Valve, temperature control system and vehicle

Abstract

The invention relates to a valve (10) for a temperature control system (100), comprising at least two, at least three, or at least four inlet ports (3, 5, 7, 8) and at least two or at least three outlet ports (1, 2, 4), wherein each inlet port (3, 5, 7, 8) is configured to supply a fluid to the valve (10) and each outlet port (1, 2, 4) is configured to remove the fluid from the valve (10), wherein the valve (10) further comprises an actuating mechanism (11), wherein the actuating mechanism (11) is configured to selectively connect certain of the inlet ports to certain of the outlet ports, wherein the valve (10) comprises a fluid distributor (19), wherein the inlet ports (3, 5, 7, 8) open into the fluid distributor (19), and the outlet ports (1, 2, 4) extend from the fluid distributor (19), wherein the fluid distributor (19) has internal interfaces (193) designed toto direct fluid to or from the actuating mechanism (11), wherein each of the input and output ports is permanently connected to at least one of the internal interfaces (193), and wherein the actuating mechanism (11) comprises a rotary disk (111) with at least one fluid guide element (112, 113, 114), wherein the at least one fluid guide element, depending on a rotational position of the rotary disk (111) relative to the internal interfaces (193), forms the connection between the internal interfaces (193) that are assigned to the respective input and output ports to be connected. Furthermore, a temperature control system (100) and a vehicle with such a valve (10) are proposed.

Description

[0001] The present invention relates to a valve for a temperature control system, as well as a temperature control system and a vehicle with such a valve. Background of the invention

[0002] Electrically powered vehicles, in addition to cooling the electric drives, the battery, and other electrical components such as DC / DC converters, battery chargers, and the like, may require cooling and heating of the heat exchangers integrated into the temperature control system via the coolant. This necessitates multiple coolant pumps and numerous coolant valves to activate and deactivate (partial) coolant circuits. Multiple radiators, internal heat exchangers, and multi-zone climate control require complex tubing systems with the alternating activation and deactivation of heat sinks and heat sources. Automakers are striving for the modularization of pump and valve assemblies, which creates a need for so-called multi-port valves (valves with multiple inlets and outlets).Inlets and outlets can be linked together, for example depending on the vehicle condition (system temperatures) and / or the driver and passenger preferences, with particular attention paid to minimizing heat or cold loss in order to achieve the highest possible efficiency of the temperature control system (and thus the highest possible vehicle range for the electric vehicle).

[0003] Until now, components such as pumps, valves, and expansion tanks installed in the engine compartment of an internal combustion engine vehicle were typically supplied to the automaker as stand-alone products. The automaker then installed these components in the vehicle, connected them to the cooling system, and plugged them into the designated electrical interfaces. This process involved considerable effort on the part of the automaker. Furthermore, depending on the number of components requiring connection, numerous hoses are needed, which must be routed through the engine compartment. Depending on the vehicle application, the installation spaces within the vehicle can be so cramped and difficult to access (angled) that mounting these components and connecting their hoses presents a real challenge.

[0004] With the introduction of electric vehicles and the resulting elimination of the internal combustion engine, sufficient space has become available in the engine compartment of an electric vehicle to install a central unit (also known as a Flexible Thermal Unit; FTU). This unit includes pumps, valves, sensors (e.g., temperature and / or fluid level sensors), an expansion tank, and a terminal block. This central unit can be installed in a vehicle with relatively little effort. Disclosure of the invention

[0005] According to the invention, a valve for a temperature control system, as well as a temperature control system and a vehicle with the features of the independent claims, are proposed. Advantageous embodiments are the subject of the dependent claims and the following description.

[0006] The valve according to the invention has at least two, at least three, or at least four inlet ports and at least two or at least three outlet ports, each inlet port being configured to supply a fluid to the valve and each outlet port being configured to remove the fluid from the valve. Furthermore, the valve has an actuating mechanism configured to selectively connect certain of the inlet ports to certain of the outlet ports.

