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    • 专利摘要:
    Is concerned the thermal management of the passenger compartment of a vehicle comprising means (9) of air conditioning in the passenger compartment adapted to heat, cool and air. At least one of the limiting walls of the passenger compartment is provided, from the inside to the outside: - an inner thermal barrier (13) containing at least one MCP material having a change of state temperature between liquid and solid between 15 ° C and 40 ° C, and preferably between 17 ° C and 35 ° C, and at least one thermal insulating element (15).
    公开号:FR3048766A1
    申请号:FR1652070
    申请日:2016-03-11
    公开日:2017-09-15
    发明作者:Fabrice Chopard；Cedric Huillet；Fanny Geffray；Mathieu Leborgne
    申请人:Hutchinson SA；
    IPC主号:
    专利说明:

    VEHICLE HABITACLE ISOLATED BY A THERMAL BARRIER
    The present invention relates to the field of thermal management. Particularly concerned is a vehicle comprising a passenger compartment limited by walls interposed between the passenger compartment and an external environment and air conditioning means adapted to temporarily heat, cool and project air into the passenger compartment.
    A method of thermal management of the atmosphere of the passenger compartment is also targeted.
    In fact, it is conceivable that to ensure the thermal management of a vehicle interior, it can be useful both to isolate the external environment volume of the passenger compartment, and even more finely: - to manage the temperature within operating margins, - to delay (or in some cases to favor) the propagation of a thermal flow from this volume to the outside, see the opposite. It is in this context that is proposed here in particular a thermal management method of the atmosphere of this cabin, in which: - it provides a portion at least of the walls, the interior where the cabin is located, outwardly: - an internal thermal barrier containing at least one MCP material in heat exchange with cabin air and having a liquid-solid state change temperature of between 15 ° C and 40 ° C ° C, and preferably between 17 ° C and 35 ° C, and at least one thermal insulating element, the vehicle being placed in an environment where the MCP material is in the solid state, and the air of the cabin warming up to more than 20 ° C, said at least one MCP material store thermal energy by liquefying by heat exchange with this air, - and then, if the temperature of the passenger compartment is judged to be too high s the cabin, in heat exchange with said at least one MCP material, fresh air conditioning from air conditioning means, so that the incoming fresh air conditioning causes a solidification of said at least one MCP material.
    Combining such a barrier and thermal insulation makes it all the more meaningful in a vehicle interior, as the thermal management is delicate because the temperature can vary significantly and its external environment is difficult, with temperature gradients that can reach several tens of degrees Celsius.
    The insulating material will limit heat exchanges between inside and outside.
    A MCP material will allow, in particular, by heat exchange and state changes: - if it acts as a selective thermal barrier, to slow the propagation of a hot or cold front, by changing state, - if it acts in medium autonomous thermal storage, to store thermal energy to return it later to a structure and / or a fluid with which it will be in contact.
    The first case may be considered as preferred, in a situation designed to promote the sensation, by the occupant of the passenger compartment, comfort perceived as quickly achieved, for example when it launches a conditioning of the passenger compartment by the air conditioning, while entering this cabin he felt a sensation of excessive heat.
    A goal is also to limit the energy consumption of the vehicle related to the conditioning of the passenger compartment.
    With the above solution, it should be possible to blow air conditioning at a temperature for example lower in the above situation than what is required when such an inner thermal barrier / thermal insulation element is not present.
    A difference of 1-2 ° C seems attainable.
    And this should be all the more feasible if an element in which said at least one MCP material is in a porous open-pored matrix is used as the internal thermal barrier, so that said solidification causes a decrease in the thermal conductivity of said element.
    Indeed, if thermal energy regulating the temperature of the passenger compartment is provided by the air conditioning means, and that this thermal conductivity is reduced, therefore a priori that of the internal thermal barrier, which is doubled by the thermal insulation, it must be possible to limit the energy losses and thus make the occupant of the cabin feels more quickly the feeling of comfort to which he aspires and / or have to condition less air , hot or cold, for the same effect felt.
    And placing the temperature (s) of change (s) of state (s) MCP preferably between 17 ° C and 35 ° C will then promote their transition to the liquid state, as soon as one reaches a temperature often considered as the minimum "comfort" (17 ° C), a liquid state at a significantly higher temperature, such as at or above 35 ° C, favoring the presence of solid MCP (s) for lower temperatures or equal to 35 ° C.
    In terms of the equipment of a vehicle, the above may be translated so that the wall (s) interposed between the passenger compartment and the external environment of the vehicle is provided at least in part with the interior where the passenger compartment is located, towards the outside: - a thermal barrier containing at least one MCP material having a change of state temperature between liquid and solid between 15 ° C and 40 ° C, and preferably between 17 ° C and 35 ° C, and in heat exchange with the cabin air at least partly from the air conditioning means, and at least one thermal insulating element.
