Automobile multifunctional six-way water valve

Abstract

The utility model relates to a kind of automobile multifunctional six water valves, including valve body, valve core and actuator, valve core is divided into M1-M6 six flow passage regions in circumference, each flow passage region is respectively corresponding six water ports on dynamic sealing piece and is provided with one-to-one corresponding A'-F' six channel grooves;Wherein M1-M6 six flow passage regions are sequentially arranged in circumference according to M1-M6 order;The size, position of channel groove and the interface on valve body correspond, when valve core rotates to certain angle, channel groove will be aligned more than one interface simultaneously, make these interfaces be connected by channel in groove;Unaligned interface is closed by valve core body.The above-mentioned scheme realizes flow regulation, passage switching etc. function by simple structure, control precision is high, and can reduce working noise.

Description

Technical Field

[0001] This utility model relates to the field of automotive water valve technology, and in particular to a multi-functional six-way automotive water valve. Background Technology

[0002] In the field of new energy vehicles, the application environment is more complex and crucial. Key components such as batteries and motors in new energy vehicles are extremely sensitive to temperature. Batteries may experience capacity degradation and shortened lifespan in high-temperature environments, while their charging and discharging performance is significantly affected in low-temperature environments. The vehicle's thermal management system can flexibly switch water circuits based on the real-time temperature of the battery and motor to achieve efficient heat dissipation or heating. Current new energy vehicle thermal management systems typically use 2-3 three-way valves combined with a four-way valve, with independent actuators controlling the flow of coolant to components such as the radiator, heater, and battery, achieving complex water circuit switching. For example, when the battery temperature is too high, coolant can be directed to cool the battery; in cold weather, heated coolant can be introduced into the battery system to raise the battery's operating temperature and ensure battery performance. Simultaneously, for the motor and its controller, the coolant flow can be adjusted to maintain it within the optimal operating temperature range, ensuring efficient motor operation and reliability. Furthermore, in the vehicle's air conditioning system, water valve combinations can collaboratively control heat exchange between the air conditioning and cooling sides, optimizing in-vehicle temperature regulation and improving driving comfort.

[0003] However, the above-mentioned scheme of using multiple three-way valves or four-way valves in series or parallel to form a multi-way control requires the use of multiple independent valve bodies, and multiple valve bodies lead to complex pipeline connections. For example, a hybrid vehicle uses a combination of two three-way valves and one four-way valve, which requires 12 connecting pipelines. The pipeline connections are complex, and the cross-layout of the pipelines occupies a lot of space.

[0004] To address the aforementioned shortcomings, existing technologies have proposed integrated six-way water valves. For example, Chinese Patent Publication No. CN115325212B discloses a six-way water valve for an automotive thermal management system, comprising a valve body, a cylindrical valve core, and six water pipes distributed along the circumference of the valve body. The cylindrical valve core has an outlet and two arc-shaped flow channels. An actuator drives the valve core shaft to rotate, controlling the connection and disconnection between the outlet and the arc-shaped flow channels and the inlet and outlet pipes, thus enabling switching between different outlet pipe combinations. This solution can reduce component costs and minimize the space utilization of components.

[0005] However, the following shortcomings still exist: (1) The above-mentioned water inlet arrangement can only realize a few simple combinations of water inlet opening and closing, and the number of working modes that can be realized is limited; (2) The above structure is difficult to control the flow of multiple channels at the same time to accurately control the interface flow ratio allocation, which cannot meet the actual needs; (3) The valve core generates significant noise during channel switching. Research has found that the noise primarily originates from: 1) Structurally: The arc-shaped flow channel design of the cylindrical valve core leads to an increase in local pressure drop, resulting in local pressure concentration and high-frequency vibration, which causes noise; 2) Control: The water inlet of the above multi-channel valve core is switched to "fully closed-fully open" instantaneously. When the fluid suddenly rushes into the new channel under high pressure difference, it will form turbulent vortex due to the sudden change in flow velocity. The friction and collision between this turbulence and the channel wall is one of the main sources of noise. Utility Model Content

[0006] To address the aforementioned problems, the purpose of this utility model is to provide a multi-functional six-way water valve for automobiles, which achieves functions such as flow regulation and channel switching through a simple structure, with high control precision and reduced operating noise.