[0007] When a connection is mentioned within the scope of this invention, it always refers to a fluidic connection, unless expressly stated otherwise. In the case of geometric terms (e.g., circle, circular sector, etc.), a mathematically exact implementation of the feature is not strictly necessary. In particular, it may be advantageous in the area of ​​the boundaries of an element to round, chamfer, or otherwise modify edges and other transitions, especially to minimize friction and / or wear. For the sake of readability, such modified geometries are nevertheless referred to here by the geometric term of the underlying original shape.

[0008] The invention makes it possible, in particular, to provide a valve with up to seven ports, with which all fluid connections necessary in a modern vehicle temperature control system can be provided by means of corresponding switching positions. For example, up to six different connection configurations of the ports can be easily provided with a seven-port valve according to the invention.

[0009] According to at least one embodiment, the actuating mechanism is designed to selectively connect at least two input terminals simultaneously with one of the output terminals and / or one of the input terminals simultaneously with several of the output terminals.

[0010] This allows, for example, selected connection configurations mentioned above to be easily deployed.

[0011] According to the invention, the actuating mechanism comprises a rotary disk with at least one, and in particular exactly three, fluid guide elements, wherein the at least one fluid guide element forms the connection between the input and output ports depending on a rotational position of the rotary disk relative to the input and output ports. For example, the at least one fluid guide element can be designed in the form of a dome, i.e., a cupola axially mounted on the rotary disk, and / or as a recess within the rotary disk. According to at least one embodiment, it can be provided that a base surface of the fluid guide element (e.g., of the dome or the recess) has several boundary lines that are connected to each other via corners of the base surface, each of the boundary lines extending either only radially or only circumferentially relative to an axis of rotation of the rotary disk.In other words, in such a design, the base of at least one fluid guide element is essentially sector-shaped or composed of several sector-shaped and / or annular sector-shaped elements or partial bases. This facilitates a clear assignment of the rotary disc's position relative to the inlet and outlet connections and thus contributes to precise valve control.

[0012] According to the invention, the valve has a fluid distributor into which the inlet ports open and from which the outlet ports extend, wherein the fluid distributor has internal interfaces which are configured to direct fluid to the actuating mechanism or to receive fluid from the actuating mechanism, wherein each of the inlet and outlet ports is permanently connected to at least one of the internal interfaces, and wherein the actuating mechanism is configured to connect the internal interfaces assigned to the respective inlet and outlet ports to be connected.

[0013] In particular, the fluid distributor can be cylindrical and have channels that run circumferentially and / or radially and / or axially through the cylinder and connect the inlet and outlet ports with their respective internal interfaces.

[0014] According to at least one embodiment, the inlet and outlet connections are at least partially mounted on a surface of the fluid distributor. Particularly in such embodiments, the fluid distributor can have at least two axially adjacent planes in which the channels run, allowing two different channels to pass each other within the fluid distributor. This is useful, for example, for connecting internal interfaces located at different positions along the circumference, each corresponding to the same inlet or outlet connection. For instance, the fluid distributor can be constructed from at least two injection-molded parts welded together, with the weld seam running along the interface between the at least two axial planes. Hot plate welding can be used as a joining technique.

[0015] According to at least one embodiment, at least part of the fluid distributor is integrally formed with part of at least one pump housing, for example, as a single injection-molded part. The pump housing is designed to accommodate a pump for conveying the fluid supplied to the valve. This eliminates the need for otherwise required connection points and minimizes the required pipe length. Overall, this results in lower quantities of temperature control fluid being required and minimizes the risk of leakage.

[0016] The internal interfaces can include, in particular, openings in the form of circular sectors and / or circular segments and / or circular ring sectors on an end face (i.e. in the axial direction) of the fluid distributor.

[0017] This allows all desired wiring configurations to be provided in a simple way.

[0018] According to at least one embodiment, the fluid distributor can have an interface disk that defines the internal interfaces. This allows for a particularly precise design of the interfaces.