    In this situation, it was noted above the interest that there could be that the inner thermal barrier comprises a porous matrix having open pores which vary depending on the liquid or solid state of the MCP material, thus varying the thermal conductivity. to use, for this inner thermal barrier, an expansive foam loaded with MCP (s) (free or not vis-à-vis the network of the foam) will help to achieve the situation mentioned above where the solidification of the MCP (s) results in a favorable decrease in the thermal conductivity of the element which contains them.
    In practice, it is proposed in this regard that the thermal barrier has a thermal conductivity ratio between the situation where the MCP material (s) are completely solid and the situation where the MCP material (s) are totally liquids between more than 1 and 10 (within 20%).
    This is achievable with an expansive foam loaded with pure MCP or with a set of deformable or each of variable volume, non-rigid capsules, which may be of elastomer, containing MCP, free or bound to the foam by crosslinking or adhesion, for example.
    To promote the contraction / denatation effect within the thermal barrier, the MCP (s) of the internal thermal barrier will be encapsulated and will define a volume load of up to: - 85 % of the volume of the foam and said capsules, when the MCP material is in the solid state, crystallized, and / or 95% of the volume of the foam and capsules when the PCM is in the liquid state.
    A volume load between 45 and 85% and 55 and 95% respectively will be optimal, because below the proportion makes the effect too uncertain and beyond it can occur a lack of space if the external limits are imposed (the foam is constrained in a rigid environment).
    For the performance of this insulation and a favorable efficiency / weight ratio, it is also recommended that the thermal insulating element contain a porous material, and preferably nano-porous.
    And still for this purpose and / or for potentially mechanical purposes, it is furthermore recommended that said thermal insulating element be disposed in one (or a series of) vacuum envelope (s), to define at least one insulating panel under empty, PIV. This may also usefully be the case for the thermal barrier.
    To promote overall thermal efficiency, it is also recommended that the or each state change temperature of the MCP material (s) be at least for some greater than or equal to the highest. cooling temperature and air intake in the passenger compartment of the air conditioning means, or even greater than or equal to the lowest temperature of heating and air inlet of these same means.
    If only one MCP material is used, a temperature change of state between 20 and 25 ° C, even 30-35 ° C, so at a high enough temperature, will allow (when the vehicle is in circulation) to keep it easily solid summer in very many cases, with then a low thermal conductivity of the barrier, the same winter in many cases of conditioned heating of the passenger compartment.
    To promote relatively simple manufacturing and easy to implement, it is also recommended, if several MCP materials having different state change temperatures are to be used, they are dispersed in a support matrix.
    Thus we will not have to distribute the MCPS in successive sub-layers.
    Moreover, in the case where several MCP materials will be used in the internal thermal barrier, it may be found appropriate that they comprise at least: a first MCP material having a temperature of change of state between 17 ° C. and 25 ° C. C, and a second MCP material having a change of state temperature of between 25 ° C and 40 ° C.
    Thus, the first will be liquid in the range of comfort temperatures, and the second solid in the vast majority of cases, both in winter and summer, in temperate regions.
    If necessary, the invention will be better understood and other characteristics, details and advantages thereof will become apparent upon reading the following description, given by way of non-limiting example and with reference to the accompanying drawings, in which: which: - Figure 1 schematizes a vehicle part having a passenger compartment at least one outer wall is provided with the thermal management device here imagined, - Figures 2 and 3 schematize in vertical section such a wall in two possible versions, - and Figures 4 and 5 show schematically in vertical section a wall according to the invention, in different operational situations. At all events, it is at this stage further confirmed that a phase change material - or MCP; PCM English - a material capable of changing physical state between liquid and solid in a restricted temperature range of -50 ° C to 50 ° C. The transfer of heat (or heat transfer) can be done by using its Sensitive Heat (CS): the material can yield or store energy by seeing its own temperature vary, without changing state, and / or its Latent Heat (CL): the material can then store or give energy by simple change of state, while maintaining a substantially constant temperature, that of the change of state. The thermally insulating material (s) associated with the MCP (s) may be a "simple" insulator such as glass wool, but it will certainly be preferred a foam, for example polyurethane or polyisocyanurate, or even more favorably a porous or even nanoporous thermal insulating material disposed in a vacuum envelope, to define at least one vacuum insulating panel, PIV.
