THERMAL EXCHANGE SYSTEM FOR AN ELECTRIC MOTOR VEHICLE, GENERATOR OF A SYNERGY BETWEEN A COLD LOOP AN

专利摘要:
The invention relates to a heat exchange system comprising a first refrigerant hydraulic network (5) and a second hydraulic network comprising thermal loops (5a-5c) brought to respective temperatures. A heat transfer liquid condenser (13a, 13b) is mounted on the first hydraulic network (5) and selectively participating in at least one of the thermal loops (5a-5c) of the second hydraulic network under control of a control module ( 4). An additional condenser (13a) with heat transfer liquid is mounted on the first hydraulic network (3). A first heat transfer fluid loop at low temperatures (5b) carries a first branch dedicated to the heat treatment of electrical and / or electronic components (1a-1c). A second heat transfer fluid loop at very low temperatures (5c) carries a second branch dedicated to heat treatment of the electrical energy reserve (2). A third thermal heat transfer fluid loop (5a) comprises a heater (9).
公开号:FR3078390A1
申请号:FR1851567
申请日:2018-02-23
公开日:2019-08-30
发明作者:Ludovic Lefebvre
申请人:PSA Automobiles SA；
IPC主号:

专利说明:

HEAT EXCHANGE SYSTEM FOR AN ELECTRIC MOTOR VEHICLE, GENERATING SYNERGY BETWEEN A COLD LOOP AND A HOT LOOP.
The present invention relates to the field of heat exchange systems configured to equip motor vehicles whose propulsion and / or traction is provided by an electric motor. The invention relates more particularly to such a heat exchange system provided with a coolant condenser interposed between a hot thermal loop and a cold thermal loop.
Motor vehicles are commonly equipped with a heat exchange system to cool various components of the vehicle in operation and / or to provide the thermal comfort required in the passenger compartment of the vehicle. The heat exchange system comprises at least two hydraulic networks through which circulate different fluids.
A first hydraulic network consists of a refrigerant circuit, within which a refrigerant circulates, which contributes not only to the heat treatment of the air in the passenger compartment of the vehicle but also to the thermal management of certain components of the electric motorization of the vehicle, including in particular a reserve of electrical energy. The refrigerant circuit is notably equipped with various hydraulic members generating a change of phase of the refrigerant fluid and / or configured as a heat exchanger.
A second hydraulic network is made up of several heat transfer circuits or thermal loops at different temperature levels, within which circulates a heat transfer liquid different from the refrigerant of the refrigerant circuit and usually composed in particular of a mixture of water and antifreeze. This second hydraulic network, within which the heat transfer liquid does not undergo any phase change, is equipped with various hydraulic members, generators of flow of heat transfer liquid in the various thermal loops, directing the heat transfer liquid between the different branches of the heat transfer circuits or loops thermal, and / or configured as a heat exchanger.
Among motor vehicles, it is known those whose propulsion and / or traction is provided in whole or in part by an electric motorization, comprising at least one electric motor for propulsion or traction of the vehicle which is powered from a reserve in electrical energy, and various electrical and / or electronic equipment for regulating its operation. The various organs of the electric motorization are subjected in operation to a rise in temperature, and the heat exchange system is then used to cool them.
To this end, the heat transfer liquid brought to low temperatures is used in particular in a first heat transfer circuit or thermal loop at low temperatures to cool certain electrical and / or electronic equipment of the vehicle, in particular that which includes the electric motorization. This thermal loop is said to be at low temperatures, taking into account the temperature levels of the heat transfer liquid to be guaranteed at the input of the members in operation of the electric motorization of the vehicle. The calories emitted by these organs in operation are dissipated to the heat transfer liquid set in motion within the thermal loop at low temperatures by at least one low temperature heat transfer liquid pump propelling it through different branches of the thermal loop, comprising at least one heat exchanger through which the heat transfer liquid is used to provide useful heat exchanges for the vehicle. Such a heat exchanger is for example a radiator, then called low temperature, in heat exchange between the coolant at low temperatures and the outside air to dissipate calories there.
Furthermore, to achieve the thermal comfort required within the passenger compartment, the vehicle is equipped with an air conditioning installation or in other words with a ventilation, heating and / or air conditioning installation. The air conditioning system is configured to heat treat the air in the passenger compartment and the heat exchange system is also used for this purpose.
