Patent Publication Number: US-2023145604-A1

Title: Control valve and cooling system for a vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority to and the benefit of Korean Patent Application No. 10-2021-0154444 filed in the Korean Intellectual Property Office on Nov. 11, 2021, the entire contents of which are incorporated herein by reference. 
     BACKGROUND 
     (a) Field 
     The present disclosure relates to a control valve and a cooling system for a vehicle including the same. 
     (b) Description of the Related Art 
     In general, an engine generates heat energy while providing power through fuel combustion to drive a vehicle, and coolant in the vehicle absorbs heat energy while circulating the engine, a heater, and a radiator, and discharges the absorbed heat energy to the outside of the vehicle or engine. 
     When coolant temperature of the engine is overheated, knocking occurs, and ignition timing must be adjusted to suppress the knocking, so engine performance may be deteriorated. In addition, if temperature of lubricant is excessively high, its viscosity may be lowered and a lubrication function may be deteriorated. 
     Conversely, if the coolant temperature of the engine is excessively low, viscosity of oil increases and frictional force increases, which cause fuel consumption increase. In addition, as temperature of the exhaust gas rises slowly, activation time of a catalyst may be prolonged, and quality of the exhaust gas may be deteriorated. In addition, it may take a long time for the heater to function normally, which may cause inconvenience to a user. 
     Particularly, since viscosity of an engine oil increases during cold start of the engine such as in winter, an output and efficiency of the engine are lowered, resulting in deterioration of fuel efficiency. In addition, since temperature of a combustion chamber is low, there is a problem that the exhaust gas is excessively discharged due to incomplete combustion. 
     Therefore, a technology is used to control several cooling elements through one valve, such as maintaining a high temperature of the coolant in a specific part of the engine and keeping the other parts low depending on operation modes of the vehicle. 
     In other words, research has been conducted on a technology in which one control valve controls each coolant passing through the radiator, the heater, an EGR cooler, an oil cooler, or the engine. Research is underway to simplify the configuration of the control valve to simplify the layout of a cooling system and to optimize an opening strategy of the control valve. 
     In addition, as element technologies of the vehicle&#39;s cooling system increases, the complexity of the cooling system increases, and accordingly, the layout of the cooling system is also complicated. We have discovered that an effect of the element technology of each cooling system overlaps with that of an element technology of other cooling systems, and there are cases in which a targeted effect cannot be obtained. Therefore, we have found that research to realize the optimization of functional elements including the layout of the cooling system is desired. 
     The above information disclosed in this Background section is only to enhance understanding of the background of the present disclosure, and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art. 
     SUMMARY 
     The present disclosure provides a control valve of a cooling system for a vehicle having advantages of simplifying a configuration of the control valve applied to the cooling system to simplify a layout of the cooling system and to optimize the opening strategy of the control valve. 
     In an embodiment of the present disclosure, a control valve includes: a valve housing; and a coolant port formed in the valve housing and through which coolant inflows. The control valve further includes: an oil cooler port formed in the valve housing; and a heater port formed in the valve housing; and a radiator port formed in the valve housing. The control valve further includes: a bypass flow path through which the coolant port and the heater port communicate; and a ball valve. In particular, while the ball valve rotates inside the valve housing, the coolant port and the oil cooler port may selectively communicate, and the coolant port and the radiator port may also selectively communicate. In one embodiment, a valve inlet may be formed in the ball valve and communicates with the coolant port. In addition, a first section outlet, a second section outlet, and a third section outlet, which selectively communicate with the valve inlet, may be formed consecutively on an outer periphery of the ball valve. 
     The first section outlet may be formed by a predetermined section along a rotating direction of the ball valve, the second section outlet may extend from the first section outlet and is formed wider than a vertical direction width of the first section outlet, and the third section outlet may extend from the second section outlet and may be formed narrower than a vertical direction width of the second section outlet. 
     The first section outlet may be formed below a central axis perpendicular to a rotation shaft of the ball valve. 
     A rib may be formed at the second section outlet. 
