VALVE MODULE THEREFOR

FIELD

[0001] The specification relates generally to thermal management systems for electric vehicles and more particularly to a valve for directing coolant flow in an electric vehicle.

BACKGROUND OF THE DISCLOSURE

[0002] It is known to provide thermal management systems for electric vehicles in which excess heat generated by one component is used by another component that requires heating. However, some such systems are complex and involve a large number of components such as valves, thereby rendering them prone to failure and increasing their cost. An improved thermal management system and/or components therefor is desirable.

SUMMARY OF THE DISCLOSURE

[0003] In an aspect, a valve fora thermal management system, for an electric vehicle, is provided, and includes a valve housing, a valve member and a seal member. The valve housing defines a valve chamber, and has a first seal support surface, and further has a plurality of first-side ports including a first first-side port and a second first-side port. The valve housing has a plurality of second-side ports including a first second-side port and a second second-side port. The plurality of first-side ports and second-side ports are in fluid communication with elements of a coolant transport system. The valve member is positioned in the valve chamber and has at least one pass-through aperture. The valve member is movable between a first position in which the at least one pass-through aperture fluidically connects the plurality of first-side ports to the plurality of second-side ports in a first way to provide a first flow path arrangement through the coolant transport system, and a second position in which the at least one pass-through aperture fluidically connects the plurality of first-side ports to the plurality of second-side ports in a second way to provide a second flow path arrangement through the coolant transport system that is different than the first flow path arrangement. The valve member has a first-side surface that is planar. A valve axis extends perpendicular to the first-side surface. The first seal support surface has a first port-surrounding surface that surrounds the first first- side port and a second port-surrounding surface that surrounds the second first-side port. The first port-surrounding surface extends from a first high region of the first seal support surface, and is sloped towards a first low region of the first seal support surface, wherein the first low region of the first seal support surface is at greater depth into the first seal support surface than is the first high region of the first seal support surface, and is closer to the first first-side port than is the first high region of the first seal support surface. The second first-side port-surrounding surface extends from a second high region of the first seal support surface, and is sloped towards a second low region of the first seal support surface, wherein the second low region of the first seal support surface is at greater depth into the first seal support surface than is the second high region of the first seal support surface, and is closer to the second first-side port than is the second high region of the first seal support surface. The seal member includes a seal member body having a valve member engagement surface positioned to slidingly engage the first-side surface of the valve member. The seal member further includes a first leg and a second leg. The first leg is engaged with the first inlet port-surrounding surface and is flexed in bending by engagement therewith. The second leg is engaged with the second inlet port surrounding surface and is flexed in bending by engagement therewith.

[0004] In another aspect, a thermal management system is provided for controlling a temperature of a plurality of thermal loads in an electric vehicle, the thermal loads including a battery and a traction motor. The thermal management system includes a refrigerant transport system for transporting refrigerant and including an expansion valve, a chiller and a condenser. The chiller receives the refrigerant and evaporates the refrigerant therein. The condenser receives the refrigerant and condenses the refrigerant therein. The thermal management system further includes a coolant transport system for transporting coolant. The chiller is positioned to receive the coolant and to cool the coolant by evaporation of the refrigerant in the chiller. The condenser is positioned to receive the coolant and to heat the coolant by condensation of the refrigerant in the condenser. The coolant transport system further includes a cabin heater core positioned to use the coolant to heat an air flow to a passenger cabin of the electric vehicle, a coolant heater positioned to heat the coolant by electric resistance heating, a radiator positioned to cool the coolant, and a plurality of pumps to drive circulation of the coolant in the coolant transport system. The coolant transport system further includes a valve including a valve housing, a valve member, and a valve member actuator. The valve housing contains a plurality of inlet ports including a first inlet port, a second inlet port, a third inlet port and a fourth inlet port. Each of the inlet ports is in fluid communication with a coolant source for transport of coolant to the valve chamber. The valve housing has a plurality of outlet ports including a first outlet port, a second outlet port, a third outlet port and a fourth outlet port for transport of coolant from the valve chamber. The valve member is movable by the valve member actuator between a plurality of positions. In each of the plurality of positions, the valve member fluidically connects at least one of the inlet ports to at least one of the outlet ports. The plurality of positions includes a high cabin-heating position in which the valve member fluidically connects the condenser, the coolant heater and the cabin heater core in a first coolant loop for the high cabin-heating position that does not include the battery. The plurality of positions includes a high battery-and-motor-cooling position in which the valve member fluidically connects the battery, the traction motor and the chiller in a first coolant loop for the high battery-and-motor-cooling position that does not include the cabin heater core. The plurality of positions includes a filling position in which the valve member fluidically connects the battery, the traction motor, the chiller, the condenser, the coolant heater, the cabin heater core, and the radiator in a first coolant loop for the filling position so as to provide fluid communication therebetween so as to permit filling of the coolant transport system without repositioning the valve member. The plurality of positions includes a high battery-heating position in which the valve member fluidically connects the cabin heater core, the coolant heater, the condenser and the battery in a first coolant loop for the high battery-heating position. The plurality of positions includes a less-high battery cooling position in which the valve member fluidically connects the battery and the radiator in a first coolant loop for the less-high battery cooling position.

[0005] In yet another aspect, a valve module is provided for controlling a flow of coolant in a thermal management system for an electric vehicle. The valve module includes a valve and a first pump. The valve includes a valve housing defining a valve chamber, and having a plurality of inlet ports and a plurality of outlet ports, and a valve member in the valve chamber and having at least one pass-through aperture. The valve member is movable between a first position in which the at least one pass-through aperture fluidically connects the plurality of inlet ports to the plurality of outlet ports in a first way to provide a first flow path arrangement through the coolant transport system, and a second position in which the at least one pass-through aperture fluidically connects the plurality of inlet ports to the plurality of outlet ports in a second way to provide a second flow path arrangement through the coolant transport system that is different than the first flow path arrangement. The valve further includes a valve member actuator that is operatively connected to the valve member to drive the valve member to move between the plurality of positions. The first pump includes a first pump housing defining a first pump chamber, and having a first pump outlet. The first pump housing is sealingly connected to the valve housing, such that the first pump chamber is in fluid communication with a first one of the plurality of outlet ports. The first pump further includes a first impeller that is rotationally supported in the first pump chamber for rotation about a first pump axis, and a first pump motor that is operatively connected to the impeller to drive rotation of the first impeller, so as to draw in coolant from the first one of the outlet ports and to discharge the coolant through the first pump outlet.

[0006] Other technical advantages may become readily apparent to one of ordinary skill in the art after review of the following figures and description.

BRIEF DESCRIPTIONS OF THE DRAWINGS

[0007] For a better understanding of the embodiment(s) described herein and to show more clearly how the embodiment(s) may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings.