[0019] The temperature control system according to the invention comprises at least one valve according to the invention, in particular exactly one. In at least one embodiment, the exactly one valve according to the invention is the only control valve of the temperature control system in the relevant media circuit. For example, the valve can be used in a liquid circuit of the temperature control system and then perform all relative connections of components of the temperature control system within this liquid circuit to one another. Typically, however, a separate valve will be required for, for example, a refrigerant circuit or a second liquid circuit of the same temperature control system. This separate valve can, in principle, also be designed as a valve according to the invention.

[0020] Furthermore, according to the invention a vehicle, in particular a vehicle that is at least partially electrically powered (e.g. a vehicle that is purely or hybrid battery-electric and / or powered by means of a fuel cell), is provided, which has at least one valve according to the invention or at least one temperature control system according to the invention.

[0021] Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawing.

[0022] The invention is schematically illustrated in the drawing using an exemplary embodiment and is described below with reference to the drawing. Brief description of the drawings Fig. Figure 1 shows an embodiment of a temperature control system according to the invention based on a fluid circuit diagram. Fig. Figure 2 schematically shows different relative configurations of the temperature control system. Fig. 1. Fig.Figure 3a schematically shows, in perspective view, components of an embodiment of a valve according to the invention in an exploded view. Fig. 3b shows the valve from Fig. 3a in a component drawing. Fig. Figure 4 schematically shows an internal interface layout of the valve. Fig. 3 in a top view. Fig. Figure 5 schematically shows a fluid distributor of the valve. Fig. 3 in a perspective exploded view. Fig. Figure 6a schematically shows a perspective exploded view of the fluid distributor. Fig. 5 in combination with pump housings of the valve made of Fig. 3 in a front view. Fig. Figure 6b shows the fluid distributor. Fig. 6a in a rear view. embodiment(s) of the invention

[0023] In Fig.Figure 1 is an embodiment of a temperature control system according to the invention shown schematically using a fluid circuit diagram and is generally designated by 100.

[0024] In the example shown, the temperature control system is designed to regulate the temperature of components of a vehicle that is at least partially electrically powered, in this example a battery-electric vehicle. The components to be regulated include, for example, a traction battery 110, an electric powertrain 120, which includes, for example, one or more electric machines that can be operated both as motors and generators, and the power electronics supplying the electric machines, such as inverters, as well as one or more heat exchangers 130 for air conditioning the vehicle's passenger compartment.

[0025] To control the temperature of the aforementioned components, a temperature control fluid, for example a water-based coolant and / or a thermal oil or the like, is directed to these components and removed again after a heat exchange with the temperature control fluid.

[0026] Depending on the temperature distribution within the temperature control system 100, it may be advantageous to adapt the relative order in which the temperature control fluid flows through the components to the specific temperature control requirements. For example, it may be beneficial to use a component, such as the powertrain 120, to heat the temperature control fluid before it is used to heat the passenger compartment (or its heat exchanger) 130. However, in operating situations where the passenger compartment 130 needs to be cooled, such an order would be counterproductive.

[0027] Therefore, the temperature control system 100 is designed to adjust the relative order of the components to be temperature controlled as required. For this purpose, the temperature control system 100 has a valve 10, which in the example shown has four inlet ports 3, 5, 7, 8 and three outlet ports 1, 2, 4. The valve 10 shown here is thus a 7-port valve. The outlet ports 1, 2, 4 serve to draw fluid from the valve (to supply it to the components to be temperature controlled), while the inlet ports are designed to supply fluid (which has been drawn from the components to be temperature controlled) to the valve. In the example shown, outlet port 2 is connected to the heat exchanger of the passenger compartment 130, from which the fluid is returned to the valve via inlet port 3.Output port 4 is connected to the traction battery 110, from which the fluid is returned to valve 10 via input port 5. Output port 1 is connected to the electric drive train 120, from which the temperature control fluid is at least partially returned to valve 10 via input port 7. Downstream of the drive train 120, however, there is an additional connection to an ambient heat exchanger 150 and to a fluid tank 160 connected in parallel to the ambient heat exchanger 150, from which the fluid is routed to valve 10 via input port 8.