     The oil cooler port and the radiator port may be spaced apart by a predetermined angle about a rotation shaft of the ball valve. 
     A central axis of the oil cooler port may pass through a center of the ball valve. 
     A central axis perpendicular to a rotation shaft of the ball valve may offset from a central axis of the oil cooler port by a predetermined angle. 
     In another embodiment of the present disclosure, a cooling system for a vehicle includes: an oil cooler disposed on a first connection line selectively connected to the oil cooler port; and a heater disposed on a second connection line selectively connected to the heater port. The cooling system further includes: a radiator disposed on a third connection line selectively connected to the radiator port; and a controller configured to control operation of the control valve to operate in any one mode among a plurality of modes for selectively exhausting coolant supplied from an engine to the first to third connection lines through the control valve. 
     The plurality of modes may include first, second, third, fourth and fifth modes, which are sequentially performed as the ball valve rotates at a predetermined angle from a reference position. 
     In the first mode, the coolant inflowing to the coolant port may be exhausted to the third connection line through the radiator port, and may also be exhausted to the second connection line through the bypass flow path and the heater port. 
     In the second mode, the coolant inflowing to the coolant port may be exhausted only to the second connection line through the bypass flow path. 
     In the third mode, the coolant inflowing to the coolant port may be exhausted to the first connection line through the oil cooler port, and may also be exhausted to the second connection line through the bypass flow path and the heater port. 
     In the fourth mode, the coolant inflowing to the coolant port may be exhausted to the first connection line through the oil cooler port, exhausted to the second connection line through the bypass flow path and the heater port, and further exhausted to the third connection line through the radiator port. 
     In the fifth mode, the coolant inflowing to the coolant port may be exhausted to the first connection line through the oil cooler port, exhausted to the second connection line through the bypass flow path and heater port, and further exhausted to the third connection line through the radiator port. 
     An amount of coolant exhausted to the third connection line may be maximum. 
     According to the control valve of the cooling system for the vehicle of an embodiment of the present disclosure as described above, it is possible to reduce or minimize the entire size and weight of the control valve by minimizing the size of the ball valve rotatably installed in the valve housing, thereby facilitating assembly inside the engine room and simplifying packaging. 
     In addition, it is possible to optimize control of the cooling system by always bypassing the flow rate of the coolant supplied to the heater. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       These drawings are for reference in describing embodiments of the present disclosure, and the technical scope of the present disclosure should not be construed as being limited to the accompanying drawings. 
         FIG.  1    is a schematic diagram illustrating a configuration of a cooling system to which a control valve according to an embodiment of the present disclosure is applied. 
         FIG.  2    is a diagram illustrating a configuration of a control valve and a valve housing according to an embodiment of the present disclosure. 
         FIG.  3    and  FIG.  4    are perspective views illustrating a configuration of a control valve according to an embodiment of the present disclosure. 
         FIG.  5    and  FIG.  6    are side views illustrating a configuration of a control valve according to an embodiment of the present disclosure. 
         FIG.  7    is a cross-sectional view illustrating a partial configuration of a control valve according to an embodiment of the present disclosure. 
         FIG.  8    is a graph for explaining an operation of a control valve according to an embodiment of the present disclosure. 
         FIGS.  9 A to  9 E  are exploded views of an outer peripheral surface of a ball valve spread out on a plane according to an embodiment of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     The present disclosure is described more fully hereinafter with reference to the accompanying drawings, in which embodiments of the present disclosure are shown. As those having ordinary skill in the art would realize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present disclosure. 
     The drawings and description are to be regarded as illustrative in nature and not restrictive, and like reference numerals designate like elements throughout the specification. 
     In addition, since the size and thickness of each component shown in the drawing are arbitrarily indicated for convenience of explanation, the present disclosure is not necessarily limited to the drawing, and in order to clearly express various parts and regions, the thickness is enlarged. 
     When a component, device, element, or the like of the present disclosure is described as having a purpose or performing an operation, function, or the like, the component, device, or element should be considered herein as being “configured to” meet that purpose or to perform that operation or function. 