In particular, the passenger compartment air conditioning installation uses the refrigerant circuit by making a phase change in the refrigerant fluid modifying its temperature, conventionally provided by various hydraulic members equipping the refrigerant circuit. Depending on the direction of circulation of the coolant through the circuit, such hydraulic components include in particular at least one compressor, a main condenser cooled by an external air flow, a holder and at least one heat exchanger via which the coolant is used to provide useful heat exchanges for the vehicle. Such a heat exchanger is for example an evaporator, in heat exchange between the refrigerant and the air entering the passenger compartment and absorbing the heat from the passenger compartment of the vehicle.
The passenger compartment air conditioning system also uses the heat transfer liquid brought to high temperatures within a second heat transfer circuit or thermal loop at high temperatures, to dissipate the air entering the passenger compartment of the vehicle, through a heat exchanger called an air heater, in heat exchange between the high temperature heat transfer liquid and the air entering the passenger compartment, the calories required to heat treat the air in the passenger compartment and in particular provide the heating required by a cold external atmosphere and / or to ensure demisting. This thermal loop is said to be high temperatures taking into account the temperature levels of the heat transfer liquid to be guaranteed at the inlet of the air heater. The calories dissipated in the air entering the passenger compartment through the air heater are conveyed within the thermal loop at high temperatures by a heat transfer liquid set in motion within the thermal loop by at least one heat transfer liquid pump. high temperature.
Finally, in the context of a motor vehicle whose propulsion and / or traction is provided by an electric motor, thermal management of the electrical energy reserve requires, taking into account the minimum and maximum temperature requirements, availability and sustainability, the implementation of the refrigerant circuit. This circuit can be involved directly, by thermal contact between the internal components of the electrical energy reserve and a heat exchanger where the refrigerant circulates. The refrigerant circuit is more judiciously involved indirectly through an intermediate thermal loop with heat transfer liquid constituting a third heat transfer circuit or thermal loop at very low temperatures. This thermal loop is said to be at very low temperatures, taking into account the temperature levels to be guaranteed within the electrical energy reserve. The thermal loop at very low temperatures then notably comprises a first heat exchanger between the coolant and the coolant at very low temperatures, a second heat exchanger between the coolant at very low temperatures and the internal components of the electrical energy reserve. , and at least one heat transfer liquid pump at very low temperatures.
In this context, the second hydraulic network is thus also equipped with various hydraulic members regulating the circulation of the heat-transfer liquid through it and more specifically selectively through the various thermal loops formed within this hydraulic network. The thermal loops are crossed by heat transfer liquid brought to different temperature ranges according to the heat exchanges to be carried out by the heat exchange system with regard to the different functions it provides. The thermal loops include a heat transfer circuit at very low temperatures, a heat transfer circuit at low temperatures and a heat transfer circuit at high temperatures. These thermal loops are selectively operated according to various operating modes of the heat exchange system, which are regulated by a control module for the implementation of the heat exchange system.
One problem is that a motor vehicle is likely to progress under various climatic conditions at significantly different ambient temperatures. Therefore, placing the vehicle in various ambient temperatures affects the operating conditions of the heat exchange system.
For example at temperate ambient temperatures, demisting the passenger compartment requires the simultaneous implementation of a cold thermal loop, for example the refrigerant refrigerant circuit, to dehumidify the air in the passenger compartment, and a electric heating system for the outside air admitted to the air conditioning installation and / or a hot thermal loop, for example the thermal loop of high temperature heat transfer liquid, supplying a heat exchanger dedicated to heating the interior air. Under such a climatic situation, the heat exchange system is therefore a high consumer of electrical energy to the detriment of the electric energy autonomy of the vehicle, which is particularly harmful in the case of a vehicle with electric motorization.
For example again at hot ambient temperatures, an insufficient condensation performance of the refrigerant fluid penalizes the refrigeration service of the passenger compartment of the vehicle and generates dissatisfaction and / or discomfort for the passengers. It is particularly to note a thermal discomfort linked to a provision of air conditioning of the passenger compartment air which is lower than the expectations of the passengers, the generation of noise pollution by the implementation at high thresholds of rotation of a group. motor fan of the aerothermal facade module and an air blower of the air conditioning installation, and / or excessive energy consumption by the latter.
In addition, effective cooling of the electrical energy reserve is difficult to obtain, in particular in the case where a high propulsion and / or traction power of the vehicle is required by the driver. The cold thermal loop, in particular the refrigerant circuit and the thermal loop of coolant at very low temperatures are then highly stressed, which further affects the performance obtained from the treatment of the air in the passenger compartment for its refrigeration.
The integration of a refrigerant thermal loop into the heat exchange system operating as a heat pump is likely to improve its operation and its energy balance depending on the ambient temperature conditions to which the vehicle is subjected. It is for example known for this purpose to interpose a coolant condenser between a hot thermal loop and a cold thermal loop of the heat exchange system, as shown for example in document FR 3 027 849 (VALEO THERMAL SYSTEM ) concerning an air conditioning installation.