    By "PIV" is meant a vacuum structure of partial air (internal pressure often between 10 '^ and 10 ^ Pa) comprising a sealed envelope containing at least one thermal insulating material a priori porous or nano-porous. With a porous insulator in a PIV structure, the performance of the thermal management to be assured will be further improved, or even the overall weight decreased compared to another insulator. Typically, PIV panels (vacuum insulating panel; VIP) are thermal insulators in which at least one porous material, for example silica gel or silicic acid powder (SiO 2), is pressed into a plate and surrounded, under partial air vacuum, a gas-tight wrapping foil, for example plastic and / or laminated aluminum. The vacuum obtained typically makes it possible to lower the thermal conductivity. "Porous" means a material having interstices allowing the passage of air. Open cell porous materials therefore include foams but also fibrous materials (such as glass wool or rock wool). The passage interstices that can be described as open pores have sizes less than 1 or 2 mm so as to ensure good thermal insulation, and preferably at 1 micron, and preferably still 1 to 2x10'®m (structure almost nanoporous), for particular issues of resistance to aging and therefore possible less severe depression in the envelope PIV.
    This clarifies, Figure 1 schematically shows a vehicle 1 comprising a passenger compartment 3, a wall 5 is provided with a thermal management device.
    The wall 5, here the roof wall (or roof), is one of those that limit the outside of the cabin. It is therefore interposed between the interior cabin 3 (INT) and an external environment 7 (EXT). Other outer limiting walls of the passenger compartment could be provided with the following thermal management device: For example a door wall.
    What matters is that it is a wall of the vehicle whose thermal management will influence the temperature in the passenger compartment 3, as explained below.
    Air conditioning means 9 make it possible to condition the air in the passenger compartment via sampling and air intake ports 11a, 11b.
    Thus, as known per se on existing vehicles, at certain moments of the air is taken, passes into the air conditioning means 9 to be heated or cooled, then is projected into the passenger compartment at a different temperature of the one from which it was taken.
    If this temporarily makes it possible to adapt substantially to the desire of a occupant of the passenger compartment the temperature in it when this occupant feels a sensation of cold or heat coming from the outside, such air conditioning is a problem. energy intensive and is typically only temporary.
    This temporary character can be ensured by a manual action or for example by an automatic adjustment via an adjustment made on the console means 9 air conditioning accessible in the passenger compartment and controlled by a temperature sensor 17.
    Also, to improve the thermal management in the passenger compartment 3, is it proposed that at least one of the aforementioned walls, the wall 5 in the example, is provided, from the interior where the cabin is located, to the exterior: of an inner thermal barrier containing at least one MCP material having a change of state temperature between liquid and solid of between 15 ° C. and 40 ° C., and preferably between 17 ° C. and 35 ° C. C, - and at least one thermal insulating element 15.
    The thermal conductivity of each element of the thermal barrier 13 will of course be greater than that of any thermal insulating element 15.
    However, it may be advantageous to use in the barrier 13 containing a MCP material within a porous matrix having open pores which will vary, typically in size or volume, depending on the liquid or solid state of the MCP material, thus varying the thermal conductivity. It is thus possible to use an expansive foam loaded with encapsulated MCP fixed on the foam network, by crosslinking or otherwise, for example adhesion (gluing) or suspension.
    In such a case, the MCP material may occupy a larger volume, in the liquid state. The pores of the porous matrix are then tightened. It will contain less air. In its solid state, the MCP material in this case will occupy a reduced volume. The pores of the porous matrix are therefore of a larger volume. With an expansive foam, they will have expanded. The porous matrix will contain more air. The thermal conductivity of the thermal barrier 13 will then be lower.
    Favorably, the thermal barrier will have a thermal conductivity ratio between the situation where the MCP material (s) is (are) completely solid and the situation where the MCP material (s) is (are) completely liquid (s) between more than 1 and 3, ideally more than 1 and about 10.
    Thus the effects explained below with reference to Figures 4-5 will be favored.
    Despite harsh outdoor environments 7, subjected to non-constant and severe ambient temperatures (day / night, sun ...), the combination of the thermal barrier 13 to material (s) MCP and at least one thermal insulator 15 must reduce the use of air conditioning means 9 and especially to limit the energy consumption thereof. It is in this sense that it will be a priori favorable to provide: - that the (each) MCP material of the barrier 13 will store thermal energy by liquefying by heat exchange with the air of the passenger compartment 3 if this air heats up to more than 20 ° C (for example because the sun will have heated the cabin), after the vehicle 1 is in a 3/7 environment where the (each) MCP material will have solidified for example, after a cooler night, - then, if the temperature of the passenger compartment is judged too high (the sun continues to heat up), it will be made to arrive in this cabin, in heat exchange with the said at least one MCP material, of the fresh air conditioning from air conditioning means 9, so that fresh air conditioning arrives causing a solidification of said at least one MCP material.