[0007] A multi-functional six-way water valve for automobiles includes: a valve body, a valve core, and an actuator. The valve core is disposed in the valve body, and the output end of the actuator is connected to the rotating shaft of the valve core to drive the valve core to rotate. The valve body is provided with AF interfaces, which are arrayed on the valve body; A dynamic seal is provided between the valve body and the valve core. The circumferential sidewall of the dynamic seal is provided with water ports that correspond one-to-one with and are independent of the AF interface on the valve body. The valve core is divided into six flow channel regions, M1-M6, in the circumferential direction. Each flow channel region has six corresponding channel grooves, A'-F', on the six water ports of the dynamic seal. The six flow channel regions, M1-M6, are arranged sequentially in the circumferential direction according to the order M1-M6. The size and position of the channel grooves correspond to the interfaces on the valve body. When the valve core rotates to a certain angle, the channel groove will align with more than one interface at the same time, allowing these interfaces to connect through the channels in the groove. The interfaces that are not aligned are closed by the valve core body. The six-way water valve is connected to the vehicle's ECU or VCU and is in communicative connection with the ECU or VCU; The bottom depths of different channels within the same flow channel region are different. The ports on the valve body open wider radially from the inside out.

[0008] Preferably, the actuator includes a drive motor and a multi-stage gear transmission mechanism, wherein the multi-stage gears are meshed and transmitted with a backlash-free structure.

[0009] Preferably, the gears in the multi-stage gear transmission mechanism are made of lightweight gear material, and the transmission shaft is a hollow shaft.

[0010] Preferably, the valve core has a hollowed-out design in the middle.

[0011] Preferably, M1-M6 are symmetrically distributed in pairs along the center, and the channel slots in the mutually symmetrical flow channel areas are symmetrically arranged.

[0012] Preferably, the actuator-to-valve core transmission structure is equipped with an angle detection device to detect the actual rotation angle of the valve core.

[0013] The above solution utilizes an integrated water valve design, distributing six interfaces in an array on the valve body. It employs a valve core divided circumferentially into six flow channel regions, each corresponding to different conduction relationships and channel groove volumes. Compared to solutions with six interfaces distributed circumferentially along the valve core, this avoids the drawback of limited layout flexibility due to larger circumferential dimensions. It enables flexible switching between multiple operating modes. Furthermore, in this solution, the shape and flow rate of the six channel grooves (A'-F') in each flow channel region are arranged according to the required conduction relationship of the AF port in the corresponding mode, making mode switching more flexible. Simultaneously, this structure allows for precise adjustment of the flow rate ratio of each interface by controlling the rotation of the valve core to adjust the exposure size of the channel groove opening from the dynamic seal port, increasing the selection of operating modes. In addition, setting the channel groove bottom depth and circumferential width, as well as the radial width of the valve body interfaces, effectively reduces noise. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this application; Figure 2 This is an exploded view of this application (the seal in this view is only for illustrative purposes and is actually cylindrical). Figure 3 A schematic diagram of the internal structure of the actuator (part of the actuator's outer shell is hidden). Figure 4 This is a schematic diagram of the AF port arrangement on the outer casing in this embodiment; Figure 5 A schematic diagram of the structure of a six-way automotive water valve with the valve body concealed. Figure 6 This is a schematic diagram showing the arrangement of M1-M6 on the valve core; Figure 7 This is a schematic diagram of the channel slot arrangement for M3-M4 (where the green area is M3 and the orange area is M4). Figure 8 This is a schematic diagram of the valve core structure; Figure 9 This is a schematic diagram of the layout of modes M1-M6 in this embodiment.