     Hereinafter, a control valve of a cooling system for a vehicle according to an embodiment of the present disclosure is described in detail with reference to the accompanying drawings. 
     First, a cooling system for a vehicle to which a control valve according to an embodiment of the present disclosure is applied is described below. 
       FIG.  1    is a schematic diagram illustrating a configuration of a cooling system to which a control valve according to an embodiment of the present disclosure is applied. 
     As shown in  FIG.  1   , the cooling system for the vehicle may include an engine  20  through which coolant is circulated through operation of a water pump  10 , an EGR cooler  30 , an oil cooler  50 , a heater  60 , and a radiator  70 , which are respectively connected to each other by a coolant line  12 . 
     The water pump  10  pumps the coolant to the engine  20  and the EGR cooler  30  through the coolant line  12 , respectively. The coolant pumped by the water pump  10  is distributed to the engine  20  and the EGR cooler  30 . 
     The EGR cooler  30  may be fluidly connected to the coolant line  12  through the EGR coolant line  13  branched from the coolant line  12  so that the coolant pumped from the water pump  10  is supplied. 
     After passing through the EGR cooler  30 , the EGR coolant line  13  may be fluidly connected to the coolant line  12  again. 
     Accordingly, the coolant pumped through the operation of the water pump  10  may be supplied to the engine  20  through the coolant line  12 , and may be supplied to the EGR cooler  30  through the EGR coolant line  13 . 
     The cooling system according to an exemplary embodiment of the present disclosure is provided with a control valve  100  for distributing the coolant exhausted from the engine  20  to the heater  60 , the radiator  70 , and the oil cooler  50 . 
     The control valve  100  may be operated according to a control signal of a controller  90 . To this end, the controller  90  may be implemented as at least one microprocessor operated by a predetermined program, and the predetermined program may include a series of instructions for performing a control method according to an exemplary embodiment of the present disclosure to be described later. 
     The control valve  100  is fluidly connected to the heater  60 , the radiator  70 , and the oil cooler  50  through a first connection line  42 , a second connection line  44 , and a third connection line  46 , respectively. 
     In the first connection line  42 , the coolant distributed from the control valve  100  to the oil cooler  50  flows. In the second connection line  44 , the coolant distributed from the control valve  100  to the heater  60  flows. In addition, the coolant distributed from the control valve  100  flows to the radiator  70  through the third connection line  46 . 
     Here, the radiator  70  may be disposed at the front of the vehicle, and the cooling fan  72  may be mounted at the rear of the radiator  70 . 
     The control valve  100  according to an embodiment of the present disclosure may selectively open and close the first connection line  42  and the third connection line  46  by a control signal of the controller  90 . The control valve  100  may control opening rates of the first connection line  42  and the third connection line  46  according to a rotation position of a ball valve  300  installed inside the control valve  100 . 
     In addition, a bypass flow path  250  connecting the engine  20  and the heater  60  is formed in the control valve  100  according to an embodiment of the present disclosure. Accordingly, the coolant distributed from the engine  20  always flows to the heater  60  through the bypass flow path  250 . 
     Meanwhile, an exhaust heat recovery device  62  may be provided downstream of the heater  60  disposed on the second connection line  44 . The exhaust heat recovery device  62  recovers heat included in the exhaust gas exhausted from the engine  20  through the coolant. 
     An auxiliary water pump  64  may be provided downstream of the exhaust heat recovery device  62  disposed on the second connection line  44 . The coolant of the second connection line  44  is pumped to the coolant line  12  by the operation of the auxiliary water pump  64 . 
     In addition, a reservoir tank  80  may be provided in an auxiliary connection line  48  between the radiator  70  and the water pump  10 . The reservoir tank  80  may store the coolant that has been cooled by and flows in from the radiator  70 . Here, the auxiliary connection line  48  may be branched from the third connection line  46  on which the radiator  70  is disposed and may merge into the second connection line  44  on which the heater  60  is disposed. 
