piston cylinder. The central shaft 10 is connected to the two piston cylinders 6 via two one-way bearings 11 with opposite rotation directions. Specifically, the one-way bearing 11 installed in the front piston cylinder is locked in a clockwise direction. That is, when the central shaft 10 rotates clockwise, the one-way bearing 11 locks and drives the front piston cylinder to rotate together; when the central shaft 10 rotates counterclockwise, the one-way bearing 11 rotates freely, and the front piston cylinder does not rotate. The one-way bearing 11 installed in the rear piston cylinder is locked in a counterclockwise direction. That is, when the central shaft 10 rotates counterclockwise, the one-way bearing 11 locks and drives the rear piston cylinder to rotate together; when the central shaft 10 rotates clockwise, the one-way bearing 11 rotates freely. Therefore, by controlling the rotation direction of the central shaft 10, one of the piston cylinders 6 can be selectively driven to rotate while the other remains stationary.

[0024] A sealing ring is installed between the outer ring of the piston cylinder 6 and the inner wall of the valve cylinder. This improves the sealing effect and increases the friction between the piston cylinder 6 and the valve cylinder, facilitating the free rotation of the one-way bearing 11.

[0025] The cavity formed between the two piston cylinders 6 constitutes the liquid inlet chamber. For example... Figure 1 , Figure 8 As shown, a liquid inlet 4 is opened in the middle of the valve cylinder body 1. The liquid inlet 4 is directly connected to the liquid inlet chamber and is used to introduce coolant from the electric vehicle thermal management system. The liquid inlet 4 is a threaded hole, which is convenient for connection with pipeline.

[0026] like Figure 1 , Figure 2 , Figure 3 As shown, each piston cylinder 6 has multiple circumferentially evenly distributed adjusting holes 8 on its outer circumferential ring. These adjusting holes 8 penetrate the cylinder wall radially and communicate with the internal liquid inlet chamber. The valve cylinder body 1 has multiple circumferentially evenly distributed fixing holes 9 corresponding to the adjusting holes 8 of each piston cylinder 6. The number of adjusting holes 8 and fixing holes 9 are the same, and their positions correspond one-to-one during initial installation.

[0027] like Figure 1 As shown, the front-to-back length of the adjusting hole 8 in the axial direction is greater than that of the fixed hole 9, so as to ensure that the length of the overlapping area between the adjusting hole 8 and the fixed hole 9 in the axial direction remains unchanged when the piston cylinder 6 moves in the axial direction, so that the lateral flow area is not affected by the axial movement.

[0028] like Figure 1 , Figure 11 , Figure 12 As shown, two annular outer covers 2 are respectively fitted onto the outside of the cylinder 1 from both ends, enclosing all the fixing holes 9. One end of the annular outer cover 2 is sealed to the outer cylindrical surface of the cylinder 1 by a sealing ring, and the other end is threaded to an integrally formed annular protrusion 12 on the cylinder 1, thus achieving a detachable sealed fixation. An outer cover outlet 3 is provided on the annular outer cover 2 to collect the liquid from the fixing holes 9 and lead it out to the external circuit. The outer cover outlet 3 is a threaded hole for easy connection of pipelines.

[0029] Since there are two piston cylinders 6, there are corresponding two sets of fixing holes 9 on the cylinder body 1. Each set of fixing holes 9 is independently fitted with an annular outer cover 2. Each annular outer cover 2 has an independent outer cover liquid outlet 3, thus forming two independent lateral outlet channels.

[0030] like Figure 1 , Figure 15 , Figure 16 As shown, an annular groove is formed on the rear end face of the rear piston cylinder (i.e., the end face near the rear end wall of the valve cylinder), and a sealing ring 16 is installed in the groove. Multiple end holes 7 are also formed on the rear end face of the rear piston cylinder. These end holes 7 are evenly distributed circumferentially on the outside of the sealing ring 16 and communicate with the liquid inlet chamber inside the piston cylinder. A rear end outlet 5 is formed at the center of the rear end wall of the valve cylinder, located inside the sealing ring 16. When the front and rear piston cylinders move backward under the drive of the central shaft 10, the gap between the rear end face of the rear piston cylinder and the rear end wall of the valve cylinder gradually decreases. When the two are in contact, the sealing ring 16 isolates the rear end outlet 5 from the outer end holes 7, thereby cutting off the liquid flow from the rear end outlet 5. Conversely, the gap increases, and the liquid flow increases.