[0028] The ambient heat exchanger 150 serves to balance the heat of the temperature control system 100 and can therefore be used either to transfer excess heat from the temperature control system 100 to the atmosphere surrounding the vehicle or to extract heat from the environment to supply it to the components of the temperature control system 100. For this to work, the temperature control fluid must be supplied to the ambient heat exchanger 150 at a suitable temperature level: if heat is to be transferred to the environment, the temperature control fluid must have a higher temperature than the ambient air flowing through the ambient heat exchanger 150 (in this case, on the cold side). Conversely, if heat is to be extracted from the environment to supply heat to the temperature control system 100, the temperature control fluid must be introduced into the ambient heat exchanger 150 at an inlet temperature below the ambient temperature.The different temperature levels can be set using a refrigerant circuit 140, which includes a compressor 146 for compressing a refrigerant, a condenser 145 for at least partially condensing the refrigerant while releasing heat to the environment, and a heat exchanger with an expansion valve 148 for expanding the refrigerant and transferring heat between the refrigerant circuit 140 and the temperature control fluid of the temperature control system 100. In the example shown here, the refrigerant circuit 140 also includes another heat exchanger 144 for cooling the passenger compartment and a refrigerant distributor 142 for controlling the refrigerant flows within the refrigerant circuit 140. The condenser 145 can, for example, be integrated into the refrigerant circuit 140 via the refrigerant distributor 142. For example, the heat exchanger with expansion valve 148 is assigned to the inlet port 3, i.e.,It exchanges heat with the temperature control fluid flowing into inlet port 3. For example, the heat exchanger with expansion valve can be located directly upstream of inlet port 3.

[0029] In the example shown here, two temperature control fluid pumps 170 and 180 are integrated into valve 10, which serve to pump the temperature control fluid through the temperature control system 100. These pumps 170 and 180 are integrated into outlet ports 1 and 2, respectively.

[0030] In Fig. Figure 2 shows schematically different wiring configurations of valve 10 of the temperature control system. Fig. Figure 1 shows the internal connections of the input terminals 3, 5, 7, 8 with the output terminals 1, 2, 4 within the valve 10. These define, in particular, different operating states of the temperature control system 100, which are designated here as A, B, C, D, E and F.

[0031] In operating state A, input port 5 is connected to output port 2, input port 3 is connected to output port 4, and input port 8 is connected to output port 1, while input port 7 is not connected to any of the output ports. This results in the following sequence of components in the temperature control system: 1) Ambient heat exchanger 150 → Connection 8 → Pump 170 → Connection 1 → Drive train 120 → Ambient heat exchanger 150; and 2) Traction battery 110 → Connection 5 → Pump 180 → Connection 2 → Passenger compartment 130 → Connection 3 → Heat exchanger 148 → Connection 4 → Traction battery 110.

[0032] In other words, in operating state A two separate temperature control fluid circuits are implemented, with the passenger compartment 130 serving, for example, as a heat sink for cooling the traction battery 110 and waste heat from the powertrain 120 being dissipated to the environment.

[0033] In operating state B, input terminal 5 is connected to output terminal 1, input terminal 3 to output terminal 2, and input terminal 7 to output terminal 4. This results in the following component sequence: 1) Traction battery 110 → Connection 5 → Pump 170 → Connection 1 → Drive train 120 → Connection 7 → Traction battery 110 and 2) Passenger compartment 130 → Connection 3 → Heat exchanger 148 → Pump 180 → Connection 2 → Passenger compartment 130.

[0034] In this operating state as well, two separate circuits are implemented, although the allocation of components to the individual circuits differs from that of operating state A. Specifically, in this operating state B, the passenger compartment 130 is cooled, while the traction battery 110 is heated with heat from the powertrain 120. Input port 8 is inactive here, meaning that no heat is transferred via the ambient heat exchanger 150. However, heat from the passenger compartment 130 can be transferred to the environment via the refrigerant circuit 140.