[0008] Figure 1 A is a schematic illustration of a thermal management system for an electric vehicle in accordance with a first embodiment of the present disclosure.

[0009] Figure 1 B is a perspective view of a valve shown in Figure 1 A.

[0010] Figure 2A is an exploded perspective view of the valve shown in Figure 1 B.

[0011] Figure 2B is another exploded perspective view of the valve illustrated in Figure 1B.

[0012] Figure 3 is a sectional side view of the valve shown in Figure 1 B.

[0013] Figure 4A is a plan view of a valve member from the valve shown in Figure

1B, in a first position. [0014] Figure 4B is a plan view of the valve member shown in Figure 4A, in a second position.

[0015] Figure 5 is a sectional perspective view of a seal member shown in Figures 2A and 2B.

[0016] Figure 6A is a sectional elevation view of the seal member prior to sealing engagement with a seal support surface of the valve, shown in Figure 2A.

[0017] Figure 6B is a sectional elevation view of the seal member after sealing engagement with the seal support surface of the valve, shown in Figure 2A.

[0018] Figure 7 is another sectional elevation view of the seal member after sealing engagement with a seal support surface of the valve, shown in Figure 2A, illustrating forces present on the seal member from coolant in the valve.

[0019] Figure 8 is a plan view of a portion of the seal support surface illustrating local variations in pressure by the seal member.

[0020] Figure 9A is a plan view of a portion of a seal member in accordance with an alternative embodiment of the present disclosure.

[0021] Figure 9B is a sectional elevation view of the seal member of Figure 9A, after sealing engagement with the seal support surface of the valve.

[0022] Figure 10 is a plan view of a portion of the seal support surface illustrating local variations in pressure by the seal member shown in Figures 9A and 9B.

[0023] Figure 11 is a plan view of the valve member shown in Figures 2A and 2B.

[0024] Figure 12 is a sectional elevation view of a portion of the valve member shown in in Figures 2A and 2B illustrating a cross-rib that supports the seal member across an aperture.

[0025] Figure 13 is a schematic illustration of the thermal management system shown in Figure 1 A, with the valve member in a high cabin-heating position.

[0026] Figure 14 is a schematic illustration of the thermal management system shown in Figure 1 A, with the valve member in a high battery-heating position.

[0027] Figure 15 is a schematic illustration of the thermal management system shown in Figure 1A, with the valve member in a high battery-and-motor-cooling position. [0028] Figure 16 is a schematic illustration of the thermal management system shown in Figure 1 A, with the valve member in a filling position.

[0029] Figure 17 is a schematic illustration of the thermal management system shown in Figure 1 A, with the valve member in a less-high battery cooling position.

[0030] Figure 18A is a schematic illustration of a thermal management system for an electric vehicle in accordance with another embodiment of the present disclosure.

[0031] Figure 18B is a perspective view of a valve illustrated in Figure 18A.

[0032] Figure 19A is an exploded perspective view of the valve shown in Figure 18B.

[0033] Figure 19B is another exploded perspective view of the valve shown in Figure 18B.

[0034] Figure 20 is an exploded perspective view that is representative of all the pumps shown in Figure 19A and 19B.

[0035] Figure 21 is a sectional side view of the valve shown in Figure 18B.

[0036] Figure 22 is a side elevation view of an electric vehicle incorporating the valve and the thermal management system.

DETAILED DESCRIPTION

[0037] For simplicity and clarity of illustration, where considered appropriate, reference numerals may be repeated among the Figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiment or embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein may be practiced without these specific details. In other instances, well- known methods, procedures and components have not been described in detail so as not to obscure the embodiments described herein. It should be understood at the outset that, although exemplary embodiments are illustrated in the figures and described below, the principles of the present disclosure may be implemented using any number of techniques, whether currently known or not. The present disclosure should in no way be limited to the exemplary implementations and techniques illustrated in the drawings and described below. [0038] Various terms used throughout the present description may be read and understood as follows, unless the context indicates otherwise: “or” as used throughout is inclusive, as though written “and/or”; singular articles and pronouns as used throughout include their plural forms, and vice versa; similarly, gendered pronouns include their counterpart pronouns so that pronouns should not be understood as limiting anything described herein to use, implementation, performance, etc. by a single gender; “exemplary” should be understood as “illustrative” or “exemplifying” and not necessarily as “preferred” over other embodiments. Further definitions for terms may be set out herein; these may apply to prior and subsequent instances of those terms, as will be understood from a reading of the present description.

[0039] Modifications, additions, or omissions may be made to the systems, apparatuses, and methods described herein without departing from the scope of the disclosure. For example, the components of the systems and apparatuses may be integrated or separated. Moreover, the operations of the systems and apparatuses disclosed herein may be performed by more, fewer, or other components and the methods described may include more, fewer, or other steps. Additionally, steps may be performed in any suitable order. As used in this document, “each” refers to each member of a set or each member of a subset of a set.

[0040] The indefinite article “a” is not intended to be limited to mean “one” of an element. It is intended to mean “one or more” of an element, where applicable, (i.e. unless in the context it would be obvious that only one of the element would be suitable).

[0041] Any reference to upper, lower, top, bottom or the like is intended to refer to an orientation of a particular element during use of the claimed subject matter and not necessarily to its orientation during shipping or manufacture. The upper surface of an element, for example, can still be considered its upper surface even when the element is lying on its side.

[0042] Reference is made to Figure 22, which shows an electric vehicle 10. The term ‘electric vehicle’ is intended to include any vehicle that includes an electric motor 13 that drives one or more wheels 15 of the electric vehicle 10. The electric motor 13 may also be referred to as the traction motor 13, to distinguish it over other electric motors that may be present in the electric vehicle 10 for driving movement of minor elements of the electric vehicle 10 such as seats and windows, and the like. The electric vehicle 10 includes a battery pack 11 for storing and releasing charge for use by the traction motor 13. The battery pack 11 may also be referred to as the battery 11 for simplicity. The battery pack 11 may incorporate a plurality of any suitable type of storage cells, such as pouch cells, cylindrical cells, other types of cells, or any combination thereof. The electric vehicle 10 may also include any other suitable type of energy storage device, in addition to the battery pack 10. The electric vehicle 10 further includes a passenger cabin shown at 16. The electric vehicle 10 further includes an ECU (electronic control unit) 18 that controls operation of various components of the electric vehicle 10. The ECU 18 may be part of a control system 19, that may include several additional controllers in addition to the ECU 18.