[0015] Figure label: Valve body 1, end cap 11, interface 12 (including six interfaces for AF). Valve core 2, flow channel area 21 (including six flow channel areas M1-M6), channel groove 211 (including six channel grooves A'-F'). Actuator 3, housing 31, drive motor 32, gear set 33 Dynamic seal 4, water inlet 41 (including water inlets corresponding one-to-one with AF interface). Sealing gasket 5. Detailed Implementation

[0016] The embodiments of this utility model are described in detail below.

[0017] Example 1: This example provides a multi-functional six-way automotive water valve, as shown in Figures 1 and 2. It includes a valve body 1, a valve core 2, and an actuator 3. The valve core 2 is housed within the valve body 1, and the output end of the actuator 3 is connected to the rotating shaft of the valve core 2 to drive its rotation. In this example, the output end of the actuator 3 is coaxially aligned with the rotating shaft of the valve core 2, allowing the power output from the actuator 3 to be directly transmitted to the valve core 2, resulting in high power transmission efficiency. Furthermore, with the above structure, the valve core 2 is housed within the valve body 1 and coaxially aligned with it, while the actuator 3 is positioned at one axial end of the valve body 1, resulting in a compact overall structure for the six-way automotive water valve.

[0018] In one specific embodiment, the upper end of the valve body 1 is provided with an end cap 11, and the middle of the end cap 11 is provided with an opening for the output end of the actuator 3 to extend into and connect to the rotating shaft of the valve core 2. The outer shell 31 of the actuator 3 is detachably connected to the end cap 11, connecting the actuator 3, valve body 1, and valve core 2 into one unit. During assembly, the actuator 3 and valve body 1 can be assembled separately and then assembled, which is beneficial to improving assembly efficiency. The lower end of the end cap 11 is engaged with the upper end of the valve body 1 through a slot and a flange, and then fixed by bolts / screws. Preferably, a sealing gasket 5 is provided between the end cap 11 and the upper end of the valve body 1 to enhance the sealing performance inside the valve body 1. The upper end of the end cap 11 is provided with several threaded connecting posts, and the lower end of the actuator 3 is provided with threaded connecting grooves corresponding to the threaded connecting posts. The threaded connecting posts and threaded connecting grooves are engaged and fixed by screws. Furthermore, the end cap 11 is provided with reinforcing ribs to enhance the overall strength of the end cap 11.

[0019] As shown in Figure 3, the actuator 3 includes a drive motor 32 and a gear set 33 housed within the housing 31. The power output from the drive motor 32 is transmitted outward through the multi-stage gear set 33, driving the valve core 2 shaft to rotate. This embodiment employs a multi-stage gear transmission mechanism, with the multi-stage gear sets 33 using a backlash-free meshing transmission structure. With this multi-stage gear transmission structure, the inertia of each gear stage decreases proportionally to the transmission ratio, eliminating the termination inertia of the drive motor 32 through the number of gear stages. The multi-stage gear set 33, by dispersing the transmission ratio, reduces the speed fluctuation amplitude during power transmission by more than 60%, reducing angular deviations caused by impact during gear meshing. Furthermore, the multi-stage gear set 33 integrates a "backlash-free structure" (such as double-plate gear backlash elimination), which can eliminate backlash errors caused by gear meshing clearance. In a specific embodiment, a four-stage gear transmission scheme is used. Compared to single-stage or two-stage gears, the four-stage gears, by dispersing the transmission ratio, can reduce the speed difference and torque load of single-stage gears. In a transmission system, the inertia of components such as gears and shafts can lead to "response lag". Based on this, in a preferred embodiment, the gears in the multi-stage gear transmission mechanism are made of lightweight gear materials, and the transmission shaft (at least the gear shaft) is a hollow shaft, which can significantly reduce the inertia of the transmission components and reduce the rotation angle deviation caused by inertia. Furthermore, in the multi-stage gear transmission mechanism, the inertia of each gear decreases proportionally with the transmission ratio, which can prevent the accumulation of power due to excessive inertia in a certain stage and improve the angle control accuracy during start-stop and speed change.