    It is thus necessary to allow the occupant of the vehicle to have more quickly and / or more sensitively the sensation of the change of temperature in the passenger compartment induced by the air conditioning provided by the air conditioning means 9.
    It should be possible all the more to promote this effect that the (or each) change of state temperature of the MCP material considered of the barrier 13 will be greater than or equal to the highest temperature of cooling and air inlet means 9 air conditioning in the passenger compartment, when so these means 9 blow fresh air at a lower temperature than that of the passenger compartment 3.
    In practice we can consider that this "cooling and air inlet temperature" will be the air inlet temperature in the passenger compartment, at the outlet of the air projection mouths 11b. To raise the temperatures in the cabin 3, a temperature sensor 17 may be provided, connected to the means 9 for air conditioning.
    Typically, if the range of comfort temperatures in the passenger compartment 3 for an occupant of this cabin is between 19 ° C and 23 ° C, for example 21 ° C, we can provide that the highest temperature of cooling and air inlet of the conditioning means 9 is less than said minimum comfort temperature, and therefore typically of the order of 16 ° C to less than 21 ° C.
    This will ensure the refreshment currently experienced in motor vehicles, when the cool / cool air conditioning function is activated.
    In the case where, instead of cooling in the cold, it is necessary to cool in the hot state, for example in winter, it will also be preferable for said change of state temperature to be greater than or equal to the lowest heating temperature and air inlet of these same means 9 for air conditioning, when these means 9 blow hotter air at a temperature higher than that of the passenger compartment 3, and typically greater than 21 ° C in the case above.
    Although illustrated only very schematically in FIG. 1, the case of a barrier 13 with a single MCP material is very realistic.
    FIGS. 2.3, however, is schematized a situation where several MCP materials having different states of change temperatures are provided, for example to react with an optimized adjustment in order to best preserve the efficiency of the thermal insulating element 15 and the rapid sensations of both hot and cold, during the phases of air conditioning in the passenger compartment.
    With two MCP materials, such as 13a, 13b, it will be possible to choose as respective temperature of change of states: - between 17 ° C and 25 ° C, and - between 25 ° C and 40 ° C, all within 10% (see advantages especially in connection with FIGS. 4-5).
    To condition in the wall 5 this or these MCP, can be, as shown schematically in Figure 2, to arrange them in several layers, such as 130a, 130b, of materials each containing such a material MCP, MCP materials having change of state temperatures different from each other. The MCP material layer with a lower state transition temperature, such as 130a, will then be favorably located internally with respect to the MCP material layer with higher state transition temperature, such as 130b.
    Another solution is that the inner thermal barrier 13 comprises several MCP materials, such as 13a, 13b, having different state change temperatures dispersed in a support 25, as shown diagrammatically in FIG. 3. The dispersion will preferably take place in a matrix in polymer resin.
    Optionally (at least) a structural and / or aesthetic intermediate layer 19 will exist between the layer (s) with material (s) MCP and the passenger compartment 3. In this case the thermal conductivity through this layer 19 will be important, typically greater than 25mW / mK could be a thin layer of fabric a few millimeters thick.
    As shown schematically in Figure 2, at least one other structural element 23 may also belong to the wall 5, such as an armature that will typically be an element of the vehicle body or a glass panel as found on the roofs of some vehicles.
    The elements 13,15 thermal management will then a priori located internally relative to the structural element 23 they will double in this case on one side.
    As for the embodiment of the thermal insulating element 15, it is recommended that it be disposed in at least one vacuum envelope 27, to define at least one vacuum insulating panel, PIV, as shown schematically in the enlargement on the right figure 1.
    This vacuum envelope, or another, may also contain the thermal barrier 13, to promote thermal efficiency and practicality of use.
    Each envelope 27 may comprise one or more deformable sheets 29 (FIG. 1), such as metal sheets (for example made of aluminum) or plastics of a few tenths of a millimeter to a few millimeters in thickness, sealed (for example welded) over their whole length. periphery.