[0043] GENERAL DESCRIPTION OF THERMAL MANAGEMENT SYSTEM

[0044] Reference is made to Figure 1 A, which shows a thermal management system 20 for the electric vehicle 10. The thermal management system 20 is used for controlling a temperature of a plurality of thermal loads 22 in an electric vehicle 10, including, for example the traction motor 13, and the battery pack 11. For the purposes of the present disclosure, the traction motor 13 as a thermal load may include both the motor itself and the attendant power electronics including the inverter to convert DC current from the battery pack 11 to AC current for driving the traction motor 13.

[0045] The thermal management system 20 includes a refrigerant transport system 24 for transporting refrigerant, and a coolant transport system 26 for transporting coolant. The refrigerant is shown at 28 in Figure 1A and the coolant is represented at 30.

[0046] The refrigerant transport system 24 includes a chiller 32 with an expansion valve 34 upstream therefrom (which may be referred to as a first expansion valve 34), a cabin evaporator 36 with another expansion valve 38 upstream therefrom (which may be referred to as a second expansion valve 38), and a condenser 40. The chiller 32 receives the refrigerant 28 and evaporates the refrigerant 30 therein (with the help of the expansion valve 34). The chiller 32 is also positioned to receive coolant 30 from the coolant transport system 26 and to cool the coolant 30 by the evaporation of the refrigerant 28 in the chiller 32.

[0047] Conversely, the condenser 40 is positioned to receive the coolant 30 from the coolant transport system 26 and to heat the coolant 30 by condensation of the refrigerant 28 in the condenser 40. [0048] A compressor, shown at 41 , increases the pressure of the refrigerant 28 and drives the flow of refrigerant 28 through the refrigerant transport system 24.

[0049] The coolant transport system 26 further includes a cabin heater core 42 positioned to use the coolant 30 in order to heat an air flow to the passenger cabin 16 of the electric vehicle 10, a coolant heater 44 positioned to heat the coolant 30 by electric resistance heating, and a radiator 46 positioned to cool the coolant. The coolant heater 44 may be any suitable type of heater, such as a PTC heater and may be positioned immediately upstream from the cabin heater core 42. The radiator may be positioned near the front of the electric vehicle 10 so as to receive an air flow entering the electric vehicle 10 from the front end of the electric vehicle 10.

[0050] A plurality of pumps 48 are provided for driving circulation of the coolant 30 in the coolant transport system 26. In the example shown there is a first pump 48a, a second pump 48b and a third pump 48c. The first pump 48a drives coolant flow through the traction motor 13 and the chiller 32. The second pump 48b drives coolant flow through the battery pack 11. The third pump drives coolant flow through the cabin heater core 42, the coolant heater 44 and the condenser 40.

[0051] GENERAL DESCRIPTION OF VALVE

[0052] A valve 50 is provided for controlling fluid communication between elements of the coolant transport system 26. The valve 50 is shown schematically in Figure 1A, as an assembly in Figure 1 B, in exploded views in Figures 2A and 2B, and in a sectional view in Figure 3. The valve 50 includes a valve housing 52 that defines a valve chamber 54. The valve housing 52 may be formed from a first housing portion 52a and a second housing portion 52b which may be connected together in any suitable way, such as by press-fit, by welding, or by mechanical fasteners (not shown). A gasket or some other sealing element such as epoxy may be provided between the first and second housing portions 52a and 52b to seal against leakage out of the housing 52 in embodiments where leakage would be possible (e.g. if mechanical fasteners are used).

[0053] The valve housing 52 includes a plurality of inlet ports 56, including a first inlet port 56a, a second inlet port 56b, a third inlet port 56c and a fourth inlet port 56d. While four inlet ports 56 are shown, there could be any suitable number of inlet ports, such as two inlet ports (i.e. the first inlet port 56a, and the second inlet port 56b). Each of the plurality of inlet ports 56 is in fluid communication with coolant source for transport of coolant to the valve chamber 54. The coolant source is anything that carries coolant, and may be any fluid conduits or other components of the coolant transport system 26 that are engaged with the plurality of inlet ports 56.

[0054] The valve housing 52 includes a plurality of outlet ports 58, including a first outlet port 58a, a second outlet port 58b, a third outlet port 58c and a fourth outlet port 58d. While four outlet ports 58 are shown, there could be any suitable number of outlet ports, such as two outlet ports (i.e. the first outlet port 58a, and the second outlet port 58b). Each of the plurality of outlet ports 58 is for transport of coolant to the valve chamber 54.

[0055] The valve 50 further includes a valve member 60 that is positioned in the valve chamber 54 and which has at least one pass-through aperture 62. In the embodiment shown, the valve member 60 has four pass-through apertures 62, which are individually shown at 62a, 62b, 62c and 62d. The valve member 60 is movable between a first position (Figure 4A) in which the at least one pass-through aperture 62 fluidically connects the first inlet port 56a to the first outlet port 58a, and a second position (Figure 4B) in which the at least one pass-through aperture 62 fluidically connects the second inlet port 56b to the first outlet port 58a. In Figures 4A and 4B, the inlet ports 56 are represented by short-dash lines, and the outlet ports 58 are represented by long-dash lines. In the embodiment shown, the valve member 60 is movable between five positions, in which the four pass-through apertures 62 fluidically connect different combinations of inlet ports 56 and outlet ports 58 together. These combinations are illustrated schematically in Figures 13-17 and are described further below.

[0056] The valve member 60 has a first-side surface 66 that is planar and may have a second-side surface 67 that is planar.

[0057] DESCRIPTION OF SEAL SUPPORT SURFACE AND SEAL MEMBER ON FIRST SIDE OF VALVE

[0058] The valve housing 52 has a first seal support surface 68, which has a plurality of inlet port-surrounding surfaces 70 that surround each of the plurality of inlet ports, including a first inlet port-surrounding surface 70a that surrounds the first inlet port 56a and a second inlet port-surrounding surface 70b that surrounds the second inlet port 56b.

[0059] Each of the inlet port-surrounding surfaces 70 extends from a high region 72 of the first seal support surface 68 and is sloped towards a low region 74 of the first seal support surface 68, which is at greater depth into the first seal support surface 68 than is the high region 72 of the first seal support surface 68, and which is closer to the associated inlet port 56 than is the high region 72 of the first seal support surface 68.

[0060] Accordingly, a first one of the inlet port-surrounding surfaces 70, shown at 70a, may be said to extend from a first high region 72a of the first seal support surface 68 and is sloped towards a first low region 74a of the first seal support surface 68. Analogously, a second one of the inlet port-surrounding surfaces 70, shown at 70b, extends from a second high region 72b of the first seal support surface 68 and is sloped towards a second low region 74b of the first seal support surface 68.