[0020] In a further preferred embodiment, the multi-stage gear transmission mechanism integrates a backlash elimination structure, such as backlash elimination through the misalignment of two-plate gears. The backlash elimination structure is designed to eliminate the backlash error caused by gear meshing clearance. The backlash error refers to the idle travel angle during reverse rotation, thereby further improving rotational accuracy.

[0021] The gears in the multi-stage gear transmission mechanism are made of lightweight gear materials, and the drive shaft is a hollow shaft. By using lightweight gear materials and a hollow drive shaft, the weight and rotational inertia of the actuator 3 can be effectively reduced, thereby improving rotational control accuracy from the perspective of reducing the influence of inertia.

[0022] In a preferred embodiment, in order to further improve the rotation control accuracy, an angle detection device is provided in the transmission structure from the actuator 3 to the valve core 2 to detect the actual rotation angle of the valve core 2. Thus, the controller can correct the rotation deviation based on the actual rotation angle information fed back by the angle detection device, thereby further improving the control accuracy.

[0023] As shown in Figures 4 and 5, in this embodiment, the valve body 1 has six AF ports 12, which are used for connecting external pipes to supply coolant and other liquids for inlet and outlet. The six AF ports 12 are arranged in an array on the valve body 1. In a preferred embodiment, the arrangement of the AF ports is marked on the valve body 1, or the corresponding AF mark is directly marked on the corresponding port 12. The valve core 2 is divided into six flow channel regions 21, M1-M6, in the circumferential direction. A dynamic seal 4 is provided between the valve body 1 and the valve core 2. The circumferential sidewall of the dynamic seal 4 has water inlets 41 that are connected to and independent of the six AF ports 12 on the valve body 1. The six ports 12 on the valve body 1 are correspondingly arranged in the same flow channel region 21 of the valve core 2. Specifically, by rotating the valve core 2, the six AF ports 12 on the valve body 1 can be switched within the six flow channel regions 21, M1-M6, thereby realizing mode switching. It should be noted that the valve body 1 is not limited to the six ports 12 of AF. Only the ports 12 on the valve body 1, the water inlet 41 on the dynamic seal 4, and the channel groove 211 in the flow channel area 21 on the valve core 2 are needed to achieve the opening and closing of the six ports 12 of AF and the flow control.

[0024] As shown in Figure 1, the interface 12 on the valve body 1 has a radially increasing opening from the inside out, thereby reducing the flow rate and operating noise. In a preferred embodiment, the interface 12 on the valve body 1 is arranged in an array at the interface portion, which is divided into multiple sections and communicates with the water inlet 41 on the dynamic seal 4; the interface portion on the valve body 1 is flared outwards in a trumpet shape and has a threaded interface for fixing to other components; and the opening end of the interface portion is provided with a sealing gasket 5 for sealing, so as to enhance the sealing performance of the interface 12 connection after the valve body 1 is installed. The outer periphery of the valve body 1 and the outer wall of the interface portion are provided with multiple reinforcing ribs to enhance the overall strength of the valve body 1.

[0025] The valve body 1 has six AF interfaces 12 arranged in an array, all of which can be located within the same flow channel region 21. The valve core 2 is divided into six flow channel regions 21, M1-M6, in the circumferential direction. Each flow channel region 21 corresponds to one-to-one six channel slots 211, A'-F', on the six water inlets 41 of the dynamic seal 4. The conduction relationship between the A'-F' channel slots 211 in M1-M6 and / or the volume of the corresponding channel slots 211 are different, which can be set according to the conduction relationship and / or flow rate required in the corresponding mode. During operation, the mode is switched by rotating the valve core 2 to switch the flow channel region 21 aligned with the interface 12 on the valve body 1. In the existing technology, the six interfaces are arranged and switched in a circumferential manner, which can only achieve instantaneous switching of "fully open" and "fully closed". In this solution, each flow channel area 21 is provided with six channel slots 211, which, together with the dynamic sealing element 4, can realize the gradual opening of the target channel and the closing of the original channel according to a preset ratio.