[0035] In operating state D, input port 7 is inactive. Input port 5 is connected to output port 1, input port 3 to output port 4, and input port 8 to output port 2. This results in the following component sequence: 1) Traction battery 110 → Connection 5 → Pump 170 → Connection 1 → Drivetrain 120 → Ambient heat exchanger 150 → Connection 8 → Pump 180 → Connection 2 → Passenger compartment 130 → Connection 3 → Heat exchanger 148 → Connection 4 → Traction battery 110.

[0036] This results in a complete circuit in which all components are included. In particular, all components are cooled, with heat from the passenger compartment 130 being dissipated to the environment via the refrigerant circuit 140 and heat from the traction battery 110 and powertrain 120 via the ambient heat exchanger 150. This system takes advantage of the fact that the traction battery 110 typically has a lower operating temperature (e.g., between 30°C and 45°C) than the powertrain 120 (e.g., 60°C–75°C). Therefore, the temperature control fluid leaving the traction battery 110 can be further heated in the powertrain 120, thus removing heat from the powertrain 120.

[0037] In operating state E, input port 3 is connected to output port 2, while input port 7 is connected to output port 1. Input ports 5 and 8, as well as output port 4, are inactive in operating state E. This results in the following flow sequence: 1) Passenger compartment 130 → Connection 3 → Heat exchanger 148 → Pump 180 → Connection 2 → Passenger compartment 130 and 2) Drive train 120 → Connection 7 → Pump 170 → Connection 1 → Drive train 120.

[0038] In this operating state, the traction battery 110 and the ambient heat exchanger 150 are not cooled. This operating state E can be used particularly during start-up phases to bring the components up to a specified operating temperature as quickly as possible, especially at relatively high ambient temperatures. In this state, the traction battery 110 is already at a temperature that essentially corresponds to its optimal operating temperature, while the passenger compartment 130 needs to be cooled and the powertrain 120 is warming up. Typically, this operating state E is abandoned after a relatively short operating period in favor of one of the other operating states.

[0039] In operating state C, the temperature control fluid flows from input ports 3 and 7 are combined and routed together to output port 4, while the temperature control fluid flow from input port 5 is split between output ports 1 and 2. Input port 8 is inactive. This results in the following flow sequence: 1) Passenger compartment 130 → Connection 3 → Heat exchanger 148 → Connection 4 → Traction battery 110 → Connection 5 (Split) → Pump 180 → Connection 2 → Passenger compartment 130 2) Drivetrain 120 → Connection 7 → Connection 4 → Traction battery 110 → Connection 5 (Split) → Pump 170 → Connection 1 → Drivetrain 120

[0040] In other words, in this operating state C, the ambient heat exchanger 150 is bypassed, and the waste heat from the powertrain 120 is distributed to the traction battery 110 and passenger compartment 130, whereby the inlet temperature to the traction battery 110 is reduced by mixing the return flows from the powertrain 120 and passenger compartment 130. The temperature of the partial flows can be adjusted as required by appropriate control of the distribution or mixing ratio. In particular, the distribution or mixing ratio can be adjusted by corresponding control of the pump output of pumps 170 and 180.

[0041] In operating state F, input port 3 is connected to output ports 1 and 4, while input port 7 is connected to output port 2. Input ports 5 and 8 are inactive. Due to the closed input port 5, the traction battery 110 is not supplied with fluid, even though temperature control fluid is being supplied to its input (output port 4). This simplifies the design of the valve 10's actuating mechanism, as no (additional) defined stop position is required to shut off the input to the traction battery 110. Consequently, the following flow pattern results: 1) Drive train 120 → Connection 7 → Pump 180 → Connection 2 → Passenger compartment 130 → Connection 3 → Heat exchanger 148 → Pump 170 → Connection 1 → Drive train 120.