    As MCP material of barrier 13 (if it is alone, or one of them if not), it may in particular be encapsulated MCP (typically 0.5 to 10 mm in diameter), preferably Priori microencapsulated (typically 1 to 10 thousandths of a mm in diameter), in deformable capsules, which can be elastomeric (typically spheres) placed favorably in a porous open-pore matrix expand (expand) and shrink (decrease in volume), typically cellular foam, as explained above. It may in particular choose a foam based on elastomer, including silicone, NBR, HNBR. The porous coating matrix may, for example, be in the form of a gel. The foam will absorb by deforming the volume variations of the MCR capsules The foam may favorably include fibers loaded with thermally conductive elements such as graphite or carbon black. The capsules of MCP may have from one to a few mm in diameter (1 to 5 mm for example). They may have an elastomeric envelope, so that the capsules are elastically expandable. As an example of MCP, MCP may be used as pure paraffin or comprising a eutectic liquid, having phase changes in the temperature ranges considered. However, PCMs formulated as in EP2690137 or in EP2690141 are not preferred, since these PCMs would be encapsulated in plastic microcapsules.
    The capsule load may represent up to 85% of the foam + capsules volume when the MCP is in the crystal state.
    The foam will be responsible for absorbing the variation of 10% to 15% of the volume of the capsule when the MCP is in the liquid state.
    The capsule load may represent up to 95% of the foam + capsules volume when the PCM is in the liquid state.
    Suppose now that the thermal management of the atmosphere of the passenger compartment 3 with the air conditioning means 9 is effectively aimed at, and the thermal insulating element 15 and an internal thermal barrier 13 as above, in capacity heat exchange with the atmosphere of the cabin.
    As a change of state temperature between liquid and solid of the MCP concerned, we may have chosen a temperature close to ambient, such as 19-22 ° C, 21 ° C for example, or rather a significantly higher temperature, such as the order of 30-35 ° C, 33 ° C for example.
    Thus, as soon as the temperature influencing the barrier 13 is below 21 ° C or 33 ° C, the MCP will be in the solid state.
    With a cross-linked MCP, embedded in and with a porous open-pore matrix of varying sizes / volumes, such as an expansive foam, the solidification (crystallization) of the MCP will cause its contraction, and thus an expansion of the pores of the matrix which will then present a relatively low thermal conductivity: lower than in the liquid state of the MCP material.
    The feeling of the occupant at a relatively cold air intake in the passenger compartment, blown by the means 9 of conditioning, will be fast and noticeable, since the temperature of the air circulating in the passenger compartment will not contribute in a first time that the lowering of the temperature in said cabin due to the thermal insulation provided both by the insulator 15, which will remain at the outside temperature, and by the barrier 13, which will help to create an isothermal interior side of the wall favorable to the fast feeling of a comfort.
    So, suppose that stopped the vehicle 1 has parked out for four hours under an outside temperature (EXT) of over 35 ° C. The MCP of the thermal barrier 13 is then liquefied. Both sides of the thermal insulator 15 may be at more than 40 ° C.
    An occupant enters the vehicle. He is hot. There is a temporary triggering of the air conditioning 9, either manually via the occupant, or automatically, following detection of an unsuitable temperature by the probe 17 (predetermined definition of a threshold temperature and programmed automatic triggering means 9 if the threshold is reached).
    Quickly, the means 9 then blow into the cabin air, 17 ° C for example. A heat flux 21 is established in contact with the wall 5. As soon as the air temperature of the passenger compartment 3 influencing the barrier 13 reaches that where the MCP goes into the solid state, the transmission of this flow to the outside is delayed. This will be faster if the change of state temperature is around 33 ° C rather than 21 ° C.
    The temperature in the internal face of the thermal barrier 13 decreases rapidly. The occupant quickly feels "fresh", even before it matches the actual temperature in the cabin.
    Thus, it is intended to be able to gain 2 ° C on the blowing temperature of the air cooled in the passenger compartment compared to what must be done without a barrier and preferably without a pair of thermal insulating element 15 / inner thermal barrier 13, since this couple also contributes to curbing the heat flow from the outside (here at over 35 ° C) to the inside.
    Other case: After a cool night (around 10 ° C for example), an occupant enters the vehicle 1 parked outside and not used all night. The conditioning of the air is triggered there. The means 9 then blow air (at 26 ° C for example) warmer than the cool temperature in the passenger compartment (around 10 ° C in the example). As long as the relevant MCP of the barrier 13 remains solid (crystal), doubled by the insulator 15, the thermal barrier is the most insulating possible. The heat pulsed by the means 9 remains in the passenger compartment 3. It slows the rise in temperature of the barrier. Again, the effect is favorable to the feeling of the occupant who thus has a faster "hot" sensation, comparable to what he would have if the means 9 had blown into the cockpit from the air to higher temperature, typically 28 ° C. The effect is prolonged even more if the temperature of change of state of the MCP concerned is towards 33 ° C rather than towards 21 ° C. The examples in Figures 4-5 explain the interest that a MCP change of state temperature is between 17 ° C and 25 ° C.