     Next, a control valve according to an embodiment of the present disclosure is described in detail with reference to the accompanying drawings. 
       FIG.  2    is a drawing illustrating a configuration of a control valve and a valve housing according to an embodiment of the present disclosure.  FIGS.  3  and  4    are perspective views illustrating a configuration of the control valve  100  according to an embodiment of the present disclosure.  FIGS.  5  and  6    are side views illustrating a configuration of the control valve  100  according to an embodiment of the present disclosure. 
     As shown in  FIG.  2    to  FIG.  6   , the control valve  100  may include a valve housing  200  and a ball valve  300  rotatably disposed inside the valve housing  200 . In an embodiment of the present disclosure, the ball valve  300  is installed inside the valve housing  200  so that rotations in both directions (e.g., clockwise and counter-clockwise directions) are possible only within a predetermined angle range (e.g., 10 degrees to 280 degrees). 
     Referring to  FIG.  2   , in the valve housing  200 , a coolant port  210  communicating with a coolant line  12  may be formed, an oil cooler port  220  communicating with a first connection line  42  on which an oil cooler  50  is disposed may be formed, a radiator port  230  communicating with a third connection line  46  on which a radiator  70  is disposed may be formed, and a heater port  240  communicating with a second connection line  44  on which a heater  60  is disposed may be formed. 
     A driving unit  260  for supplying power for rotating the ball valve  300  is disposed on the upper portion of the valve housing  200 . The driving unit  260  may include a motor  262  that generates power by electrical energy, and may also include a speed reducer  264  that decelerates the speed of the motor  262  and increases torque. 
     In addition, a bypass flow path  250  which fluidly connects the coolant port  210  and the heater port  240  is formed in the valve housing  200 . Accordingly, the coolant which inflows through the coolant port  210  is always exhausted to the second connection line  44  through the bypass flow path  250 . 
     Referring to  FIG.  3    to  FIG.  6   , the ball valve  300  is formed in a partially spherical shape with an empty interior. An upper part and a lower part of the ball valve  300  are cut to form a partial spherical shape. A valve inlet  310  that is fluidly connected to the coolant port  210  is formed at an opened lower portion of the ball valve  300 . And a rotation shaft  302  connected to the speed reducer  264  is formed inside the ball valve  300 . 
     A first section outlet  320 , a second section outlet  330 , and a third section outlet  340  are formed on an outer periphery of the ball valve  300  along the rotating direction of the ball valve  300 . The first to third section outlets ( 320 ,  330 ,  340 ) selectively communicate with the valve inlet  310  formed at an lower portion of the ball valve  300 . 
     The first section outlet  320  to the third section outlet  340  may selectively communicate with the oil cooler port  220 , and the first section outlet  320  and the second section outlet  330  may selectively communicate with the radiator port  230 . Therefore, the coolant inflowing through the valve inlet  310  is selectively exhausted through the first section outlet  320  to the third section outlet  340 . 
     The first section outlet  320  may be formed by a predetermined section along the rotating direction of the ball valve  300 . The second section outlet  330  may extend from the first section outlet  320  and may be formed wider than the vertical direction width (i.e., a width measured in a vertical direction of the ball valve  300 ) of the first section outlet  320 . Thus, the width of the second section outlet  330  is wider than a width of the first section outlet  320  measured along the vertical direction. The third section outlet  340  may extend from the second section outlet  330  and may be formed narrower than the vertical direction width of the second section outlet  330 . In one embodiment, the first section outlet  320  may be formed below a central axis  304  perpendicular to the rotation shaft  302  of the ball valve  300 . In another embodiment, the second section outlet  330  may be formed above and below the central axis  304 , and the third section outlet  340  may be formed below the central axis  304 . 