[0026] The dynamic seal 4 is fixed inside the valve body 1. The side of the dynamic seal 4 facing the valve body 1 has a first axially oriented protrusion. The dynamic seal 4 is connected to the valve body 1 by a first axially oriented protrusion and a first groove on adjacent surfaces. The lengths of the first axially oriented protrusion and the first groove are adapted to the corresponding lengths of the valve body 1 and the valve core 2. This structure, involving the protrusion and groove, achieves the connection between the dynamic seal 4 and the valve body 1, simplifying the installation and ensuring good sealing performance.

[0027] In a preferred embodiment, the bottom width of the first protruding rib is greater than the outer width, where the bottom end refers to the end of the first protruding rib that connects to the valve body 1 or the dynamic seal 4, and the outer end refers to the end opposite to the bottom end. In an optional embodiment, the cross-section of the first protruding rib is V-shaped. This arrangement facilitates the insertion of the first protruding rib into the first groove from top to bottom, and ensures good sealing performance after connection by matching the width of the bottom end with the width of the first groove. Preferably, at least the first protruding rib of the dynamic seal 4 is made of an elastic material such as rubber, so that after connection with the first groove, the first protruding rib is pressed into the first groove, providing good sealing performance.

[0028] During operation, actuator 3 drives valve core 2 to rotate relative to valve body 1. The relative position of dynamic seal 4 and valve body 1 is fixed, thereby switching multiple channel slots 211 on different flow channel areas 21 to communicate with the corresponding water inlet 41 on dynamic seal 4, realizing mode switching. The following is a further explanation of the valve core 2 configuration.

[0029] As shown in Figures 6-8, the valve core 2 is divided into six flow channel regions 21, M1-M6, in the circumferential direction. Each flow channel region 21 corresponds to one-to-one six channel grooves 211, A'-F', on the six water inlets 41 of the dynamic seal 4. The conduction relationship between the channel grooves 211, A'-F', and / or the volume of the corresponding channel grooves 211 are set according to the actual required conduction relationship and flow rate. In a preferred embodiment, M1-M6 are arranged sequentially in the circumferential direction of the valve core 2; in other optional embodiments, they may not be arranged in order, as long as the rotation angle required to switch to the corresponding mode is preset. The valve core 2 is driven to rotate by the actuator 3. Each flow channel area 21 on the surface of the valve core 2 is provided with a channel groove 211 of a specific shape. The size and position of the channel groove 211 correspond to the interface 12 on the valve body 1. When the valve core 2 rotates to a certain angle, the channel groove 211 will align 2-3 interfaces 12 at the same time, allowing these interfaces 12 to be connected through the channel in the groove; the interfaces 12 that are not aligned are closed by the valve core 2 body.