    In the foregoing, it will be noted the role of temporal manager that the thermal insulation and the thermal barrier can play both in slowing the transmission to the passenger compartment of excessive heat or cold from outside (EXT) than in the anti-dissipation action of a temperature deemed adapted born from the blowing into the passenger compartment of air from the means 9 of air conditioning.
    The combination of the thermal insulation 15 and the inner thermal barrier 13 is therefore advantageous: - thermally, - in terms of the temperature felt by the occupant located in the passenger compartment, after the means 9 have started to conditioning the air in this cabin, - and therefore in terms of energy consumption of these means 9 which will need to blow less hot or cold for the same effect vis-à-vis the occupant.
    Turning now to the cases of FIGS. 4-5, the following is understood, it being assumed that the barrier 13, thus doubled externally by the thermal insulator 15, contains two MCPs having temperature changes of states. between liquid and solid respectively of 2 ° C and 33 ° C and which are dispersed in a porous matrix based on elastomeric foam.
    Figure 4, situation A: Winter, for example; the vehicle spent several hours outside. Outside (7) and inside the passenger compartment 3, the temperature is stabilized at 10 ° C, in the example.
    AtO, an air conditioning at 26 ° C (stream 21) is blown into the cockpit. Both MCPs are solid. The pores of the foam are open. The conductivity of the foam is relatively low (IW / mK in the example), but stronger than that of the insulator 15 (5mW / mK in the example).
    There is little thermal transfer to the outside. The temperature rises faster in the passenger compartment than in a situation without insulation 15, or even with the sole insulation 15.
    Situation B, at t0 + 2-3 min: Same as above, except that the temperature in barrier 13 now reaches 15 ° C.
    Situation C, at t0 + 3-5 min: The temperature in barrier 13 now reaches 21 ° C. The first MCP begins to liquefy. It stores heat. This will be released when you stop blowing hot air through the air conditioning and the temperature in the cabin will drop to at least 21 ° C.
    The liquefaction of the first MCP caused an increase in the thermal conductivity of the barrier 13 (2-3W / mK in the example). But, as noted above, the occupant has already felt a rapid improvement in comfort, because of the 13 / insulation 15 barrier pair, without it was necessary to heat to 27-28 ° C. We could win 1-2 ° C compared to a situation without the aforementioned couple.
    Situation D, at t0 + 5-7 min: The temperature in barrier 13 now reaches 23 ° C. The first MCP is completely liquid. A relatively low heat flow passes through the thermal insulation 15 to the outside. But most of the hot flow 21 provided by the air conditioning remains in the cabin, especially since the second MCP is still solid.
    It can be expected that when the temperature in the passenger compartment reaches 23 ° C, the probe 17 (Figure 1) switches off the air conditioning.
    Figure 5, situation A: Summer for example; the vehicle spent several hours outside. Outside (7) the temperature is at 40 ° C and inside the cockpit 3 warmer, 55 ° C in the example.
    AtO, the coldest air conditioning possible, here at 12 ° C (flow 21), is blown into the passenger compartment. The pores of the foam are tightened. The conductivity of the foam is relatively high, stronger of course than that of the insulator 15. It can currently be expected for the foam conductivity (λ = 2-5W / mK for example), multiplied between 2 and 3 times by compared to what it is when the pores of this foam are dilated.
    Due to the relatively high heat transfer in the barrier 13, it cools faster than without the barrier 13 / insulator 15.
    Situation B, at t0 + 2-3 min: The temperature in barrier 13 now reaches 33 ° C; Ditto in the cockpit. The temperature is more bearable. The blown cold energy can be reduced: The temperature of the blown stream 21 can rise, in this case from 2 ° C., to 14 ° C.
    The second MCP begins to solidify. The "cold stored" may delay the subsequent rise in temperature in the passenger compartment, in the sun, for example during a short parking. This crystallization offsets the cooling of the insulator 15 over time.
    Situation C, at t0 + 3-5 min: The temperature in barrier 13 now reaches 30 ° C. The second MCP is solid. Air conditioning in the cabin, which is now at 25 ° C, is further reduced; the temperature of the blown stream 21 can rise again from 2 ° C. to 16 ° C. There is a decrease in the conductivity of the foam (intermediate value in the conductivity range: 1-1.5W / mK for example, since only one of the MCP has become solid).
    Situation D, at t0 + 5-7 min: The temperature in barrier 13 now reaches 20 ° C. It is stabilized with that in the cockpit.