     For example, the first section outlet  320  may be formed in a narrow slot shape along the circumferential direction of the ball valve  300 . The second section outlet  330  may be formed in an approximate circular shape with a vertical direction width wider than the first section outlet  320 . In one embodiment, a rib  332  is formed in the second section outlet  330  along the circumferential direction of the ball valve  300  (or the rotating direction of the ball valve). The strength of the ball valve  300  may be reinforced by the rib  332 . In addition, the third section outlet  340  may be formed in a slot shape with a vertical direction width which is wider than the vertical direction width of the first section outlet  320 . 
     The diameter of the oil cooler port  220  may be formed in a size corresponding to the vertical direction width of the third section outlet  340 , and the diameter of the radiator port  230  may be formed in a size corresponding to the vertical direction width of the second section outlet  330 . In addition, the oil cooler port  220  and the radiator port  230  may be disposed to be spaced apart from each other at a predetermined angle around the rotation shaft of the ball valve  300 . 
       FIG.  7    is a cross-sectional view illustrating a partial configuration of a control valve  100  according to an embodiment of the present disclosure. 
     Referring to  FIG.  7   , the central axis  304  of the oil cooler port  220  passes through the center of the ball valve  300 . In addition, the central axis  304  perpendicular to the rotation shaft  302  of the ball valve  300  may be offset by a predetermined angle from the central axis  304  of the oil cooler port  220 . As such, by disposing the central axis  304  of the ball valve  300  and the central axis  304  of the oil cooler port  220  to be offset by a predetermined angle, the overall size of the valve housing  200  may be reduced or minimized. 
     Hereinafter, the operation of the cooling system according to an embodiment of the present disclosure as described above is described in detail with reference to the accompanying drawings. 
       FIG.  8    is a graph for explaining an operation of a control valve according to an embodiment of the present disclosure. In addition,  FIGS.  9 A to  9 E  are exploded views of an outer peripheral surface of a ball valve spread out on a plane according to an embodiment of the present disclosure. In other words,  FIGS.  9 A to  9 E  are drawings explaining the operation of the valve in each mode (first mode to fifth mode) shown in  FIG.  8   . 
     A cooling system for a vehicle according to an embodiment of the present disclosure may operate in any one mode of a plurality of modes based on the vehicle&#39;s operating conditions including the temperature of coolant and the outside temperature. 
     In an embodiment of the present disclosure, as the ball valve  300  rotates at a predetermined angle from the reference position, the first mode to the fifth mode may be sequentially performed. For example, the first, second, third, fourth and fifth modes may be sequentially performed while the ball valve  300  rotates anticlockwise (i.e., counter-clockwise) from the reference position. 
     The first mode is a mode in which the coolant port  210  and the radiator port  230  communicate through the ball valve  300  to prevent the coolant inflowing from the engine  20  from overheating when a failure occurs in the motor  262  of the control valve  100  (e.g., when the motor  262  does not rotate in either direction due to a failure of the reducer  264 , etc.). In the first mode, the ball valve  300  is in a range of a first predetermined angle (e.g., 55 degrees) from a reference position (e.g., 10 degrees). 
     Referring to  FIG.  9 A , in the first mode, the radiator port  230  and the first section outlet  320  of the ball valve  300  communicate, and the coolant inflowing to the coolant port  210  is exhausted from the valve inlet  310  of the ball valve  300  to the third connection line  46  where the radiator  70  is disposed through the first section outlet  320  and the radiator port  230 . In addition, since the coolant port  210  and the heater port  240  are always communicated through a bypass flow path  250 , some coolant inflowing from the engine  20  is exhausted through the bypass flow path  250  to the second connection line  44  where the heater  60  is disposed. 
     In the first mode, as the ball valve  300  rotates anticlockwise, the communication area between the first section outlet  320  and the radiator port  230  decreases. Accordingly, as the ball valve  300  rotates anticlockwise, the amount of coolant exhausted to the third connection line  46  decreases, and the amount of coolant exhausted to the second connection line  44  where the heater  60  is disposed through the bypass flow path  250  increases. 