[0030] In this embodiment, the conduction relationship of each flow channel region 21 in M1-M6 is shown in Figure 9. The mode switching is achieved by the actuator 3 driving the valve core 2 to rotate at a specific angle. In this embodiment, it specifically refers to the switching of flow channel regions 21 in M1-M6. Referring to Figures 8 and 9, within a flow channel region 21, the conduction relationship of M1-M6 is achieved by setting the conduction relationship of the channel slots 211 corresponding to each interface 12 / water inlet 41 of AF. In each flow channel region 21, the setting position and / or size of the channel slots 211 corresponding to the same interface 12 can be the same or different, depending on the actual conduction relationship and flow rate required. Taking the switching of M3 to M4 as an example, since each flow channel area 21 has a channel slot 211 corresponding to each interface 12, the interfaces 12 of the 6 channels are not independent switching units, but achieve flow distribution through the same control structure. For example, when switching between adjacent modes, by controlling the rotation angle of the valve core 2 and the stroke of the moving adjustment component, and coordinating the exposure size of the driven seal 4 corresponding to the water inlet 41, the flow cross-sectional area of ​​multiple channels is changed synchronously.Furthermore, combined with the aforementioned valve core 2 structure and dynamic seal 4, proportional switching can be achieved. For example, referring to Figure 9, in a specific embodiment, a multi-point metering mode is superimposed between M3 and M4, setting four transition points / overlay points, described by flow rate: At the first transition point / overlay point, 100% flow from port A (interface 12) to port B (interface 12); 80% flow from port F (interface 12) to port E (interface 12), and 20% flow to port C (interface 12); 20% flow from port D (interface 12) to port E (interface 12), and 80% flow to port C (interface 12); at the second transition point, 100% flow from port A (interface 12) to port B (interface 12); 60% flow from port F (interface 12) to port E (interface 12), and 40% flow to port C (interface 12); 40% flow from port D (interface 12) to port E (interface 12), and 60% flow to port C (interface 12). The flow is directed to port C (interface 12); at the third transition point, 100% of the flow from port A (interface 12) is directed to port B (interface 12); 50% of the flow from port F (interface 12) is directed to port E (interface 12), and 50% to port C (interface 12); 50% of the flow from port D (interface 12) is directed to port E (interface 12), and 50% to port C (interface 12); at the fourth transition point, 100% of the flow from port A (interface 12) is directed to port B (interface 12); 20% of the flow from port F (interface 12) is directed to port E (interface 12), and 80% to port C (interface 12); 80% of the flow from port D (interface 12) is directed to port E (interface 12), and 20% to port C (interface 12). This allows for more cooling mode options for the thermal management system, enabling better rapid cooling and intelligent temperature control. In specific application scenarios, it enables precise control of flow distribution. In other embodiments, a preset adjustment curve can be used to achieve proportional control based on the flow ratio requirements of different operating conditions, ensuring stability during the proportional conversion process and achieving precise control of flow distribution. Meanwhile, traditional valve core channel switching is mostly an instantaneous "fully closed - fully open" switch. When fluid suddenly rushes into the new channel under high pressure differential, turbulent vortices are formed due to the sudden change in flow velocity. This turbulence and frictional collision with the channel wall are one of the main sources of noise. The proportional control mechanism of the 6-channel interface 12 can gradually open the target channel and close the original channel according to the system pressure and flow requirements, according to a preset ratio—for example, during the switching process, the new channel is first opened at 30% while the original channel is kept at 70% opening, allowing the fluid to transfer smoothly through a "dynamic transition ratio." This "non-instantaneous" conversion logic reduces the rate of flow velocity change by more than 60%, reducing the energy generated by turbulence and weakening the physical basis of noise at its source.

[0031] Furthermore, the width of the channel groove 211 on the valve core 2 increases radially from the inside out, and / or the bottom depth of different channel grooves 211 in the same flow channel region 21 is different, and / or the bottom depth of the same channel groove 211 in different flow channel regions 21 is different. With the above structure, a pressure gradient buffer structure can be formed, creating a "pressure gradient buffer zone" during mode switching: when the fluid switches from a high-pressure channel to a low-pressure channel, the stepped protrusions on the inner wall of the channel decompose the instantaneous pressure difference into multiple small-amplitude pressure steps, avoiding pipe resonance caused by a single pressure impact. In a preferred embodiment, the channel grooves 211 in M1-M6 are designed to be symmetrically distributed in pairs on the circumference. For example, in a scheme where M1-M6 are arranged sequentially on the circumference, the channel grooves 211 in M1 and M4 are symmetrically distributed, the channel grooves 211 in M2 and M5 are symmetrically distributed, and the channel grooves 211 in M3 and M6 are symmetrically distributed. This design can evenly distribute the fluid impact force in a circumferential direction, preventing localized pressure concentration from causing high-frequency vibrations—which are the core source of the "sharp noise" during traditional valve core switching. Through pressure dispersion and gradient buffering, this structure controls the vibration frequency below 500Hz, reducing the noise energy to 1 / 5 of the traditional mode, thus achieving low decibel performance.