[0061] The valve 50 further includes a seal member 76 (Figure 5) that includes a seal member body 78 which has a valve member engagement surface 80 that is positioned to slidingly engage the first-side surface 66 of the valve member 60 during movement of the valve member 60 between the plurality of positions for the valve member 60. To this end, the

[0062] As shown in Figures 5, 6A and 6B, the seal member 76 further includes a first leg 82 and a second leg 84. The first leg 82 is sealingly engaged with the first inlet port surrounding surface 70a and is flexed in bending by engagement therewith, and the second leg 84 is sealingly engaged with the second inlet port-surrounding surface 70b and is flexed in bending by engagement therewith.

[0063] Optionally, the seal member 76 is made from a first material at the valve member engagement surface 80, which has a first coefficient of friction Cf1 with the valve member 60, and the first and second legs 82 and 84 are made from a second material, which has a second coefficient of friction Cf2 with the first and second inlet port surrounding surfaces 70a and 70b, respectively. The second coefficient of friction Cf2 is higher than the first coefficient of friction Cf1 , which helps to hold the seal member 76 in place on the first seal support surface 68 during movement of the valve member 60 between the plurality of positions.

[0064] Optionally, the seal member 76 is made from PTFE at the valve member engagement surface 80. For example, the seal member body 78 may include a layer of PTFE shown at 81, that defines the valve member engagement surface 80. For the purpose of sealing effectively and providing good grip on the first seal support surface 68, the first and second legs 82 and 84 may be made from a suitable sealing material such as, for example, a suitable rubber such as EPDM.

[0065] Figure 6A shows the seal member 76 in an unflexed state during initial placement of the seal member 76 on the first seal support surface 68, during assembly of the valve 50. Figure 6B shows the seal member 76 in a flexed state as it would be once assembly of the valve 50 is completed, when the valve member 60 presses the seal member 76 onto the first seal support surface 68.

[0066] By flexing the first leg 82 and the second leg 84 in bending as opposed to simple compression, the seal member 76 is much better able to accommodate tolerance stack up that may exist in the dimensions of the various components of the valve 50, without resulting in an impractically low or impractically high seal force against the first seal support surface 68.

[0067] The first high region 72a of the first seal support surface 68 and the second high region 72b of the first seal support surface 68 may optionally together form a ridge 86 that extends into a first valley 88 between the first and second legs 82 and 84. This helps to hold the seal member 76 in place on the first seal support surface 68 and to resist lateral movement of the seal member 76 during movement of the valve member 60 between the plurality of positions therefor. The ridge 86 may be thin in sections, and may have a peak region that is arcuate, as shown in Figure 6A, or alternatively, the ridge 86 may be wider in some areas and will have a peak region in the form of a plateau.

[0068] Optionally, as can be seen in Figures 6A and 6B, a slope value of each of the inlet port-surrounding surfaces 70 decreases in a direction towards the respective inlet ports 56. Thus, it may be said in a different way, that a slope value of each of the first and second inlet port-surrounding surfaces 70a and 70b decreases in a direction towards the first and second inlet ports 56a and 56b respectively. This means in effect that the slope of the inlet port-surrounding surfaces 70 is higher towards the high region 72, which helps to splay the first and second legs 82 and 84 more easily when the seal member 76 is first pressed down onto the first seal support surface 68, as compared to if the inlet port-surrounding surfaces 70 extended linearly from the high region 72 to the low region 74.

[0069] Optionally, the seal member 76 further includes a first lateral projection 90 that extends laterally outside of the first leg 82 and a second lateral projection 92 that extends laterally outside of the second leg 84. The first lateral projection 90 includes a first fluid contact surface 94 that is oriented to receive fluid pressure from the coolant 30 so as to urge the seal member 76 with a first force F1 into engagement with the first-side surface 66 of the valve member 60. The second lateral projection 92 includes a second fluid contact surface 96 that is oriented to receive fluid pressure from the coolant 30 so as to urge the seal member 76 with a second force F2 into engagement with the first-side surface 66 of the valve member 60. In spite of being pressed against the first-side surface 66, it is possible that some coolant 30 may migrate in between the seal member 76 and the first-side surface 66 during operation. Any coolant 30 between the valve member 60 and the valve member engagement surface 80 of the seal member 76 applies a third force F3 urging the seal member 76 away from the valve member 76. However, the amount of migration is limited, and due to the contact force between the valve member 60 and the seal member 76 that is present after assembly of the valve 50. The first and second lateral projections 90 and 92 are sized such that the first and second forces F1 and F2 together are greater than the third force F3. This assists further in providing a good seal between the seal member 76 and the valve member 60.

[0070] Optionally, the seal member 76 may further include a third leg 98 adjacent the first leg 82 and a fourth leg 100 adjacent the second leg 84. The third leg 98 forms part of the first lateral projection 90 such that at least a portion of the first fluid contact surface 94 is on the third leg 98. Similarly, the fourth leg 100 forms part of the second lateral projection 92 such that at least a portion of the second fluid contact surface 96 is on the third leg 98.

[0071] The first seal support surface 68 may have at least one inlet port guide member 102 that is positioned laterally outside of the third leg 98, so as to limit lateral movement of the seal member 76 towards the associated inlet port 56. Thus it may be said that the first seal support surface 68 may have at least one first inlet port guide member 102 (shown at 102a) that is positioned laterally outside of the third leg 98, so as to limit lateral movement of the seal member 76 towards the first inlet port 56a, and similarly, the first seal support surface 68 may have at least one second inlet port guide member 102 (shown at 102b) that is positioned laterally outside of the fourth leg 98, so as to limit lateral movement of the seal member 76 towards the second inlet port 56b.

[0072] As can be seen, the at least one inlet port guide member 102 extends along only a portion of the length of the associated inlet port-surrounding surface 70. Thus it may be said that the at least one first inlet port guide member 102a extends along only a portion of the length of the first inlet port-surrounding surface 70a, and the at least one second inlet port guide member 102b extends along only a portion of the length of the second inlet port-surrounding surface 70b.

[0073] This can be seen in Figure 2A, where each straight segment of each inlet port surrounding surface 70 has an inlet port guide member 102 in the form of a relatively thin guidepost at a central region thereof, and each curved segment of each inlet port surrounding surface 70 has inlet port guide members 102. This arrangement of the inlet port guide members 102 has been found to be sufficient to hold the seal member 76 in place sufficiently during assembly of the valve 50 so that the seal member 76 is seated properly on the first seal support surface 68 after assembly 50 of the valve 50 is complete.

[0074] As a result, it is easier to mount the seal member 76 on the first seal support surface 68 than it would be if the first seal support surface 68 were positioned in a channel. Thus it may be said that the at least one first inlet port guide member 102 extends along only a portion of the length of the first inlet port-surrounding surface 70a, and the at least one second inlet port guide member 104 extends along only a portion of the length of the second inlet port-surrounding surface 70b.

