Valve, temperature control system and vehicle

Abstract

The invention relates to a valve (100) with a valve cylinder (130) rotatably mounted in several positions (S1 to S8) in a hollow cylindrical cavity (140) of a valve housing (110, 120), wherein the valve cylinder (130) has at least two chambers (131, 132), wherein a first chamber (131) of the at least two chambers has at least one opening on its end face and is configured to fluidly connect at least two fluid ports (1, 3, 4, 5) opening axially into the valve housing depending on the position (S1 to S8) of the valve cylinder (130), wherein a second chamber (132) of the at least two chambers of the valve cylinder (130) has at least one opening in the radial direction and is configured to fluidly connect at least two radial fluid ports (1, 2, 3, 4) arranged on the circumference of the valve housing depending on the position of the valve cylinder. connect.Furthermore, a temperature control system (200) with such a valve (100) and a vehicle are proposed.

Description

The present invention relates to a valve, a temperature control system, in particular for a vehicle, having such a valve and a vehicle.BACKGROUND OF THE INVENTIONIn addition to cooling the electric drives, the battery and further electrical components, such as DC / DC converters, battery chargers and the like, electrically driven vehicles can require cooling and heating on the coolant side of the heat exchangers installed in the temperature control system. This requires a plurality of coolant pumps and numerous coolant valves, which implement the switching on and off of (partial) coolant circuits. Several coolers, internal heat exchangers and multi-zone air conditioning require complex tubing with mutual turning on and off of heat sinks and heat sources. The intention of automobile manufacturers is to modularize pump and valve groups, which increases the need for so-called multi-port valves (valves having a plurality of, for example, up to 20, inlets and outlets). Inlets and outlets can be linked to one another, for example depending on the vehicle state (system temperatures) and / or the driver and passenger desires, wherein particular attention can be paid to losing as little heat or cold as possible in order to achieve as high an efficiency as possible of the temperature control system (and thus as high a vehicle range as possible of the electric vehicle).Disk valves can be used as valves for the interconnection described, for example.Disk valves (disk valves) typically have a plurality of fluid connections (inlets and outlets) which are connected to the temperature control system. Disk valves connect the fluid connections to the housing through openings in the valve disk and their rotation, and thus ultimately valve inlets and outlets to one another. Webs are used to separate the fluid connections below the valve disk, which webs can be narrow or even wide-corresponding to the required connection and disconnection scheme. The width of the webs reduces the usable space for conducting the coolant or tempering medium stream. The valve disk can likewise have a plurality of openings. The wider the webs are and the more openings the valve disk has, the less space remains for the guidance of the coolant from the inlet to the outlet. As a result, the valve pressure losses increase, which must be compensated for by higher pump powers. Disk valves are therefore typically limited to five to six fluid connections, since otherwise the efficiency of the overall system is reduced too much.If it is necessary to pass two separate volume flows through the valve, then a volume flow can be passed through a dome placed on the valve disk. The dome separates the various flow paths from one another. Valves with two or more domes are also possible in order to separate more than two flow paths from one another.An alternative to the disk valve, in which the fluid connections are arranged axially in relation to the valve disk, is a drum valve, which has a valve cylinder with flow diverters open in the radial direction (recesses in the valve cylinder) and fluid connections arranged correspondingly radially. By rotating the valve cylinder, different fluid connections can be separated from one another or connected to one another.Disclosure of the InventionAccording to the invention, a valve and a temperature control system, in particular for a vehicle, having the features of the independent patent claims are proposed. Advantageous embodiments are the subject matter of the dependent claims and of the following description.The invention proposes a valve which has a valve cylinder (also referred to as a valve drum) which is rotatably arranged within a hollow cylindrical cavity of a valve housing. The valve cylinder has at least two chambers, of which a first chamber has at least one