[0042] In particular, the passenger compartment 130 is used as a heat sink for the powertrain 120 (or the powertrain 120 as a heater for the passenger compartment 130).

[0043] In Fig. Figure 3 are schematically represented in perspective views as components of an embodiment of a valve according to the invention, in particular the one already shown in Fig.The valve 10 shown in Figure 1 is depicted in an exploded view (a) and a component drawing (b). An actuator controlling the valve 10 (e.g., an electromechanical stepper motor, a hydraulic motor, or similar, possibly with a gearbox) is designated M. The valve 10 has an actuating mechanism 11, which is driven by the actuator M and comprises a rotary disk 111 that is rotatable about a pivot axis 119 and, in the example shown, has three domes 112, 113, 114. Immediately adjacent to the rotary disk 11 is a fixed (i.e., non-rotatable) interface disk 12, which defines internal interfaces for connecting the input and output ports.

[0044] In the example shown, the inlet and outlet connections are located along a circumferential surface of a substantially cylindrical fluid distributor 19, which here has two axially adjacent planes 191, 192. These planes can be provided, for example, as two separate injection-molded parts, perhaps made of a plastic, which are joined together, particularly by a material bond. For example, the injection-molded parts can be joined by butt welding. Channels run within the fluid distributor 19, each connecting one of the inlet or outlet connections to the respective interfaces in the interface disk 12.

[0045] In the example shown, the interface disc 12 is part of the fluid distributor 19 and can also be joined to the plane 191, for example, by a material bond.

[0046] The interface disc 12 can be manufactured with greater precision than the other components of the fluid distributor 19, so that the internal interfaces are clearly defined. Furthermore, the interface disc 12 can interact with the rotary disc 111 to seal the individual interfaces against each other and, for this purpose, can have a particularly low-friction and / or mechanically robust material at least on the contact surface with the rotary disc 111 and be designed to be particularly flat.

[0047] In Fig. Figure 4 is a schematic internal interface layout of the valve. Fig.Figure 3 shows an axial top view from the position of the adjusting mechanism 11. The currently set positions of the domes 112, 113, and 114 of the turntable 111 are indicated by dashed lines. These positions can be changed by rotating the turntable 111, thereby connecting different internal interfaces. The base of the two domes 113 and 114 is each circular sector-shaped, and the base of dome 112 is composed of two circular sector-shaped sub-bases.

[0048] The numbers within the internal interfaces indicate which of the input or output connections 1, 2, 3, 4, 5, 7, 8 are assigned to the respective interface. The interface disk 12 has an inner interface circle and an outer interface ring extending radially outwards from it, each of which is subdivided into individual, circular sector- or circular sector-shaped interfaces with different angular proportions.

[0049] The following table lists the relative positions of the interfaces (labeled with their respective connection numbers). It indicates whether the interface is located in the inner interface circle ("inside") or the outer interface circle ("outside"), and the angular range (given in °) over which the respective interface extends. In the example shown here, the interface disk 12 is divided into sectors of 22.5° or multiples thereof. The line separating the interface of output connection 1 from output connection 4 is designated as the "zero line" (i.e., at 0°) in the table. One of the sector positions of the outer ring is unused in this example (292.5° to 315°) and can therefore be used to deactivate one of the connections. sector Connection number Starting angle End angle inside outside 0 22,5 1 8 22,5 45 1 5 45 67,5 1 3 67,5 90 1 7 90 112,5 1 5 112,5 135 2 5 135 157,5 2 5 157,5 180 2 8 180 202,5 2 7 202,5 225 2 3 225 247,5 2 3 247,5 270 4 3 270 292,5 4 3 292,5 315 4 -- 315 337,5 4 7 337,5 360 4 7

[0050] It is understood that this interface layout is merely an example of a possible arrangement and does not necessarily have to be implemented in exactly this form in all embodiments of the invention. For example, the radial positions ("inside" and "outside") can be interchanged without affecting the functioning of the actuating mechanism. Likewise, the circumferential position of some of the interfaces can also be interchanged or otherwise modified, and / or the relative arrangement of the domes 112, 113, 114 of the rotary disk 111 can be changed. This may allow for the implementation of more or fewer operating states (relative configurations of the components) of the temperature control system.