[0075] VARIATIONS IN LEG THICKNESS

[0076] Figure 8 shows a representation of the pressure applied by the first and second legs 82 and 84 on the first seal support surface 68 after assembly of the valve 50 is complete, when the first and second legs 82 and 84 are as shown in Figure 6A, 6B and 7. In Figure 8, the regions that have increased amounts of darkness represent regions of greater pressure (examples of which are shown at 105). As can be seen, along portions of the first seal support surface 68 that extend straight and along regions that extend along a relatively shallow curve, the pressure applied by the first and second legs is relatively constant, whereas along regions of the first seal support surface 68 that extend around a curve that is of relatively short radius, the pressure applied by the first and second legs 82 and 84 increases. It is theorized that this is because, in short radius curves the associated curvature of the first and second legs 82 and 84 makes them more resistant to bending, which in turn results in greater pressure applied by them on the first seal support surface 68. Since the lower pressure applied by the first and second legs 82 and 84 is already sufficient to obtain an acceptable seal against the first seal support surface 68, and against the valve member 60, the additional pressure that is present in the short radius curves is unnecessary, and results in an increased amount of frictional resistance to movement for the valve member 60 relative to what is needed.

[0077] To reduce the frictional resistance to movement of the valve member 60, an alternative embodiment of the seal member 76 is shown in Figures 9A and 9B. In the seal member 76 shown in Figure 9A, the first and second legs 82 and 84 each have at least one first portion 106 that extends straight, and at least one second portion 108 that extends around an inside curve (as distinct from an outside curve). The first and second legs 82 each have a first thickness T1 along the at least one first portion 106, and a second thickness T2 along the at least one second portion 108. The second thickness T2 is less than the first thickness T1. By forming the first and second legs 82 and 84 such that the second thickness T2 is less than the first thickness T1 , the pressure in each of the at least one second portion 108 of the seal member 76 is reduced. Figure 10 shows a representation of the pressure applied by the first and second legs 82 and 84 on the first seal support surface 68 after assembly of the valve 50 is complete, when the first and second legs 82 and 84 are as shown in Figure 9A and 9B. As can be seen, the pressure shown in Figure 10 (i.e. the dark regions shown at 109) is relatively consistent between both the first portions of the seal member 76 and the second portions of the seal member 76.

[0078] As can be seen from Figure 6A, the seal member 76 can be injection molded relatively easily from two mold plates where one of the mold plates would move vertically relative to the other (based on the orientation of the seal member 76 shown in Figure 6A). By injection molding the seal member 76, it is easy to modify the thickness of the first and second legs 82 and 84 in selected regions, so as to control the pressure applied in local regions of the first and second legs 82 and 84 on the first seal support surface 68, as is described above. It will be noted that a seal member like the seal member 76 could not easily be manufactured by an extrusion process, which is used as a standard method for manufacturing certain types of seal member.

[0079] BROADENED TERMINOLOGY FOR PORTS AND ELEMENTS OF VALVE

[0080] The inlet ports 56 are all shown on one side of the valve housing 52, that may be referred to as the first side 110 of the valve housing 52 and the outlet ports 58 are all shown on a second side 112 of the valve housing 52. This first side 110 of the valve housing 52 is the side on which the first seal support surface 68 is provided. It will be noted that, in some embodiments, not all of the inlet ports 56 are provided on the first side 110 of the valve housing 52 and not all the outlet ports 58 are provided on the second side 112 of the valve housing 52. It is alternatively possible for one or more outlet ports 58 to be provided on the first side 110 of the valve housing 52 and for one or more inlet ports 56 to be provided on the second side 112 of the valve housing 52. Thus, the coolant ports that are present on the first side 110 of the valve housing 52 may more broadly be referred to as first-side coolant ports 114, and the coolant ports that are present on the second side 112 of the valve housing 52 may more broadly be referred to as second-side coolant ports 116. In the present example, the first, second, third and fourth inlet ports 56a, 56b, 56c and 56d may more broadly be referred to as first, second, third and fourth first-side ports 114a, 114b, 114c and 114d, and the first, second, third and fourth outlet ports 58a, 58b, 58c and 58d may more broadly be referred to as first, second, third and fourth second-side ports 116a, 116b, 116c and 116d. The plurality of first-side and second-side ports 114 and 116 are in fluid communication with elements of a coolant transport system (i.e. with elements of the coolant transport system 26, such as fluid conduits, the pumps 84, the thermal loads 22, the components such as the chiller 32, the condenser 40, the radiator 46 and the like).

[0081] Furthermore, the inlet port-surrounding surfaces 70 that form part of the first seal support surface 68 may more broadly be referred to as port-surrounding surfaces 70. Thus, the first and second inlet port-surrounding surfaces 70a and 70b described above, may more broadly be referred to as a first port-surrounding surface 70a of the first seal support surface 68 and a second port-surrounding surface 70b of the first seal support surface 68.

[0082] The valve member 60 may more broadly be said to be movable between a first position in which the at least one pass-through aperture 62 fluidically connects the plurality of first-side ports 114 to the plurality of second-side ports 116 in a first way to provide a first flow path arrangement through the coolant transport system 26 (e.g. as shown in Figure 13), and a second position in which the at least one pass-through aperture 62 fluidically connects the plurality of first-side ports 114 to the plurality of second-side ports 116 in a second way to provide a second flow path arrangement through the coolant transport system 26 that is different than the first flow path arrangement (e.g. as shown in Figure 14).

[0083] DESCRIPTION OF SECOND SEAL SUPPORT SURFACE AND SECOND SEAL MEMBER ON OUTLET SIDE OF VALVE

[0084] The valve housing 52 may further have a second seal support surface 68 on the second side 112. The first seal support surface 68 may be identified individually at 68a and the second seal support surface 68 may be identified individually at 68b. The port-surrounding surfaces 70 of the second seal support surface 68b may be said to include a first port-surrounding surface 70a of the second seal support surface 68b and a second port-surrounding surface 70b of the second seal support surface 68b.

[0085] Another seal member 76 may be provided on the second side 112 of the valve housing 52, which is supported on the second seal support surface 68b. The seal member 76 on the first side 110 may be referred to as a first seal member 76a, and the seal member 76 on the second side 112 may be referred to as a second seal member 76b. The seal member body 78 of the first seal member 76a may be referred to as a first seal member body 78. The seal member body 78 of the second seal member 76b may be referred to as a second seal member body 78.

[0086] Each of the port-surrounding surfaces 70 of the second seal support surface 68b extends from a high region 72 of the second seal support surface 68b and is sloped towards a low region 74 of the second seal support surface 68b, which is at greater depth into the second seal support surface 68b than is the high region 72 of the second seal support surface 68b, and which is closer to the associated second-side port 116 than is the high region 72 of the second seal support surface 68.