[0031] like Figure 1 , Figure 13 , Figure 14As shown, the central shaft 10 passes through the central through hole of the front piston cylinder, and a sealing ring 16 is also installed on the front end face of the front piston cylinder. Multiple end holes 7 are formed on the front end face of the front piston cylinder, and these end holes 7 are evenly distributed circumferentially on the inner side of the sealing ring 16. Multiple front outlets 13 are formed on the rear end face of the front sealing chamber 14, and these front outlets 13 are evenly distributed circumferentially on the outer side of the sealing ring 16. A front chamber is provided inside the front sealing chamber 14, and all front outlets 13 communicate with this front chamber. A front liquid outlet 15 is formed on the side of the front sealing chamber 14, and this front liquid outlet 15 communicates with the front chamber. The front liquid outlet 15 is a threaded hole for connection to external pipelines.

[0032] Liquid flows out from the end hole 7 of the front piston cylinder, enters the front chamber through the front outlet 13, and is then discharged from the front outlet 15 on the side. When the front piston cylinder moves forward under the drive of the central shaft 10, the gap between its front end face and the rear end face of the front sealing chamber 14 decreases, and the flow rate decreases. When the two are in contact, the sealing ring 16 isolates the front outlet 13 from the end hole 7, cutting off the liquid flow from the front outlet 15.

[0033] The drive mechanism is used to drive the central shaft 10 to rotate and move axially, and its structure is as follows: Figure 1 , Figure 4 , Figure 19 , Figure 20 As shown. The drive mechanism includes a mounting bracket 17, which consists of a rear fixing plate 171, a front fixing plate 173, and two parallel guide rods 172 fixedly connected between the two. The rear fixing plate 171 is fixedly connected to the front sealing chamber 14 by bolts. A sliding bracket 19 is sleeved on the guide rods 172 and can slide back and forth along the guide rods 172. The sliding bracket 19 includes a motor mounting plate 191, a lead screw connecting plate 193, and a sliding sleeve 192 fixedly connected between the two, with the sliding sleeve 192 slidingly engaging with the guide rods 172. A rotary motor 18 is fixedly mounted on the rear end face of the motor mounting plate 191 by bolts. The output shaft of the rotary motor 18 is coaxially fixedly connected to the front end of the central shaft 10 through a coupling, for driving the central shaft 10 to rotate. A switching motor 20 is fixedly mounted on the rear fixing plate 171 of the mounting bracket 17. The rotating shaft of the switching motor 20 extends forward and is fixedly connected to a lead screw 21. The lead screw 21 and the threaded hole in the lead screw connecting plate 193 on the sliding frame 19 form a lead screw and nut pair. When the switching motor 20 rotates, the lead screw 21 rotates, driving the sliding frame 19 and the rotary motor 18 and the central shaft 10 on it to move back and forth along the guide rod 172.

[0034] How to use this invention: The coolant enters the inlet chamber between the two piston cylinders through the inlet port 4, and then splits into two main flow paths: one path passes through the adjustment hole 8 on the outer ring of the piston cylinder and the fixing hole 9 on the valve cylinder, enters the annular outer cover 2, and finally flows out from the outlet port 3 of the outer cover, forming two side outlets; the other path passes through the end hole 7 on the end face of the piston cylinder, flows to the end of the valve cylinder, and flows out through the front outlet 13 or the rear outlet 5, forming forward and backward outlets.