[0032] In a preferred embodiment, the valve core 2 has a hollow structure in the middle. This design not only reduces heat transfer and thermal interference between different circuits, but also reduces the weight of the valve core 2 itself, improves its stability under water flow impact, and increases the strength of the valve core 2, thus extending its service life.

[0033] The aforementioned six-way automotive water valve, driven by the actuator 3's drive motor 32, rotates the valve core 2. By utilizing the positional change of the channel groove 211 of the valve core 2, it achieves on-demand connection / closure of the six circuit interfaces 12. Applied in automotive thermal management systems, it enables rapid switching and flow control of multiple circuits with a single component, adapting to the collaborative operation needs of multiple components such as the engine, air conditioning, and battery. This six-way automotive water valve can be linked with the automotive ECU to control the actuator 3. Based on vehicle operating conditions (such as engine temperature, air conditioning settings, battery temperature, etc.), the ECU can provide the thermal management system with multiple cooling mode options, better achieving rapid cooling and intelligent temperature control.

[0034] Example 2: This example provides a control method for a six-way automotive water valve, applied to the six-way automotive water valve control in Example 1. The method includes: upon receiving a flow channel switching command, the controller determines the target rotation angle and direction of the actuator 3 based on the flow channel region 21 before and after the switching, and controls the actuator 3 to drive the valve core 2 to rotate according to the target rotation angle and direction for gear switching. In a specific embodiment, the controller can be integrated into the ECU / VCU (Engine Control Unit / Vehicle Control Unit). The ECU / VCU accurately calculates the target angle of the valve body 1 according to system requirements and controls the water valve drive motor 32 to rotate forward and backward via an H-bridge. The position information of the water valve rotation is fed back to the ECU in real time in the form of analog voltage. When the feedback signal reaches the voltage value corresponding to the target angle, the H-bridge quickly controls the drive motor 32 to stop rotating, ensuring that the opening area of ​​the water valve interface 12 accurately meets system requirements, achieving precise control of the flow rate at the pipe opening, thereby effectively controlling the system temperature.

[0035] In this method, flow channel switching commands are automatically issued based on operating parameters in the vehicle's thermal management system. These operating parameters include real-time battery pack temperature, real-time electric drive system temperature, preset battery pack operating thresholds, and preset electric drive system operating thresholds. In a specific embodiment, control logic is formulated based on multiple parameters, such as battery pack temperature and electric drive system temperature, in the vehicle's thermal management system. For example, when the battery pack temperature tbat is greater than the lower limit threshold tbat - min and the vehicle electric drive system temperature tem is greater than the electric drive temperature threshold tem - max, the electric drive water-cooling outlet of the six-way valve (corresponding to interface 12) is closed. The coolant in the electric drive heat exchange output pipeline is then fed into the electric drive system for heat dissipation after heat exchange through the radiator and then through the electric drive water-cooling inlet (corresponding to interface 12). When the battery pack temperature tbat is greater than the lower limit threshold tbat - min and the vehicle electric drive system temperature tem is not greater than the electric drive temperature threshold tem - max, the radiator outlet of the six-way valve (corresponding to interface 12) is closed, while the passage from the electric drive water-cooling outlet (corresponding to interface 12) to the electric drive heat exchange inlet (corresponding to interface 12) in the six-way valve is opened. This enables intelligent and efficient switching between multiple modes to meet the vehicle's thermal management needs under different operating conditions.