    Before being interrupted, the air conditioning in the passenger compartment is reduced again; the temperature of the flow 21 blown up to 18 ° C, almost the temperature in the passenger compartment. There is a further decrease in the conductivity of the foam (intermediate value in the conductivity range: 0.5W / mK for example, since all MCPs have become solid). The charge of the blown stream 21 acts at maximum.
    The examples of FIGS. 4-5 thus show that, with the invention, it is advantageous compared to situations without insulation 15 and / or without a barrier couple 13 / insulator 15, on at least some of the following aspects: energy consumed, time feeling of a comfort situation in the passenger compartment, prolonged preservation of the effect of air conditioning in the passenger compartment after stopping it, under the same external conditions, increased feeling of comfort in the passenger compartment when an air conditioning (hot or cold) is triggered.
    It will be noted that any MCP may have a change of phase or state at a predetermined temperature peak or which is established over a more or less wide temperature range. Thus, with a pure MCP (such as a paraffin) the change of state temperature will be constant, while it may be non-constant with several MCP, such as for a mixture of paraffins.
    In general, the two cases that may be encountered in the present application in connection with the MCP (s) provided, any MCP change of state temperature here will be to consider in a range of 10 ° C, and typically to +/- - 5 ° C.
    权利要求:
    Claims (13)
    [1" id="c-fr-0001]
    A vehicle comprising a passenger compartment (3) bounded by walls (5) interposed between the passenger compartment and an external environment and means (9) for air conditioning in the passenger compartment adapted to heat, cool and project fuel. air, characterized in that at least one of the walls is provided, from the interior where the passenger compartment is located, towards the outside (7): - an inner thermal barrier (13) containing at least one material MCP having a state change temperature between liquid and solid of between 15 ° C and 40 ° C, and preferably between 17 ° C and 35 ° C, and in heat exchange with the air of the passenger compartment at least part from the means (9) of air conditioning, - and at least one thermal insulating element (15).
    [2" id="c-fr-0002]
    The vehicle of claim 1, wherein the inner thermal barrier (13) comprises a porous matrix having open pores which vary depending on the liquid or solid state of the MCP material, thereby varying the thermal conductivity.
    [3" id="c-fr-0003]
    Vehicle according to claim 1 or 2, wherein the inner thermal barrier (13) comprises an expansive foam filled with MCP.
    [4" id="c-fr-0004]
    4. Vehicle according to one of the preceding claims, wherein the inner thermal barrier (13) has a thermal conductivity ratio between the situation where the (s) MCP material (s) is (are) completely solid (s) and the situation where the MCP material (s) is (are) completely liquid (s) between more than 1 and about 10.
    [5" id="c-fr-0005]
    5. Vehicle according to one of the preceding claims, wherein the inner thermal barrier (13) comprises a plurality of MCP materials having different states of change temperatures.
    [6" id="c-fr-0006]
    6. Vehicle according to one of the preceding claims, wherein the thermal insulating element (15) is disposed in a vacuum envelope (27), to define at least one vacuum insulating panel, PIV.
    [7" id="c-fr-0007]
    7. Vehicle according to one of the preceding claims, wherein the change of state temperature of said at least one MCP material is greater than or equal to the highest temperature of cooling and air inlet in the passenger compartment means ( 9) air conditioning.
    [8" id="c-fr-0008]
    8. Vehicle according to one of the preceding claims, wherein the change of state temperature of said at least one MCP material is greater than or equal to the lowest temperature of heating and air inlet in the passenger compartment means ( 9) air conditioning.
    [9" id="c-fr-0009]
    9. Vehicle according to one of the preceding claims, wherein the inner thermal barrier (13) comprises a plurality of MCP materials having different state change temperatures dispersed in a carrier.
    [10" id="c-fr-0010]
    The vehicle of claim 5 alone or in combination with one of claims 6 to 8, or claim 9, wherein the MCP materials of the inner thermal barrier (13) comprise at least: a first MCP material having a change of state temperature between 17 ° C and 25 ° C, and a second MCP material having a change of state temperature between 25 ° C and 40 ° C.
    [11" id="c-fr-0011]
    11. Vehicle according to claim 3 alone or in combination with one of claims 4 to 10, wherein said at least one MCP material of the inner thermal barrier (13) is encapsulated and defines a volume load of up to: - 85% of the volume of the foam and said capsules, when the MCP material is in the solid state, crystallized, and / or 95% of the volume of the foam and capsules when the MCP is in the liquid state.