[0087] Accordingly, a first one of the port-surrounding surfaces 70, shown at 70a, of the second seal support surface 68b, extends from a first high region 72a of the second seal support surface 68b and is sloped towards a first low region 74a of the second seal support surface 68b, and a second one of the port-surrounding surfaces 70, shown at 70b, extends from a second high region 72b of the second seal support surface 68b and is sloped towards a second low region 74b of the second seal support surface 68b.

[0088] The second seal member 76b may be similar to the first seal member 76a apart from minor routing differences due to differences in the shapes of the second-side ports 116 as compared to the first-side ports 114. Thus, the first leg 82 of the second seal member 76b is engaged with the first port-surrounding surface 70a of the second seal support surface 68b, and is flexed in bending by engagement therewith, and the second leg 84 of the second seal member 76b is engaged with the second port surrounding surface 70b of the second seal support surface 68b and is flexed in bending by engagement therewith.

[0089] In the embodiment shown, the second seal member 76b is provided with dowel members shown at 115 that extend directly therefrom. These dowel members 115 mate with dowel apertures 117 on the second seal support surface 68b. This permits a worker to mount the second seal member 76 to the second seal support surface 68b so that he or she can lift up the second valve housing member 52b and turn it over for mounting on top of the rest of the valve 50 when assembling the valve 50.

[0090] CROSS-RIB ON PASS-THROUGH APERTURES

[0091] Each of the pass-through apertures 62 has a first edge 118 and a second edge 120. The first edge 118 is a leading edge and the second edge 120 is a trailing edge during movement of the at least one pass-through aperture 62 in a first direction (e.g. clockwise in the view shown in Figure 11). The second edge 120 is the leading edge and the first edge 118 is the trailing edge during movement of the at least one pass through aperture 62 in a second direction (e.g. counterclockwise in the view shown in Figure 11). The valve member 60 optionally includes a cross rib 122 that extends between the first edge 118 and the second edge 120 which engages the valve member engagement surface 80 of the seal member 76 during movement of the valve member 60 between the first and second positions to inhibit bowing of the seal member 76 into said each of the at least one pass-through aperture 62 during said movement of the valve member 76 between the first and second positions. By contrast, as shown in Figure 12, if the cross-rib 122 was not present the amount of bowing that would be present in the segment shown at 124 of the seal member 76 would be greater during passage of the said segment 124 across the pass-through aperture 62, as represented by the dashed line 126. As a result, when the segment 124 of the seal member 76 would re-engage the trailing edge 118 or 120 of the pass-through aperture 62, there is the potential for damage to the segment 124 as it impacts the trailing edge 118 or 120 and is urged back into position between the first-side surface 66 of the valve member 60 and the first seal support surface 68. [0092] VALVE MEMBER ACTUATOR

[0093] The valve 50 may further include a valve member actuator 130. The valve member actuator 130 is positioned to drive movement of the valve member 60 between the first and second positions. The valve member actuator 130 may be any suitable type of actuator. For example, in the embodiment shown, the valve member 60 pivots between the first and second positions about a valve axis Av, and the valve member actuator 130 includes an electric motor 132 that drives a plurality of intermediate gears 134, which drive a sector gear 136 that is provided on an outside of the valve member 60. The final gear of the intermediate gears 134 is shown at 134a and may be referred to as the final intermediate gear 134a. The final intermediate gear 134a is positioned in the valve chamber 54. A rotary seal element 136 is positioned on the shaft (shown at 138) of the final intermediate gear 134a prevents leakage of any coolant that is present in the valve chamber 54, out of the valve chamber 54.

[0094] A controller shown at 139 may be provided and is operatively connected to the valve member actuator 130. The controller 139 may be part of the control system 19. Thus, the control system 19 may be considered to be operatively connected to the valve member actuator 130.

[0095] DESCRIPTION OF MODES

[0096] As described above, the valve member 60 may be positionable in a plurality of positions. Each of the plurality of positions is described below, with reference to Figures 13-17. In terms of the lines used to represent coolant and refrigerant flow in Figures 13-17, it will be noted that: in the refrigerant transport system 24, a solid double line is cold gas, a long-dashed double line is warm gas, a short-dashed double line is hot gas, and a dashed single line is cold liquid. In the coolant transport system 26, a solid line is cold liquid, a dashed line is hot liquid, and a dotted line is a vent flow, which may be a mix of gas and liquid (and which is expected to be negligible).

[0097] The position shown in Figure 13 may be referred to as a high cabin-heating position. In the high cabin-heating position the valve member fluidically connects the condenser 40, the coolant heater 44 and the cabin heater core 42 in a first coolant loop 140 for the high cabin-heating position that does not include the battery 11. The battery 11 may be isolated in its own, second coolant loop 142 for the high cabin-heating position that is separate from the first coolant loop 140. Additionally, the traction motor 13, the chiller 32 and the radiator 46 may be connected together in a third coolant loop 144 for the high cabin-heating position. The high cabin-heating position may be used in a number of situations, such as when it is relatively cold out (e.g. between about 0 and - 10 degrees C), during vehicle start up. In this situation, it may be desired to heat the passenger cabin 16 as quickly as possible so as to make the passenger cabin 16 comfortable, while also heating the battery 11 relatively quickly, as the battery’s performance can be impacted significantly when it is below a threshold temperature. However, when the valve member 60 is in the high cabin-heating position there is a priority on heating the passenger cabin 16 preferentially over inputting heat to the battery 11.

[0098] During operation in the high cabin-heating position, the refrigerant transport system 24 may be used as a heat pump, whereby the operation of the condenser 40 on the refrigerant 28 inputs heat to the coolant 30. Additionally, the coolant heater 44 may be turned on, so as to further heat the coolant 30. The cabin heater core 42, in turn, transfers heat from the coolant 30 to an air flow that is blown into the passenger cabin 16, thereby heating the passenger cabin 16 quickly, using the first coolant loop 140. The battery 11 , being in its own, second coolant loop 142, inputs heat to the coolant 30, which is then recirculated back to the battery 11, so that the coolant 30 is warmed and does not cool the battery 11 significantly. While it may be possible to operate the battery 11 without circulating coolant 30 in the second coolant loop 142, it may be desirable to maintain some amount of coolant flow therein, so as to help maintain a relatively consistent temperature across the battery 11. By contrast, if the coolant flow 142 in the second coolant loop 142 is stopped completely, it may result in certain regions of the battery 11 heating up more than others, which is generally undesirable.