opening on the cylinder end side. The at least one cylinder-end-side opening is designed to connect at least two fluid connections (also referred to as ports) that open axially into the valve housing to one another in a fluid-conducting manner. A second chamber of the at least two chambers of the valve cylinder has at least one opening in the radial direction and is designed to connect at least two radial fluid connections arranged on the circumference of the valve housing to one another in a fluid-conducting manner. By means of the openings of the valve cylinder arranged both axially and radially, at least two flow deflections and / or a proportional mixing and mixing (in the case of the position of the valve cylinder between valve positions with mutually matching positions of the fluid connections and the chambers) can be realized simultaneously in the smallest space. In addition, the invention enables a simple sealing concept and a clear and simple mounting of the valve cylinder. In particular, in comparison with conventional disk valves having one or more domes, the valve cylinder of the proposed valve is technically significantly easier to produce (the valve cylinder can essentially be produced by machining as a turned part with subsequently milled-in or drilled-in chambers). In addition, due to the optimized use of space, a larger proportion of the available valve cross section for the fluid line can be used, so that pressure losses via the valve can be reduced compared to conventional valves and thus the requirements for fluid delivery systems, such as pumps, can be reduced.Within the scope of this invention, the terms "axial" and "radial" always refer to the geometry of the valve cylinder. Within the scope of the invention, a "front side of the cylinder" is understood to mean one of the circular base surfaces of the cylinder.According to at least one embodiment, the at least two chambers share the space available in the valve cylinder, i.e. they are located within the valve cylinder at least partially axially at the same height or have at least one common radial sectional plane. This reduces the overall space requirement of the valve.According to embodiments of the invention, the at least two axial fluid connections can be arranged partially or completely on the same or opposite end sides of the valve cylinder. Alternatively or additionally, at least two radial fluid connections can be arranged in radial directions that are partially or completely identical to one another or different. Thus, appropriate valve configurations are possible depending on the application.The temperature control system according to the invention has at least one valve according to the invention and therefore benefits accordingly from its advantages. In particular, such a temperature control system enables the use of pumps for conveying a temperature control fluid used in the temperature control system which are smaller and thus lighter and more favorable with regard to the purchase and operating costs.In particular, the temperature control system is configured for use in a vehicle, for example an at least partially electrically drivable vehicle, and can in particular be provided for the purpose of temperature controlling one or more components of the vehicle, for example a traction battery and / or drive unit and / or vehicle cabin. The term temperature control is understood within the scope of this invention to mean in particular heating and / or cooling and / or setting or holding a predeterminable temperature.Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawing.The invention is schematically illustrated in the drawing on the basis of an exemplary embodiment and is described below with reference to the drawing.Brief Description of the DrawingsFIG. 1 schematically shows a valve according to an embodiment of the invention in different views 1 a) to 1 d). FIG. 2 schematically shows an embodiment of a temperature control system according to the invention in a first operating mode. FIG. 3 shows the temperature control system from FIG. 1 in a second operating mode. FIG. 4 shows the temperature control system from FIG. 1 in a third operating mode. FIG. 5 shows the temperature control system from FIG. 1 in a fourth operating mode. FIG. 6 shows the temperature control system from FIG. 1 in a fifth operating mode. FIG. 7 shows the temperature control system from FIG. 1 in a sixth operating mode. FIG. 8 shows the temperature control system from FIG. 1 in a seventh operating mode. FIG. 9 shows the temperature control system from FIG. 1 in an eighth operating mode. FIG. 10 shows a table in which the operating modes shown in FIGS. 2, 3, 4, 5, 6, 7, 8 to 9 are shown collectively.Embodiment(s) of the InventionIn FIG. 1, a valve according to an embodiment of the invention is shown schematically in