However, such integration poses other specific problems to be solved, such as for example possible icing of the main condenser when it is used as an evaporator, the latter being conventionally placed on the front face of the vehicle for its air cooling. .
In addition, such a solution does not meet all of the needs for heating the air in the passenger compartment, since the efficiency of a heat pump drops to an ambient temperature less than or equal to -10 ° C ( minus 10 ° Celsius). With such temperature thresholds, the recovery of calories from the ambient air is unsatisfactory, which affects the efficiency of the heat pump. In addition, the viscosity of the lubricating oil of the compressor, mixed with the refrigerant, increases as the temperature decreases.
For an electrically powered vehicle operating under climatic conditions at cold ambient temperature, and this despite the use of a heat pump, it is therefore conventional to integrate into the circuit an external air heating member. The heating member is for example located at the air inlet in the passenger compartment of the vehicle and / or on the thermal loop with high temperature heat transfer liquid upstream of an air heater.
However, such a heating device consumes electrical energy to the detriment of the range of electric propulsion and / or traction energy of the vehicle. This is all the more detrimental because by significantly cold outside air temperatures, the performance of the electrical energy reserve can be greatly reduced compared to their nominal operating temperature of the order of between 20 ° C. and 25 ° C The use of a fuel burner type heater is not desirable due to the carbon dioxide and pollutants it generates.
In this context, the subject of the invention is a heat exchange system arranged as thermal equipment of a motor vehicle with propulsive and / or tractive electric motor, configured to be able to selectively operate as a heat pump and selectively connect and disconnect fluidly the first hydraulic network, via a heat exchanger which it comprises, at least one thermal loop of the second hydraulic network of heat transfer liquid. The invention also relates to operating modes of a heat exchange system according to the invention. The invention also relates to a motor vehicle with propulsive and / or tractive electric motorization equipped with a heat exchange system according to the invention.
Said motor vehicle is in particular a vehicle equipped with an electric propulsion and / or traction motor of the vehicle. The electric motorization is capable of equipping an electric vehicle whose propulsion and / or traction is typically provided exclusively by the electric motorization or a hybrid vehicle whose propulsion and / or traction is typically supplied by the electric motorization and / or by a combustion engine.
The object of the invention is to propose such a heat exchange system capable of operating as a heat pump and capable of fluidly connecting and disconnecting the first hydraulic network to at least one thermal loop of the second hydraulic network of heat transfer liquid constituting it, by limiting the undesirable effects induced in the context of the problems to be solved and the constraints previously mentioned as a non-restrictive indication.
The heat exchange system of the invention comprises a first hydraulic network consisting of a refrigerant circuit for conveying a coolant, a second hydraulic network composed of several thermal loops of heat transfer liquid and a control module (4) arranged to configure the heat exchange system according to various operating modes according to the heat treatment needs required by the vehicle.
The first hydraulic network successively comprises, according to the direction of circulation of the coolant through it, at least one air conditioning compressor, a main condenser with condenser / evaporator function cooled by an air flow, at least one holder and at least a heat exchanger, including at least one evaporator.
The second hydraulic network of heat transfer liquid consists of several thermal loops at different temperature levels, including:
i) a thermal loop at very low temperatures, intended to be assigned to the thermal treatment of a reserve of electrical energy that includes the electric motorization of the vehicle and / or to the thermal treatment of the air in the passenger compartment of the vehicle, and consisting of at least one heat transfer liquid pump and a first branch of heat treatment of the electrical energy reserve, conventionally configured as an internal heat exchanger, for example of the cold plate type, for cooling and heating the reserve of electrical energy by the heat transfer liquid flowing through it;
ii) a low-temperature thermal loop, intended to be used for cooling the electrical and / or electronic equipment of the vehicle, including at least that of the electric motorization and particularly in certain cases the reserve of electrical energy, and in the alternative intended to be assigned to the heat treatment of the air in the passenger compartment of the vehicle, and consisting of at least one heat transfer liquid pump, a first branch of heat treatment of electrical and / or electronic equipment and a heat exchanger, including at least one radiator cooled by an air flow passing through it from outside the vehicle;
iii) and a high-temperature thermal loop, intended to be used for heating the air in the passenger compartment of the vehicle, and consisting of at least one heat-transfer liquid pump and a heat exchanger, including at least one air heater .
-) hydraulic regulating members depending on the control module, the modes of circulation of the fluids selectively through the various hydraulic networks of fluids brought to respective temperatures provided by the heat exchange system.