[0035] When it is necessary to adjust the flow rate of the outer cover outlet 3 on one side, the control system starts the rotary motor 18 to rotate in a predetermined direction. For example, when it is necessary to adjust the outer cover outlet 3 corresponding to the front piston cylinder, the rotary motor 18 rotates clockwise. At this time, the one-way bearing 11 in the front piston cylinder is locked, driving the front piston cylinder to rotate; the one-way bearing 11 in the rear piston cylinder rotates freely, and the rear piston cylinder remains stationary. When the front piston cylinder rotates, the overlapping area of ​​its adjusting hole 8 and the fixing hole 9 on the cylinder body 1 changes, thereby changing the flow cross-sectional area of ​​that path and realizing continuous adjustment of the flow rate from fully closed to fully open. Similarly, when it is necessary to adjust the outer cover outlet 3 corresponding to the rear piston cylinder, the rotary motor 18 rotates counterclockwise, which can drive the rear piston cylinder to rotate and adjust independently.

[0036] When it is necessary to adjust the flow rate of the front outlet 13 (i.e., the front liquid outlet 15) or the rear outlet 5, the control system activates the switching motor 20. The switching motor 20 drives the lead screw 21 to rotate, which in turn drives the sliding frame 19, the rotary motor 18, and the central shaft 10 to move axially as a whole through the lead screw and nut pair. The central shaft 10 drives the two piston cylinders 6 to move synchronously back and forth through two one-way bearings 11. If the central shaft 10 moves forward, the gap between the front end face of the front piston cylinder and the rear end face of the front sealing chamber 14 decreases, and the liquid output of the front outlet 13 decreases; at the same time, the gap between the rear end face of the rear piston cylinder and the rear end wall of the valve cylinder increases, and the liquid output of the rear outlet 5 increases. Conversely, if the central shaft 10 moves backward, the flow rate of the front outlet 13 increases, and the flow rate of the rear outlet 5 decreases. When the end face of the piston cylinder is completely in contact with the end of the valve cylinder, the corresponding outlet is sealed by the sealing ring 16, and the outlet is completely closed.

[0037] Through the independent combination of the above-mentioned rotation control and axial movement control, the multi-channel valve of the present invention can realize the flow regulation and on / off control of four channels, namely two side outlets (outer cover outlet 3), one forward outlet (front outlet 15) and one rear outlet (rear outlet 5).

[0038] Of course, the above description is not limited to the examples above. Technical features not described in this invention can be implemented by or using existing technology, and will not be repeated here. The above embodiments and drawings are only used to illustrate the technical solutions of this invention and are not intended to limit this invention. This invention has been described in detail with reference to preferred embodiments. Those skilled in the art should understand that any changes, modifications, additions or substitutions made by those skilled in the art within the scope of this invention do not depart from the spirit of this invention and should also fall within the scope of protection of the claims of this invention.

Claims

1. A multi-channel valve for an electric vehicle thermal management system, characterized in that: It includes a valve cylinder with a cylindrical valve cavity inside and two piston cylinders (6) located inside the valve cavity. A central shaft (10) passes through the front end of the valve cylinder and is unidirectionally connected to the two piston cylinders (6) through one-way bearings (11). The two one-way bearings (11) rotate in opposite directions. The two piston cylinders (6) form an inlet chamber. An inlet port (4) communicating with the inlet chamber is opened in the middle of the valve cylinder. It also includes a drive mechanism that drives the central shaft (10) to rotate and move axially. The piston cylinder (6) has an adjustment hole (8) on its outer ring that communicates with the liquid inlet chamber. The valve cylinder has a fixing hole (9) corresponding to the adjustment hole (8). The valve cylinder has an annular outer cover (2) that covers the fixing hole (9) and the annular outer cover (2) has an outer cover outlet (3). The valve cylinder has a front outlet (13) and a rear outlet (5) on its front and rear ends respectively. The piston cylinder (6) has an end hole (7) on its end face near the end of the valve cylinder that communicates with the liquid inlet chamber. The front outlet (13) and the rear outlet (5) are both offset from the end hole (7) along the radial direction of the valve cylinder.