    [12" id="c-fr-0012]
    12. A method for the thermal management of the atmosphere of a vehicle passenger compartment (3) bounded by walls (5) interposed between the passenger compartment and an external environment (7), characterized in that: - a part is provided at least of the walls, from the inside where the passenger compartment is located, towards the outside (7): - of an inner thermal barrier (13) containing at least one MCP material in heat exchange with the air of the passenger compartment and having a change of state temperature between liquid and solid between 15 ° C and 40 ° C, and preferably between 17 ° C and 35 ° C, and at least one thermal insulating element (15), the vehicle being placed in an environment in which the MCP material is in the solid state, and the air of the passenger compartment (3) heating up to more than 20 ° C., the said at least one MCP material is left store thermal energy by liquefying by heat exchange with this air, - then, if the temperature of the cabin is deemed too high, it is arrived in the passenger compartment, in heat exchange with said at least one MCP material, fresh air conditioning from means (9) for air conditioning, so that the air Fresh incoming conditioning results in a solidification of said at least one MCP material.
    [13" id="c-fr-0013]
    13. The method of claim 12, wherein is used as the inner thermal barrier (13) an element wherein said at least one MCP material is in a porous matrix, open pore, so that said solidification causes a decrease in the thermal conductivity of said element.
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    同族专利:
    公开号 | 公开日
    EP3426999B1|2021-04-07|
    WO2017153693A1|2017-09-14|
    FR3048766B1|2019-05-17|
    EP3426999A1|2019-01-16|
    CN109073328A|2018-12-21|
    US20200292248A1|2020-09-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPH10151997A|1996-11-22|1998-06-09|Matsushita Electric Works Ltd|Vehicle|
    CN201961258U|2010-12-10|2011-09-07|崑瀛能源科技有限公司|Automobile heat insulation structure|
    CN202200918U|2011-06-22|2012-04-25|中国科学院深圳先进技术研究院|Automobile|
    DE102014209673A1|2014-05-21|2015-11-26|Faurecia Innenraum Systeme Gmbh|Vehicle interior trim part with latent heat storage function|
    FR2993890B1|2012-07-25|2014-08-01|Hutchinson|RUBBER COMPOSITION BASED ON AT LEAST ONE EPDM AND A PHASE CHANGE MATERIAL, THE INCORPORATING PIPE AND PROCESS FOR PREPARING THE SAME.|
    FR2993894B1|2012-07-25|2014-08-01|Hutchinson|RUBBER COMPOSITION BASED ON SILICONE ELASTOMER AND MCP, PREPARATION METHOD THEREOF, FLEXIBLE ELEMENT, AND THERMAL CONTROL / REGULATION SYSTEM INCORPORATING SAME.|
    CN104167574A|2013-05-17|2014-11-26|同济大学|Passive phase-change material cooling system for power battery of electric automobile|
    CN104595968A|2015-01-30|2015-05-06|湖南大学|Portable multi-energy and multi-use heater made of shaped composite phase-change materials|US20210053417A1|2018-01-26|2021-02-25|Motherson Innovations Company Limited|Air conditioning system for a vehicle and vehicle with an air conditioning system|
    FR3085128B1|2018-08-22|2022-01-07|Hutchinson|3D THERMOFORM ELEMENT|
    FR3092795B1|2019-02-15|2021-02-26|Hutchinson|Electrical energy management system|
    US20200363139A1|2019-05-13|2020-11-19|Raytheon Company|Multi-function thermal absorber and isolator using liquid-to-gas phase change material|
    法律状态:
    2017-02-27| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-15| PLSC| Publication of the preliminary search report|Effective date: 20170915 |
    2018-02-22| PLFP| Fee payment|Year of fee payment: 3 |
    2019-02-26| PLFP| Fee payment|Year of fee payment: 4 |
    2020-02-18| PLFP| Fee payment|Year of fee payment: 5 |
    2021-02-24| PLFP| Fee payment|Year of fee payment: 6 |
    2022-02-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652070|2016-03-11|
    FR1652070A|FR3048766B1|2016-03-11|2016-03-11|VEHICLE HABITACLE ISOLATED BY A THERMAL BARRIER|FR1652070A| FR3048766B1|2016-03-11|2016-03-11|VEHICLE HABITACLE ISOLATED BY A THERMAL BARRIER|
    CN201780024905.4A| CN109073328A|2016-03-11|2017-03-09|A kind of vehicle with via the heat-insulated passenger accommodation of thermodynamic barrier|
    EP17715219.6A| EP3426999B1|2016-03-11|2017-03-09|Vehicle the cabin of which is insulated by a thermal barrier|
    PCT/FR2017/050540| WO2017153693A1|2016-03-11|2017-03-09|Vehicle the cabin of which is insulated by a thermal barrier|
    US16/084,080| US20200292248A1|2016-03-11|2017-03-09|Vehicle with a passenger compartment insulated by a thermal barrier|
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