-) At least one coolant condenser mounted on the first hydraulic network and selectively participating in at least one of the thermal loops of the second hydraulic network under the control of the control module.
The relative concepts which are notably assigned to the thermal loops, the coolant, the coolant and / or the ambient temperature outside the vehicle, and which specify the cold, temperate and hot temperatures, as well as the very low, low and / or high, are conventionally considered over differentiated temperature ranges with regard to the climatic conditions in which the vehicle is potentially placed and / or the various functions provided by the heat exchange system.
The heat exchange system has an architecture as previously described. Typically, the configurations of the architecture of the heat exchange system vary according to its operating modes under the control of the control module which regulates the implementation of the various organs and / or equipment integrated into the first and second hydraulic networks. To this end, the control module is typically in relation with various temperature sensors and / or control member (s) transmitting information relating to the thermal treatment (s) required by the vehicle.
Under these conditions under temperate climatic conditions and / or at cold temperatures, the additional condenser is cooled by the thermal loop at low temperatures which takes up calories as a result of the heat treatment of said electrical and / or electronic components. The calories taken from the additional condenser constitute an alternative heat source to that which can be provided by the air outside the vehicle, and are used for the heat treatment at least of the passenger compartment and / or of the electrical energy reserve.
According to the invention, the additional coolant condenser is mounted on the refrigerant circuit at the outlet of the compressor according to the direction of circulation of the coolant through it. The additional condenser is selectively placed in hydraulic communication, under the control of the control module and via devices for distributing the circulation of the coolant through the second hydraulic network, with the thermal loops for circulating the coolant through them at temperatures differentiated, of which:
-) at least a first thermal loop of coolant at low temperatures carrying a first branch dedicated to the heat treatment of electrical and / or electronic components participating in the propulsive and / or tractive electric motorization of the vehicle, and in certain cases of operation the reserve of electrical energy that it includes,
-) at least one second thermal loop of coolant at very low temperatures carrying a second branch dedicated to the heat treatment of said reserve of electrical energy, and
-) at least a third thermal loop of high temperature heat transfer liquid comprising the air heater, dedicated to the heat treatment of an air flow dedicated to the heat treatment of the passenger compartment of the vehicle.
It is understood that the first thermal loop, the second thermal loop and the third thermal loop are thermal loops for circulation of the heat transfer liquid at respective temperatures, according to temperature ranges conventionally identified respectively as being high temperatures or in others. terms of hot temperatures, low temperatures and very low temperatures.
The heat given off by the compression, provided by the air conditioning compressor, of the refrigerant and dissipated to a heat transfer liquid through this additional condenser or an additional heat transfer liquid condenser, is used to heat the passenger air when it is dissipated in the heat transfer liquid of the third thermal loop at high temperatures, and / or towards the second heat treatment branch when it is dissipated in the heat transfer liquid of the second thermal loop at very low temperatures, rather than being lost by dissipation to outside air through the main condenser.
Furthermore, the recovery via the additional condenser of the heat dissipated in the thermal loop of coolant at low temperatures by said electrical and / or electronic members in operation, makes it possible to significantly improve the heating of the passenger compartment and its availability while the refrigerant circuit operates in heat pump mode. The dissipation of the heat supplied by the additional condenser to the various thermal loops of heat transfer liquid provides, according to various operating modes of the heat exchange system, and therefore according to various configurations of the first and second hydraulic networks selectively under the control of the control module:
-) according to predefined climatic conditions, in particular under cold outside temperatures, the heating of the electrical energy reserve in order to improve availability, reduce thermal losses, improve vehicle performance while reducing its consumption of electrical energy and consequently increasing its autonomy in electrical energy,
-) according to other predefined climatic conditions, in particular under hot outside temperatures, the cooling of the additional condenser to carry out a first phase of condensation prior to a second phase of condensation via the main condenser, which improves the refrigeration of the passenger compartment of the vehicle and cooling the electrical energy reserve. According to such a configuration of the refrigerant circuit, the additional condenser is then connected in series with and upstream of the main condenser in the direction of circulation of the refrigerant fluid through them,
-) according to other predefined climatic conditions requiring in particular heating of the passenger compartment, the supply to the heat pump, as a hot source, of the calories dissipated by said electrical and / or electronic organs in the thermal loop at low temperatures and taken by the additional condenser, as an alternative to the calories available in the ambient air by cold outside temperatures, of the order of less than or equal to minus 10 ° C. This significantly improves the heating of the passenger compartment of the vehicle and increases the availability of the heat pump for this purpose, without using the electrical energy stored by the electrical energy reserve and therefore preserving the vehicle's autonomy in energy. electric.