2. The multi-channel valve of the electric vehicle thermal management system according to claim 1, characterized in that: The drive mechanism includes a mounting bracket (17) fixed to the front end of the valve cylinder and a sliding bracket (19) slidably connected to the mounting bracket (17). A rotary motor (18) for driving the central shaft (10) to rotate is fixed to the rear end of the sliding bracket (19). A switching motor (20) is fixed to the rear end of the mounting bracket (17). A lead screw (21) threadedly connected to the sliding bracket (19) is fixed to the rotating shaft of the switching motor (20).

3. The multi-channel valve of an electric vehicle thermal management system according to claim 2, characterized in that: The mounting bracket (17) includes a front fixing plate (173) and a rear fixing plate (171) arranged side by side. At least two guide rods (172) extending forward and backward are fixed between the front fixing plate (173) and the rear fixing plate (171). The rear fixing plate (171) is fixed to the front end of the valve cylinder by bolts. The sliding bracket (19) slides on the guide rods (172).

4. The multi-channel valve of an electric vehicle thermal management system according to claim 3, characterized in that: The sliding frame (19) includes a lead screw connecting plate (193) and a motor mounting plate (191) arranged side by side. A sliding sleeve (192) fitted on a guide rod (172) is fixed between the lead screw connecting plate (193) and the motor mounting plate (191). The lead screw (21) is threadedly connected to the lead screw connecting plate (193). The rotary motor (18) is fixed to the rear end of the motor mounting plate (191).

5. The multi-channel valve of an electric vehicle thermal management system according to claim 1, characterized in that: The rear piston cylinder (6) has a countersunk hole at its center front end. The rear end of the central shaft (10) is connected to the countersunk hole. The rear end face of the rear piston cylinder (6) is fitted with a sealing ring (16). The end face (7) of the rear piston cylinder (6) is provided with multiple holes and is evenly distributed around the sealing ring (16) in the circumferential direction. The rear end outlet (5) is located inside the sealing ring (16).

6. The multi-channel valve of an electric vehicle thermal management system according to claim 1, characterized in that: The central shaft (10) passes through the center of the front piston cylinder (6). The front end face of the front piston cylinder (6) is equipped with a sealing ring (16). The end face (7) of the front piston cylinder (6) is provided with multiple holes and is evenly distributed in the circumferential direction inside the sealing ring (16). The front end outlet (13) is provided with multiple holes and is evenly distributed in the circumferential direction outside the sealing ring (16).

7. The multi-channel valve of an electric vehicle thermal management system according to claim 1, characterized in that: The valve cylinder includes a cylinder (1) with a front opening and a front sealing chamber (14) that is detachably fixed to the front opening of the cylinder (1). The front outlet (13) is located on the rear end face of the front sealing chamber (14). The front sealing chamber (14) is provided with a front chamber that communicates with the front outlet (13). The side of the front sealing chamber (14) has a front liquid outlet (15) that communicates with the front chamber.

8. The multi-channel valve of an electric vehicle thermal management system according to claim 1, characterized in that: The fixing hole (9) and the adjusting hole (8) are evenly distributed in the circumference. An annular protrusion (12) is fixedly connected to the middle of the valve cylinder. The annular outer cover (2) is sleeved on the valve cylinder. One end of the annular outer cover (2) is sealed and fitted with the outer ring of the valve cylinder, and the other end of the annular outer cover (2) is threadedly connected to the annular protrusion (12).

9. The multi-channel valve of an electric vehicle thermal management system according to claim 1, characterized in that: The front-to-back length of the adjustment hole (8) is greater than the front-to-back length of the fixing hole (9).

10. The multi-channel valve of an electric vehicle thermal management system according to claim 1, characterized in that: The piston cylinder (6) includes a circular tube that fits against the inner wall of the valve cylinder, and an end plate is fixedly connected to one end of the circular tube near the end face of the valve cylinder.

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