[0099] The traction motor 13 is less sensitive to cold temperature than the battery 11. Accordingly, it is less important to heat the traction motor 13 on vehicle start up in cold weather. Accordingly providing the traction motor 13 in the third coolant loop 144 with the chiller and the radiator 46 does not significantly harm the performance of the traction motor 13 in cold weather. However, if the electric vehicle 10 is equipped with grille shutters, it may be possible to close them during vehicle start up, so that the air inside the radiator compartment is relatively warmer than the ambient air around the electric vehicle 10, which in turn results in less coolant provided by the radiator 46. [0100] The position shown in Figure 14 may be referred to a high battery-heating position. In the high battery-heating position, the valve member 60 fluidically connects the cabin heater core 42, the coolant heater 44, the condenser 40 and the battery 11 in a first coolant loop 150 for the high battery-heating position. The traction motor 13, the chiller 32 and the radiator 46 may be connected together in a second coolant loop 152 for the high battery-heating position.

[0101] The high battery-heating position may be used in a number of situations, such as when it is very cold out (e.g. less than about -10 degrees C), during vehicle start up. In this situation, it may be desired to heat the passenger cabin 16 so as to make the passenger cabin 16 comfortable, but to also heat the battery 11 more quickly than in the high cabin-heating position, as the battery’s performance can be impacted significantly when it is below a threshold temperature, and its performance drops further with lower temperatures.

[0102] During operation in the high battery-heating position, the refrigerant transport system 24 may be too cold for use as a heat pump. As a result, the refrigerant transport system 24 (and therefore the condenser) may not be operating. However, the coolant heater 44 is turned on, and therefore heats the coolant 30 in the first coolant loop 150 for the high battery-heating position. The heated coolant 30 then passes through the cabin heater core 42 for heating the passenger cabin 16 and through the battery 11 so as to actively heat the battery 11.

[0103] The control system 19 may be programmed to determine an ambient temperature of air around the electric vehicle 10. This may be carried out any suitable way, such as by receiving signals from a temperature sensor in the electric vehicle 10, or by communicating with a weather service wirelessly and obtaining the local temperature via said wireless communication. The control system 19 may be further programmed to drive the valve member actuator 130 to move the valve member 60 to one of the high cabin-heating position and the high battery-heating position based at least in part on the ambient temperature being less than a selected lower threshold ambient temperature such as about 0 degrees C. It will be noted that, in some embodiments, the control system 19 may permit the vehicle driver (not shown) to select which position the valve member 60 should be in, based on whether they are willing to suffer with relatively worse battery performance in order to have a more-quickly-heated passenger cabin 16, or whether they would prefer to heat the passenger cabin 16 more slowly in order to heat the battery 11 more quickly, once the ambient temperature falls below the aforementioned selected lower threshold ambient temperature.

[0104] The position shown in Figure 15 may be referred to a high battery-and-motor- cooling position. In the high battery-and-motor-cooling position, the valve member 60 fluidically connects the battery 11 , the traction motor 13 and the chiller 32 in a first coolant loop 160 for the high battery-and-motor-cooling position that does not include the cabin heater core 42. The condenser 40, the coolant heater 44, the cabin heater core 42 and the radiator 46 may be connected together in a second coolant loop 162 for the high battery-and-motor-cooling position.

[0105] The high battery-and-motor-cooling position may be used in a number of situations, such as when it is very hot out (e.g. greater than about 45 degrees C) during vehicle start up, or in situations where the electric vehicle 10 is under very high load (e.g. pulling a very heavy trailer, or climbing a relatively steep hill) even when it is not hot out. In such situations, it is important to cool the battery 11 so as to maintain the battery 11 below a selected temperature as battery performance can degrade if the battery 11 becomes too hot. It will be noted that, in situations where battery performance suffers (e.g. when the battery 11 is too cold or too hot) the battery’s operating life can also suffer during use under such conditions. It is therefore particularly advantageous to bring the battery 11 to within a selected temperature range as quickly as possible.

[0106] During operation in the high battery-and-motor-cooling position, the chiller 32 operates so as to draw heat from the coolant 30 in order to assist in driving evaporation of the refrigerant 28. The cabin evaporator 36 may also be operated in order to cool the passenger cabin 16. The cooled coolant 30 that exits the chiller 32 is used to cool the battery 11 and the traction motor 13. The coolant heater 42 may be off, so as not to heat the coolant 30 in the second coolant loop 162.

[0107] As can be seen in Figure 15, in the high battery-and-motor-cooling position the valve member 60 fluidically connects the condenser 40 and the radiator 46, such that the radiator 46 sheds heat that is introduced into the coolant 30 by the condenser 40.

[0108] The position shown in Figure 16 may be referred to a filling position. In the filling position, the valve member 60 fluidically connects the the battery 11 , the traction motor 13, the chiller 32, the condenser 40, the coolant heater 44, the cabin heater core 42, and the radiator 46 in a first coolant loop 170 for the filling position so as to provide fluid communication therebetween. In other words, the entirety of the coolant transport system 26 is connected together in a single coolant loop 170.

[0109] The filling position may be used so as to permit filling of the coolant transport system 26 in its entirety without the need to ever reposition the valve member 60. By contrast, in some electric vehicles of the prior art, there is a coolant transport system but it is divided into separate loops that are not fluidically connected together. As a result, each loop may need to be filled separately. If a single valve is provided in such systems, it may need to be repositioned during the filling process in order to provide fluid communication between the point where the coolant is being introduced and the various loops that are to be filled. Accordingly, there is the potential for a coolant loop to get missed in such prior art systems, in which case the vehicle would only contain a portion of the total amount of coolant that it needs, which could result in overheating of certain components and consequent damage thereto. Thus, the filling position for the valve member 60 in the present valve 50 is advantageous as it prevents such a scenario since the entire coolant transport system 26 is in a single coolant loop in this position. Additionally, the filling position may also be used in a situation where it is hot out (e.g. between about 35 and about 45 degrees C) during vehicle start up, but not as hot as when the high battery-and-motor-cooling position is used.

[0110] During operation in the filling position, the condenser 40 and the cabin evaporator 36 may be operated in order to cool the passenger cabin 16. In addition the chiller 32 may be operated in order to cool the coolant 30. Additionally, the radiator 46 may be operated to further cool the coolant. The coolant heater 44 is not operated.

[0111] The control system 19 may be programmed to determine an ambient temperature of air around the electric vehicle 10 in any suitable way as noted above, and to drive the valve member actuator 130 to move the valve member 60 to one of the filling position and the high battery-and-motor-cooling position based at least in part on the ambient temperature being greater than a selected upper threshold ambient temperature such as about 35 degrees C. It will be noted that, in some embodiments, the control system 19 may permit the vehicle driver (not shown) to select which position the valve member 60 should be in, based on whether they are willing to suffer with relatively worse battery performance in order to have a more-quickly-cooled passenger cabin 16, or whether they would prefer to cool the passenger cabin 16 more slowly in order to cool the battery 11 more aggressively. [0112] The position shown in Figure 17 may be referred to a less-high battery cooling position. In the less-high battery cooling position, the valve member 60 fluidically connects the battery 11 and the radiator 46 in a first coolant loop 180 for the less-high battery cooling position. The valve member 60 may further fluidically connect the chiller 32, the condenser 40, the coolant heater 44, the cabin heater core 42, and the traction motor 13 in a second coolant loop 182 for the less-high battery cooling position. The less-high battery cooling position may be used when the temperature is relatively mild, such as, for example, between about 0 and about 16 degrees C, during low speed, low load driving of the electric vehicle 10. In this position, the battery 11 is cooled sufficiently using the radiator 46, when needed. The cabin evaporator 36 may be operated in order to dehumidify the air in the passenger cabin 16. The condenser 40 may be operated to heat coolant 30 for use in heating the passenger cabin 16, if desired by the driver (not shown).