different views a) to d) and denoted overall by 100. In this case, FIG. 1 ashows the valve 100 in a schematic perspective view, FIG. 1 bshows a cover 110 of the valve housing 105 in a plan view, FIG. 1 cshows a valve cylinder (or a valve drum) 130 of the valve 100 in a schematic perspective view and FIG. 1 dshows a lateral surface 120 of the valve housing 105. Figures 1a to 1d are described together below.The valve 100 includes the valve cylinder 130 rotatably supported in a cavity 140 within the valve housing 105. The valve housing 105 has an end-face cover 110 and a jacket 120 arranged radially around the cavity 140. The valve housing 105 furthermore has a base (not shown) on the opposite end face or the lower end face in FIG. 1 a. Both the jacket 120 and the cover 110 each have four fluid connections. In principle, eight separate fluid connections can be provided by the configuration shown (four axial and four radial), wherein, however, fewer than eight separate fluid connections can also be provided by mutual connections of different fluid connections.In the example shown here, five separate fluid connections 1, 2, 3, 4, 5 are provided, so that the valve 100 shown here is a so-called 5-port valve. However, this is to be understood merely as an example; the invention is not restricted to valves having exactly five fluid connections, but rather can also have more or fewer fluid connections.In the example shown, the connections 1, 3 and 4 are each designed as both axial and radial fluid connections. This can be realized, for example, in such a way that the respective connection 1, 3 or 4 has an opening which opens into the valve housing on both sides of an edge 142 of the cavity 140. In contrast, the connection 2 is purely radial and the connection 5 is purely axial.In the example shown here, the valve cylinder 130 has a chamber 131 which is open in the axial direction and a chamber 132 which is open in the radial direction. In the example shown, each of the radial and axial openings of the chambers 131, 132 respectively covers an angular range of approximately 180°.By means of a corresponding rotational position of the valve cylinder 130 within the cavity 140, the fluid connections 1 to 5 can each be selectively connected to one another in a fluid-conducting manner, as will be explained in detail below.In the example shown here, fluid connections 1 and 3 are each designed as inlet connections through which a fluid, in particular a liquid temperature control medium, can be supplied to the valve cylinder 130, and the remaining fluid connections 2, 4, 5 are designed as outlet connections through which fluid can be taken from the valve 100 or the valve cylinder 130. FIGS. 2, 3, 4, 5, 6, 7, 8 to 9 schematically show an embodiment of a temperature control system according to the invention in respectively different operating modes. The temperature control system is designated as a whole with 200 and is configured in the example shown here for the temperature control of components of a vehicle, in particular a vehicle which can be driven at least partially electrically. Here, "tempering" is to be understood in particular as cooling and / or heating and / or setting or holding a predeterminable temperature.The temperature control system 200 has a valve 100, as shown in FIG. 1, and is configured to set or change a relative arrangement of different components of the temperature control system 200 with respect to one another. In the example shown here, the temperature control system 200 has yet another valve 101 which can be designed substantially identically to the valve 100. However, the following description is limited to the operation and adjustment capabilities of the valve 100.As already mentioned, the fluid connections 1 and 3 shown here are input connections, wherein here the input connection 1 feeds temperature control fluid from a drive unit 210 (for example an electric motor with associated power electronics and / or an internal combustion engine) into the valve 100. The inlet connection 3 here conducts temperature control fluid from a heat exchanger 216, which is configured to transfer heat between a refrigerant circuit and the temperature control fluid (e.g. refrigerant condenser), to the valve 100. Typically, both the drive unit 210 and the refrigerant condenser 216 in vehicles represent heat sources, so that temperature control fluid streams flowing through the input connections 1 and 3 can typically be used for heating vehicle components arranged downstream of the output connections 2, 4, 5.In the example shown here, these components are a traction battery 204, which is connected to the valve 100 by means of the output connection 5 and is arranged upstream of the drive unit 210, and a cabin heater 214, via which heat can be transferred from the temperature control