[0051] In Fig. 5 is schematically the fluid distributor 19 of the valve 10. Fig. 3 shown in a perspective exploded view. In Fig.6a shows this fluid distributor 19 schematically based on a perspective exploded view in combination with pump housings 270, 280 in a front view and in Fig. 6b shown in a rear view.

[0052] As already mentioned in relation to Fig. As explained in Section 3, in the example shown, inlet and outlet connections are provided along a circumferential surface of the essentially cylindrical fluid distributor 19, which here has two axially adjacent planes 191, 192. In the example shown here, the two planes 191, 192 are provided as two separate injection-molded plastic parts. The two planes 191, 192 are joined together, in particular by a material bond. The upper plane 191 has openings 193 on its side facing the interface disk 12, which essentially correspond to the interfaces of the interface disk 12. As already mentioned, channels 195 run within the fluid distributor 19 (in Fig. 6), each connecting one of the input or output ports to the respective interfaces in the interface disk 12 (or the corresponding openings 193 in the upper level 191). In the example shown here, input ports 3, 5, and 8 are arranged in the upper level 191, while input port 7, together with output ports 1, 2, and 4, is arranged in the lower level 192 of the fluid distributor 19. Openings 194 connect the channels 195 running within the lower level 192 to the channels 195 running within the upper level 191.

[0053] Inlet ports 3 and 5 of the fluid distributor 19 are directly connected to the respective outlets of the pump housings 270 and 280, so that the temperature control fluid is supplied to the fluid distributor 19 through these two inlet ports via the pumps 170 and 180, which are located in Fig.The output terminals shown in 1 are supplied. Alternatively, output terminals 1 and 2 (as shown in ) can also be used. Fig. (shown in 1) directly connected to the inlet connections of the pump housings 270, 280 (e.g. via corresponding channels in a Fig. 6a and Fig.6b (not shown in the housing of the fluid distributor 19). In other words, the fluid pumps 170, 180 are directly integrated into the fluid distributor 19, with their pump housings 270, 280 being provided as part of the fluid distributor 19 or as part of its housing. This allows all relevant functions for the pumping and distribution of the temperature control fluid for the entire temperature control system 100 to be compactly combined in the valve 10, which significantly reduces the assembly effort for the temperature control system compared to conventional individual components. Furthermore, the short connection paths and the flow-optimized design of the channels 195 increase the energy efficiency of the temperature control system 100 compared to conventionally hosed individual components.