     Referring to  FIG.  9 B , the second mode is a mode to supply the coolant that is heated after cooling the engine  20  to the heater  60 . In the second mode, the ball valve  300  ranges from a first predetermined angle (e.g., 55 degrees) to a second predetermined angle (e.g., 75 degrees). In the second mode, the first section outlet  320  to the third section outlet  340  of the ball valve  300  do not communicate with the radiator port  230  and the heater port  240 . In addition, since the coolant port  210  and the heater port  240  are always communicated through the bypass flow path  250 , all coolant inflowing from engine  20  is exhausted to the heater  60  through the bypass flow path  250 . 
     The third mode is a mode to control the temperature of the oil cooler  50  by using the coolant that is heated after cooling the engine  20 . In the third mode, the ball valve  300  is in the range of a second predetermined angle (e.g., 75 degrees) to a third predetermined angle (e.g., 165 degrees). 
     Referring to  FIG.  9 C , in the third mode, the first section outlet  320  and the second section outlet  330  are selectively communicated with the oil cooler port  220  according to the rotation of the ball valve  300 , and the coolant inflowing to the coolant port  210  is exhausted from the valve inlet  310  to the first connection line  42  where the oil cooler  50  is disposed through the first section outlet ( 320 , or the second section outlet  330 ) and the oil cooler port  220 . In addition, since the coolant port  210  and the heater port  240  are always communicated through the bypass flow path  250 , some coolant inflowing from the engine  20  is exhausted to the heater  60  through the bypass flow path  250 . 
     In the third mode, as the ball valve  300  rotates anticlockwise, the communication area between the oil cooler port  220  and the first section outlet  320  increases. In addition, as the oil cooler port  220  communicates with the second section outlet  330 , the communication area between the oil cooler port  220  and the second section outlet  330  is maximized. Accordingly, as the ball valve  300  rotates anticlockwise, the amount of coolant exhausted to the first connection line  42  increases, and the amount of coolant exhausted to the second connection line  44  where the heater  60  is disposed through the bypass flow path  250  decreases. 
     The fourth mode is a mode to control the temperature of the oil cooler  50  using the coolant that is heated after cooling the engine  20 , and to cool some coolant through radiator  70 . In the fourth mode, the ball valve  300  is in the range of a third predetermined angle (e.g., 165 degrees) to a fourth predetermined angle (e.g., 270 degrees). 
     Referring to  FIG.  9 D , in the fourth mode, the second section outlet  330  and the third section outlet  340  selectively communicate with the oil cooler port  220  according to the rotation of the ball valve  300 , and the first section outlet  320  and the second section outlet  330  selectively communicate with the radiator port  230 . Accordingly, the coolant inflowing to the coolant port  210  is exhausted from the valve inlet  310  to the first connection line  42  where the oil cooler  50  is disposed through the second section outlet ( 330 , or the third section outlet  340 ) and the oil cooler port  220 . In addition, the coolant inflowing to the coolant port  210  is exhausted from the valve inlet  310  to the third connection line  46  where the radiator  70  is disposed through the first section outlet ( 320 , or the second section outlet  330 ) and the radiator port  230 . In addition, since the coolant port  210  and the heater port  240  are always communicated through the bypass flow path  250 , some coolant inflowing from the engine  20  is exhausted to the heater  60  through the bypass flow path  250 . 
     In the fourth mode, as the ball valve  300  rotates, the communication area between the radiator port  230  and the first section outlet  320  increases. In addition, as the radiator port  230  communicates with the second section outlet  330 , the communication area between the radiator port  230  and the second section outlet  330  increases. Accordingly, as the ball valve  300  rotates anticlockwise, the amount of coolant exhausted to the third connection line  46  increases, and the amount of coolant exhausted to the second connection line  44  where the heater  60  is disposed through the bypass flow path  250  decreases relatively. 
     The fifth mode is a mode to cool the coolant that is heated after cooling the engine  20  as much as possible, and if necessary, a mode in which the coolant port  210  and the radiator port  230  are communicated through the ball valve  300  to prevent the coolant inflowing from the engine  20  from overheating, when a failure occurs in the motor  262  of the control valve  100  (e.g., when motor  262  does not rotate in either direction due to a failure in reducer  264 , etc.). In the fifth mode, the ball valve  300  ranges from a fourth predetermined angle (e.g., 270 degrees) to a fifth predetermined angle (e.g., 280 degrees). 