system 200 to a temperature control medium which heats a vehicle cabin. In other words, the cabin heater is a heat exchanger which transfers heat indirectly or directly to the air located in the vehicle cabin. The cabin heater 214 is arranged here downstream of the output connection 4 and upstream of the refrigerant condenser 216. For heat balancing, in the example shown here, an ambient heat exchanger 206 is provided, which is connected in parallel with the traction battery 204 upstream of the drive unit 210 and is supplied via the output connection 2.In the example shown, the temperature control fluid is circulated by means of a plurality of pumps 202, 208, 212, wherein a battery pump 202 is located directly upstream of the traction battery 204, a drive pump 208 is located directly upstream of the drive unit 210 and a cabin heating pump 212 is located directly upstream of the cabin heater 214.In addition to the components already described, the temperature control system also has a further ambient heat exchanger 238, a cabin cooler 236, a refrigerant evaporator 234 and a further pump 232, which is referred to here as a cooling pump. These further components are controlled by the valve 101 and essentially represent components which are typically used for cooling. As already mentioned, however, the control of the valve 101 should not be explained in more detail here. In an identical embodiment of the valve 101, however, the latter can be controlled analogously to the operating mode of the valve 100 described here.A tank 220 is provided for storing and optionally for volume compensation of the temperature control fluid. For example, the temperature control fluid can be a water- and / or oil-based temperature control medium.The already mentioned operating modes are each designated S 1 to S 8 and differ in particular in the position of the valve cylinder 130 in the cavity 140. The symbols S1 to S8 are therefore also used to denote the positions of the valve cylinder 130. The relative connections of the fluid connections resulting from the respective positions S 1 to S 8 are shown collectively in FIG. 10 in the form of a table and are shown schematically in each case in FIGS. 2, 3, 4, 5, 6, 7, 8 to 9.In the table in FIG. 10, the axial fluid connections 1, 3, 4, 5 are collectively also denoted by 110 according to their arrangement in the end-face cover 110 of the valve housing, while the radial fluid connections 1, 2, 3, 4 are likewise collectively denoted by 120 according to their arrangement in the casing 120 of the valve housing. In the head of the table, for each of the fluid connections 1 to 5, its relative angular position with respect to the valve housing is indicated, wherein a starting angle α and an ending angle ω are indicated in degrees, respectively. In the table, it is specified at each position S 1 to S 8 of the valve cylinder 130 whether the front-side opening of the axial chamber 131 is connected to an axial fluid connection 1, 3, 4, 5 or whether the casing-side opening of the radial chamber 132 is connected to a radial fluid connection. An entry "x" in the table represents an existing connection, an entry "0" a non-existing connection. At the end of the relevant end-face section 110 or shell-side section 120, the connections between the input connections 1, 3 and the output connections 2, 4, 5 that exist in the respective position S 1 to S 8 are combined symbolically.In the examples shown here, the positions S 1, S 3, S 5 and S 7 are each positions in which input connections 1, 3 are each assigned to a single output connection 2, 4, 5, while the positions S 2, S 4, S 6 and S 8 are each intermediate positions in which an input connection 1, 3 is simultaneously connected to two different output connections 2, 4, 5 or conversely an output connection is connected to two different input connections, so that a mixing or division of the temperature control fluid can be realized. It is understood that the intermediate positions S 2, S 4, S 6, S 8 shown here, in which a 50% mixture is shown symbolically, are in each case merely examples and other mixing ratios can also be realized by correspondingly deviating rotational position of the valve cylinder 130 relative to the fluid connections 1 to 5.First, consider the positions S1, S3, S5 and S7 in which there is a clear association between input ports 1, 3 and output ports 2, 4, 5.In the first operating mode S 1, the valve cylinder 130 is set such that the axial chamber 131 connects the input connection 1 to the output connection 5, such that the temperature control fluid is conducted from the drive unit 210 via the valve 100 to the traction battery 204 and from there in turn back to the drive unit 210. In this case, the battery pump 202 and / or the drive pump 208 are used for circulating this portion of the temperature