[0036] The method further includes setting multiple proportional transitions when switching between at least several adjacent flow channel regions 21 in M1-M6. This provides the thermal management system with more cooling mode options, enabling better rapid cooling and intelligent temperature control. In other optional embodiments, during mode switching, the target channel (corresponding to the connection between channel slot 211 and interface 12) can be gradually opened and the original channel (corresponding to the disconnection between channel slot 211 and interface 12) can be closed according to a preset ratio. For example, during the switching process, the new channel is first opened at 30% while the original channel is kept at 70% opening, allowing the fluid to transfer smoothly through a "dynamic transition ratio". This "non-instantaneous" conversion logic reduces the rate of change of flow velocity by more than 60%, reducing the energy generated by turbulence. In a preferred embodiment, the method includes real-time monitoring of the flow parameters of each channel (corresponding to the path composed of interface 12, inlet 41, and channel slot 211), predicting the optimal connection ratio of the target channel according to a preset rule before the conversion, and controlling the proportional switching according to the optimal connection ratio. For example, when the system flow rate is 10 L / min, during the conversion, the two channels with larger diameters (corresponding to channel slot 211 and interface 12 being connected) are prioritized to handle 60% of the flow, while the remaining four smaller diameter channels (corresponding to channel slot 211 and interface 12 being connected) share the remaining flow proportionally, avoiding flow rate exceeding limits due to insufficient flow capacity in the smaller channels. In other preferred embodiments, an adjustment curve can be preset according to the flow requirements of different operating conditions. When switching between flow channel regions 21 (M1-M6), the proportional switching is controlled by the adjustment curve to ensure stability during the proportional switching process.

[0037] In addition, the method also includes acquiring the actual rotation angle of the valve core 2 in real time when controlling the valve core 2 to rotate. In a specific embodiment, the actual rotation angle of the valve core 2 can be detected by setting an angle sensor. By feeding back the actual rotation angle of the valve core 2, small deviations can be quickly corrected, the rotation accuracy control can be improved, and the fine-grained requirements for flow distribution can be met.

[0038] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A multi-functional six-way water valve for automobiles, comprising: The valve body, valve core, and actuator are characterized in that the valve core is disposed within the valve body, and the output end of the actuator is connected to the rotating shaft of the valve core to drive the valve core to rotate; The valve body is provided with AF interfaces, which are arrayed on the valve body; A dynamic seal is provided between the valve body and the valve core. The circumferential sidewall of the dynamic seal is provided with water ports that correspond one-to-one with and are independent of the AF interface on the valve body. The valve core is divided into six flow channel regions, M1-M6, in the circumferential direction. Each flow channel region has six corresponding channel grooves, A'-F', on the six water ports of the dynamic seal. The six flow channel regions, M1-M6, are arranged sequentially in the circumferential direction according to the order M1-M6. The size and position of the channel grooves correspond to the interfaces on the valve body. When the valve core rotates to a certain angle, the channel groove will align with more than one interface at the same time, allowing these interfaces to connect through the channels in the groove. The interfaces that are not aligned are closed by the valve core body. The six-way water valve is connected to the vehicle's ECU or VCU and is in communicative connection with the ECU or VCU; The bottom depths of different channels within the same flow channel region are different, and / or the width of the channel increases radially from the bottom outwards; The ports on the valve body open wider radially from the inside out.

2. The multi-functional six-way water valve for automobiles according to claim 1, characterized in that, The actuator includes a drive motor and a multi-stage gear transmission mechanism, wherein the multi-stage gears are meshed and transmitted through a backlash-free structure.

3. The multi-functional six-way water valve for automobiles according to claim 2, characterized in that, The gears in the multi-stage gear transmission mechanism are made of lightweight gear materials, and the transmission shaft is a hollow shaft.

4. The multi-functional six-way water valve for automobiles according to claim 1, characterized in that, The valve core features a hollow design in the middle.

5. A multi-functional six-way water valve for automobiles according to claim 1, characterized in that, M1-M6 are symmetrically distributed in pairs along the center, and the channel slots in the mutually symmetrical flow channel areas are symmetrically arranged.

6. A multi-functional six-way water valve for automobiles according to claim 1, characterized in that, An angle detection device is provided in the transmission structure from the actuator to the valve core to detect the actual rotation angle of the valve core.

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