[0113] EMBODIMENT WITH INTEGRATED PUMPS

[0114] Reference is made to Figures 18A-21, which show a valve module 200 in accordance with another embodiment of the present disclosure. As can be seen in the schematic illustration in Figure 18A, the valve module 200 may include the valve 50, and also at least one pump 202. In the embodiment shown there are three pumps 202, shown individually at 202a, 202b and 202c. It will be noted that the configuration of the valve housing 52 may be tailored to the mounting of the pumps 202 thereon and so even though elements in the valve module 200 may have the same names and reference numbers as those corresponding elements in the valve 50 shown in Figures 1 A-12, their shapes may be changed a bit to account for such things as the mounting of the pumps 202 and changes in the positions of selected elements of the coolant transport system 26 that they are part of.

[0115] With reference to Figures 20 and 21 in particular the first pump 202a includes a first pump housing 204a, a first impeller 206a and a first pump motor 208a. The first pump housing 204a defines a first pump chamber 210a is sealingly connected to the valve housing 52, such that the first pump chamber 210a is in fluid communication with a first one 58a of the plurality of outlet ports 58. The first pump housing 204a may itself be formed from a first pump housing member212, a second pump housing member214, and a third pump housing member 216. The first pump housing 204a defines a pump inlet 218 and a pump outlet 219. In the embodiment shown, the pump inlet 218 and the pump outlet 219 are both on the first pump housing member 212. The first pump housing 204a is sealingly engaged with the valve housing 52 with the pump inlet 218 directly downstream from the first outlet port 58a of the valve 50. The sealing engagement may be facilitated by means of a first seal member 220 (e.g. an o-ring) between the pump inlet 218 and the valve housing 52 near a first axial end of the first pump housing member 212, and a second seal member 222 (e.g. an o-ring) between the first pump housing member 212 and the valve housing 52 near a second axial end of the first pump housing member212. Additionally, third and fourth seal members 224 and 226 (e.g. o-rings) may be provided between the first pump housing member 212 and a stator 228 from the pump motor 208a, and between the second pump housing member 214 and the stator 228, respectively. Other arrangements are possible.

[0116] The first impeller 206a is rotationally supported in the first pump chamber 210a for rotation about a first pump axis Ap. In the embodiment shown, the first impeller 206a is mounted on a pump shaft 230 that is supports on a first bushing 232 and a second bushing 234 that are mounted in the first pump housing 204a.

[0117] The first pump impeller 206a may have any suitable configuration. In the embodiment shown, the first pump 202a is a centrifugal pump and thus the impeller 206a is shaped to receive coolant near the pump axis Ap and is shaped to discharge the coolant tangentially from the pump housing 204a through the pump outlet 219.

[0118] The first pump motor 208a is operatively connected to the first impeller 206a to drive rotation of the first impeller 206a, so as to draw in coolant 30 from the first one 58a of the outlet ports 58 and to discharge the coolant 30 through the first pump outlet 219.

[0119] In some embodiments, the first pump housing portion 212 may be omitted entirely and the first pump 204a may be mounted sealingly to the valve housing 52 by means of the second and/or third pump housing members 214 and 216 and any needed seal members.

[0120] The first pump motor 208a includes the stator 228 and at least one rotor 236 that is axially spaced from the stator along the first pump axis Ap. In the embodiment shown, the at least one rotor 236 includes a first rotor 236a and a second rotor 236b, both of which are fixed to the pump shaft 230. The first impeller 206a may be axially abutted with the first one 236a of the at least one first rotor 236. [0121] An internal divider 238 (which in the present embodiment is part of the third pump housing member 216) divides the first pump chamber 210a into a first portion 240 and a second portion 242. The first impeller 206a includes a plurality of coolant drive surfaces 244 which are positioned in the first portion 240 of the first pump chamber 210a. The first pump motor 208a is positioned in the second portion 242 of the first pump chamber 210a and is exposed to the coolant 30.

[0122] The first pump motor 208a is an axial flux motor, but it will be understood that any suitable type of motor may be used as the first pump motor 208a. For example, a frameless torque ring motor, which is a radial flux motor, could be used as the first pump motor 208a.

[0123] The second pump 202b may be the same as the first pump 202a, but is mounted to receive and pump coolant 30 from the second one 58b of the outlet ports 58. Thus, the second pump 202b includes a second pump housing 204b defining a second pump chamber 210b, a second impeller 206b and a second pump motor 208b, all of which may be identical or substantially identical to the first pump housing 204a, the first pump chamber 210a, the first impeller 206a and the first pump motor 208a, respectively.

[0124] The third pump 202c may be the same as the first pump 202a, but is mounted to receive and pump coolant 30 from the second one 58c of the outlet ports 58. Thus, the third pump 202c includes a third pump housing 204c defining a third pump chamber 210c, a third impeller 206c and a third pump motor 208c, all of which may be identical or substantially identical to the first pump housing 204a, the first pump chamber 210a, the first impeller 206a and the first pump motor 208a, respectively.

[0125] Any other suitable number of pumps 202 may be provided instead of three pumps 202. It will be noted that Figure 20 is representative of all three pumps 202a, 202b and 202c.

[0126] ALTERNATIVE LANGUAGE

[0127] While the valve 50 was disclosed as having four inlet ports and four outlet ports, the valve 50 may have any suitable number of ports, and need not have the same number of inlet ports as outlet ports. Separately, the valve member 60 is shown as being movable between five positions, corresponding to Figures 13-17, however, it may be possible for the valve 50 to include more or fewer positions, such as a position corresponding to Figure 13 (the high cabin-heating position), a position corresponding to Figure 15 (the high motor-and-battery cooling position), and position corresponding to Figure 16 (the filling position), with other positions being optional. Other combinations of positions may alternatively be provided, including at least one position in which the battery is heated, and one position in which the battery and the traction motor are cooled (without necessarily being in the same coolant loop together).

[0128] Those skilled in the art will appreciate that the embodiments disclosed herein can be modified or adapted in various other ways whilst still keeping within the scope of the appended claims.