control fluid. On the jacket side, on the other hand, in the first operating mode S 1, the input connection 3 is connected to the output connection 4, so that the temperature control fluid can flow from the refrigerant condenser 216 via the valve 100 to the cabin heater 214 and from there back to the refrigerant condenser 216. This circulation is driven by the cabin heating pump 212. In the first operating mode, the ambient heat exchanger 206 is not connected into the temperature control medium circuit, since output connection 2 is not connected to any of the input connections 1, 3. In this first operating mode S 1, the temperature control system 200 is divided into two separate sub-circuits (216→100→214→216 and 210→100→204→210).In the third operating mode S 3 illustrated in FIG. 4, on the other hand, input terminal 1 is connected to output terminal 4, while input terminal 3 is connected to output terminal 2. In this third operating mode, output connection 5 is not connected to any input connection, so that the traction battery is not part of the temperature control medium circuit in the third operating mode. The interconnection described results in a single temperature control medium circuit with the relative arrangement of the components 210→100→214→216→100→206→210. In other words, in the third operating mode, the heat introduced into the temperature control fluid by the drive unit 210 and the refrigerant condenser 216 is distributed to the cabin heater 214 and the ambient heat exchanger 206.In the fifth operating mode S 5, in contrast to the first operating mode S 1, the input connection 1 is connected to the output connection 2 instead of to the output connection 5, such that the battery is not part of the temperature control medium circuit and instead the ambient heat exchanger 206 is connected to the temperature control medium circuit. In other words, in the fifth operating mode S 5, the heat generated by the drive unit 210 is dissipated via the ambient heat exchanger 206 and not conducted into the traction battery 204. The remaining interconnection of the components corresponds to that of the first operating mode S 1.The seventh operating mode S 7 corresponds substantially to the third operating mode S 3, wherein however the ambient heat exchanger 206 is excluded from the temperature control medium circuit, and instead the traction battery 204 is connected into the temperature control medium circuit, so that a relative arrangement of the components 210→100→214→216→100→204→210 results.The operating modes S 2, S 4, S 6 and S 8 each represent transition scenarios between the already explained operating modes S 1, S 3, S 5 and S 7, in which each input connection is respectively connected to two different output connections. Therefore, it is also not possible to specify a relative alignment of the components of the temperature control system 200 with respect to one another, since in the valve 100 a mixing of the different partial streams of the temperature control fluid or a division into a plurality of partial streams takes place in each case.In the second operating mode S 2, there is no direct connection between the input connection 1 and the output connection 2 and between the input connection 3 and the output connection 5. the valve 100 accordingly, in the second operating mode S 2, distributes the temperature control fluid fed in through the input connection 1 and originating from the drive unit 210 to the output connections 4 and 5 leading to the traction battery 204 and the cabin heater 214, respectively. Furthermore, the temperature control fluid stream originating from the refrigerant condenser 216, which arrives at the inlet connection 3, is divided among the outlet connections 2 and 4, which lead to the ambient heat exchanger 206 and the cabin heater 214, respectively. In other words, the second operating mode represents a transition between the first operating mode S 1 and the third operating mode S 3.Analogously, the fourth operating mode S 4 represents a transition between the third operating mode S 3 and the fifth operating mode S 5. Accordingly, in the fourth operation mode S4, the output terminal 4 is connected to the two input terminals 1 and 3 and the output terminal 2 is connected to the input terminals 1 and 3, while the output terminal 5 is not connected to any of the input terminals 1 and 3.In the sixth operating mode S 6, which forms a transition between the fifth operating mode S 5 and the seventh operating mode S 7, on the other hand, the input terminal 1 is connected to the two output terminals 2 and 4, while the input terminal 3 is connected to the output terminals 4 and 5. Thus, in the sixth operating mode S 6, as already in the second operating mode S 2, all components 204, 206, 210, 214 and 216 are integrated into the temperature control