     Referring to  FIG.  9 E , in the fifth mode, the third section outlet  340  and the oil cooler port  220  are communicated according to the rotation of the ball valve  300 , and the second section outlet  330  and the radiator port  230  are communicated. Accordingly, the coolant inflowing to the coolant port  210  is exhausted from the valve inlet  310  to the first connection line  42  where the oil cooler  50  is disposed through the third section outlet  340  and the oil cooler port  220 . In addition, the coolant inflowing to the coolant port  210  is exhausted from the valve inlet  310  to the third connection line  46  where the radiator  70  is disposed through the second section outlet  330  and the radiator port  230 . Here, since the area communicated with the radiator port  230  and the second section outlet  330  is maximized, the amount of coolant exhausted to the third connection line is maximized. In addition, since the coolant port  210  and the heater port  240  are always communicated through the bypass flow path  250 , some coolant inflowing from the engine  20  is exhausted to the heater  60  through the bypass flow path  250 . 
     When a failure occurs in the motor  262  of the driving unit  260  and the motor  262  can rotate in only one direction, the cooling system may operate in the first mode or the fifth mode. In other words, when a failure occurs in the motor  262  of the driving unit  260  and the motor  262  can rotate in only one direction, the controller  90  operates in the first mode or the fifth mode by rotating it up to the maximum angle in the direction in which the motor  262  of the driving unit  260  can rotate. 
     An embodiment in which the first to fifth modes are sequentially performed while the control valve  100  rotates clockwise is described below. 
     Here, if the motor  262  cannot be rotated in the clockwise direction due to an abnormal cause, the controller  90  can rotate the motor  262  to the maximum angle that can be rotated anticlockwise to control it to operate in the fifth mode. Conversely, if the motor  262  cannot be rotated counterclockwise due to an abnormal cause, the controller  90  may rotate the motor  262  to the maximum angle that can be rotated clockwise to operate in the first mode. 
     According to the control valve and the cooling system for a vehicle including the same according to an embodiment of the present disclosure as described above, it is possible to minimize the entire size and weight of the control valve by minimizing the size of the ball valve rotatably installed in the valve housing, and through this, assembling inside the engine room may be facilitated and packaging may be simplified. 
     In addition, since coolant can be supplied to the oil cooler, heater, and radiator through the rotation of the ball valve, the opening strategy of the control valve can be simplified and optimized. 
     In addition, even if a failure occurs in which the motor of the driving unit can rotate in only one direction, the coolant can be supplied to the radiator, preventing the coolant from overheating. 
     While this present disclosure has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the present disclosure is not limited to the disclosed embodiments. On the contrary, it is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the present disclosure. 
     DESCRIPTION OF SYMBOLS 
     
         
         
           
               10 : Water pump 
               12 : Coolant line 
               13 : EGR coolant line 
               20 : Engine 
               30 : EGR cooler 
               42 : First connection line 
               44 : Second connection line 
               46 : Third connection line 
               48 : Auxiliary connection line 
               50 : Oil cooler 
               60 : Heater 
               62 : Exhaust heat recovery device 
               64 : Auxiliary water pump 
               70 : Radiator 
               72 : Cooling fan 
               80 : Reservoir tank 
               90 : Controller 
               100 : Control valve 
               200 : Valve housing 
               210 : Coolant port 
               220 : Oil cooler port 
               230 : Radiator port 
               240 : Heater port 
               250 : Bypass flow path 
               260 : Driving unit 
               262 : Motor 
               264 : Reducer 
               300 : Ball valve 
               302 : Rotation shaft 
               304 : Central axis 
               310 : Valve inlet 
               320 : First section outlet 
               330 : Second section outlet 
               332 : Rib 
               340 : Third section outlet 
               350 : Bypass flow path