Claims

Valve (10) for a temperature control system (100), comprising at least two, at least three, or at least four inlet ports (3, 5, 7, 8) and at least two or at least three outlet ports (1, 2, 4), wherein each inlet port (3, 5, 7, 8) is configured to supply a fluid to the valve (10) and each outlet port (1, 2, 4) is configured to remove the fluid from the valve (10), wherein the valve (10) further comprises an actuating mechanism (11), wherein the actuating mechanism (11) is configured to selectively connect certain of the inlet ports (3, 5, 7, 8) with certain of the outlet ports (1, 2, 4), wherein the valve (10) comprises a fluid distributor (19), wherein the inlet ports (3, 5, 7, 8) open into the fluid distributor (19), and the outlet ports (1, 2, 4) open out of the Fluid distributor (19) branch off, wherein the fluid distributor (19) has internal interfaces (193) which are set up toto direct fluid to or from the actuating mechanism (11), wherein each of the input and output connections is permanently connected to at least one of the internal interfaces (193), and wherein the actuating mechanism (11) comprises a rotary disk (111) with at least one fluid guide element (112, 113, 114), wherein the at least one fluid guide element (112, 113, 114) forms the connection between the internal interfaces (193) which are assigned to the respective input and output connections, depending on a rotational position of the rotary disk (111) relative to the internal interfaces (193). Valve (10) according to claim 1, wherein the actuating mechanism (11) is configured to selectively connect at least two of the input ports (3, 5, 7, 8) simultaneously with one of the same output ports (1, 2, 4) and / or one of the input ports (3, 5, 7, 8) simultaneously with at least two of the output ports (1, 2, 4). Valve (10) according to one of the preceding claims, wherein the sum of the number of inlet ports (3, 5, 7, 8) and the number of outlet ports (1, 2, 4) is at least six, in particular exactly seven. Valve (10) according to one of the preceding claims, wherein the at least one fluid guiding element (112, 113, 114) comprises exactly three fluid guiding elements (112, 113, 114). Valve (10) according to one of the preceding claims, wherein the at least one fluid guiding element (112, 113, 114) is provided in the form of a dome on and / or as a recess within the rotary disk (111). Valve (10) according to one of the preceding claims, wherein a base surface of the at least one fluid guiding element (112, 113, 114) has several boundary lines which are connected to each other via corners of the base surface, wherein each of the boundary lines extends either only radially or only circumferentially relative to an axis of rotation (119) of the rotary disk (111). Valve (10) according to claim 6, wherein the base surface is circular sector-shaped or is composed of several circular sector-shaped and / or annular sector-shaped partial base surfaces. Valve (10) according to one of the preceding claims, wherein the fluid distributor (19) is cylindrical and has channels (195) extending circumferentially and / or radially and / or axially through the cylinder and connecting the inlet and outlet ports (1, 2, 3, 4, 5, 7, 8) to their respective internal interfaces (194). Valve (10) according to claim 8, wherein the inlet and outlet ports (1, 2, 3, 4, 5, 7, 8) are at least partially attached to a lateral surface of the fluid distributor (19) and / or wherein the fluid distributor (19) has at least two axially adjacent planes (191, 192) in which the channels (195) run. Valve (10) according to claim 8 or 9, wherein the internal interfaces (193) comprise openings in the form of circular sectors and / or circular segments and / or circular ring sectors on an end face of the fluid distributor (19). Valve (10) according to one of the preceding claims, wherein at least a part of the fluid distributor (19) is integrally formed with a part of at least one pump housing (270, 280), wherein the at least one pump housing (270, 280) is provided for receiving a pump (170, 180) for pumping the fluid supplied to the valve (10). Valve according to claim 11, wherein a fluid pump (170, 180) is integrated into at least two of the inlet ports (3, 5, 7, 8) and the outlet ports (1, 2, 4). Valve (10) according to a combination of claim 2 and 12, wherein a mixing ratio between the at least two of the inlet ports (3, 5, 7, 8) which are simultaneously connected to the same of the outlet ports (1, 2, 4), and / or a distribution ratio between the at least two of the outlet ports (1, 2, 4) which are simultaneously connected to the same inlet port (3, 5, 7, 8), is set by controlling a pumping power of the at least two fluid pumps (170, 180). Valve (10) according to one of the preceding claims, wherein the fluid distributor (19) is provided at least partially as a casting, in particular as an injection molded part, and / or using one or more materials from the group comprising plastics, in particular polyethylene, polypropylene, polystyrene, polyethylene terephthalate, polytetrafluoroethylene and / or copolymers of one or more of these plastics, metals, in particular aluminium, iron, steel, magnesium, copper and / or alloys of one or more of these metals. Valve (10) according to one of the preceding claims, wherein the fluid distributor (19) comprises an interface disk (12) which defines the internal interfaces (193) for connecting the input and output ports to each other. Temperature control system (100) with at least one valve (10) according to one of the preceding claims. Temperature control system (100) according to claim 16, wherein the at least one valve (10) is exactly one valve (10) and the exactly one valve (10) is the only control valve of the temperature control system (100) in the relevant media circuit. Vehicle, in particular at least partially electrically powered vehicle, with at least one valve (10) according to one of claims 1 to 15 and / or at least one temperature control system (100) according to one of claims 16 or 17 .

Images