medium circuit.In the eighth operating state S 8, which represents a transition between the seventh operating mode S 7 and the first operating mode S 1, the ambient heat exchanger 206 is decoupled from the temperature control medium circuit.Accordingly, both input terminals 1 and 3 are connected to both output terminals 4 and 5, respectively.Although a 50% mixture or division of the respective fluid streams is indicated in each case in the table in FIG. 10 for the operating modes S 2, S 4, S 6, S 8 (45° position of the valve cylinder 130), any desired intermediate position and thus a continuous division and mixing ratio between the partial streams of the temperature control fluid can be set within the scope of these operating modes.It should be emphasized here again that the invention is moreover also not restricted to the 5-port valve 100 illustrated here and / or other fluid circuits can also be controlled using a valve according to the invention. In other words, the valve 100 can also be used outside temperature control medium circuits.In addition to the valve 100, the temperature control system 200 in the example shown has, as already mentioned, a further valve 101 with which additional temperature control fluid flows can be conducted both to the traction battery 204, to the ambient heat exchangers 238 and 206 and to the drive unit 210. By means of a targeted activation of both valves 100 and 101, the traction battery 204 and the drive unit 210 and the cabin heat exchangers 236 and 214 can be tempered as required, wherein in each case optionally cooling or heating of the respective components can be realized.

Claims

Valve (100) having a valve cylinder (130) which is mounted rotatably in a hollow cylindrical cavity (140) of a valve housing (110, 120) in a plurality of positions (S1 to S8), wherein the valve cylinder (130) has at least two chambers (131, 132), wherein a first chamber (131) of the at least two chambers has at least one opening on the cylinder end side and is designed to connect at least two fluid connections (1, 3, 4, 5) which open axially into the valve housing to one another in a fluid-conducting manner as a function of the position (S1 to S8) of the valve cylinder (130), wherein a second chamber (132) of the at least two chambers of the valve cylinder (130) has at least one opening in the radial direction and is designed to connect at least two radial fluid connections (1, 2, 3, 5) arranged on the circumference of the valve housing, 4) depending on the position of the valve cylinder to be connected to one another in a fluid-conducting manner.Valve (100) according to Claim 1, wherein at least one axial fluid connection (1, 3) and at least one radial fluid connection (1, 3) are each designed as an inlet connection, through which a fluid can be introduced into the valve cylinder (130).Valve (100) according to claim 1 or 2, wherein at least one axial fluid connection (4, 5) and at least one radial fluid connection (2, 4) are each formed as an output connection, through which a fluid can be removed from the valve cylinder (130).Valve (100) according to Claim 2 or 3, wherein at least one radial output connection (4) and at least one axial output connection (4) are connected to one another in a fluid-conducting manner independently of the position (S1 to S8) of the valve cylinder (130), and / or wherein at least one radial input connection (1, 3) and at least one axial input connection (1, 3) are connected to one another in a fluid-conducting manner independently of the position (S1 to S8) of the valve cylinder (130).Valve (100) according to claim 4, wherein the interconnected radial and axial output ports and / or the interconnected radial and axial input ports are each formed as a single output port or input port having an opening opening opening into the valve housing on either side of an edge (142) of the cavity (140) of the valve housing.Temperature control system (200) having at least one valve (100) according to one of the preceding claims.Temperature control system (200) according to claim 6, which has at least one component (202, 204, 206, 210, 212, 214, 216, 220, 232, 234, 236, 238) of a vehicle, in particular of an at least partially electrically drivable vehicle.Temperature control system according to Claim 7, wherein the at least one component (202, 204, 206, 210, 212, 214, 216, 220, 232, 234, 236, 238) comprises a component to be temperature controlled, in particular a traction battery (204) and / or a drive unit (210) and / or a cabin heater (214) and / or a refrigerant condenser (216) and / or a refrigerant evaporator (234) and / or a cabin cooler (236), and / or one or more ambient heat exchangers (206, 238).Vehicle having a temperature control system according to one of Claims 6 to 8.

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