Thus, according to one embodiment, the hydraulic circuit comprises:
-) a selective connection means between them, under the control of the control module, a thermal loop of heat transfer liquid at high temperatures and a thermal loop of heat transfer liquid at very low temperatures formed within the second hydraulic network.
-) a means of selective connection, under control of the control module, of the additional condenser with at least one of the thermal loop at high temperatures, the thermal loop at very low temperatures and a thermal loop at low temperatures provided within the second hydraulic network.
-) a means of selective connection, under the control of the control module, of an auxiliary condenser and of the air heater in series with each other.
-) a selective connection means, under control of the control module, of the condenser with at least the high temperature thermal loop, alone or associated in series with the thermal loop at very low temperatures, provided within the second hydraulic network.
-) a selective bypass means by the coolant of the main condenser, under the control of the control module configuring the second hydraulic network via at least any of the first connection means, the second connection means and the third connection means , selectively by means:
i) either of recovery, by the coolant and the coolant circulating through their respective first and second hydraulic networks, of the heat produced selectively, either by the compressor in operation, or by the first branch of heat treatment and / or the second branch of heat treatment, and of restitution to the air heater and / or to the electrical energy reserve of said recovered heat, ii) either of condensation of the refrigerant fluid by the additional condenser.
-) a selective connection means, under control of the control module, of the additional condenser in series and upstream of the main condenser according to the direction of circulation of the refrigerant fluid through them, while the refrigerant circuit operates in refrigeration mode, and of which the implementation cools an air flow dedicated to the heat treatment of the passenger compartment of the vehicle.
Said cooled air flow is intended to provide refrigeration of the passenger compartment under hot outside temperatures, in particular during a phase of convergence of the thermal comfort of the passenger compartment.
According to one embodiment, first four-way valves with two positions are placed in the direction of circulation of the heat transfer liquid through the air heater, respectively at the inlet of the air heater for a first inlet valve and at the outlet of the air heater for a first outlet valve. The first four-way valves connect the air heater and the auxiliary condenser to each other via two of their ways by participating in the high-temperature thermal loop. The first inlet valve, which connects the outlet of the annex condenser to the inlet of the air heater, also connects the outlet of the additional condenser to the inlet of the air heater, and the first outlet valve connects the outlet of the heater at the condenser inlet.
According to one embodiment, the first outlet valve connects the heat transfer liquid outlet of the air heater to the inlet of the second heat treatment branch via a first three-way valve with two positions, and connects the heat transfer liquid outlet of the second heat treatment branch at the inlet of the annex condenser by closing a first two-way two-position valve.
According to one embodiment, second four-way two-position valves are placed, according to the direction of circulation of the coolant through the compressor, respectively at the inlet of the compressor for a second inlet valve and at the outlet of the compressor for a second outlet valve.
According to one embodiment, the second inlet valve is interposed between the main condenser and at least one said evaporator, to which the second inlet valve is connected via two of its channels. Second two-way two-position valves are interposed between the evaporator and one of the ways of the second inlet valve via which they are connected together. There are two evaporators in particular, being mounted in a closed circuit within the refrigerant circuit in parallel with one another.
According to one embodiment, the second outlet valve is interposed within the refrigerant circuit between the additional condenser with heat transfer liquid and the additional condenser with heat transfer liquid to which the second outlet valve is connected via two of its channels. The additional condenser is connected via a second three-way two-position valve selectively to the main condenser and to the second bypass inlet valve of the main condenser via a so-called bypass branch placed in parallel with the main condenser.
According to one embodiment, the refrigerant circuit comprises at least two heat exchangers configured as evaporators, including a first evaporator connected to the additional condenser via the second four-way valves and including a second evaporator in heat exchange with the second branch of heat treatment via third two-way two-position valves.
According to one embodiment, a third four-way valve with two positions is arranged on the thermal loop of coolant at low temperatures and interposed between the additional condenser via two of its paths and between on the one hand a three-way thermostatic valve and the first branch of heat treatment via respectively two of its other channels. Said thermostatic valve is also placed in parallel with the radiator. A three-way four-position valve is interposed between the third four-way two-position valve and respectively the first heat treatment branch and the second heat treatment branch.
Preferably, the second hydraulic network comprises at least one pump, in particular at least one electric heat transfer liquid pump, of which preferably:
-) a first pump is placed on the thermal loop of high-temperature heat transfer liquid and interposed between the annex condenser and the first four-way inlet valve
-) a second pump is arranged on the thermal loop of coolant at low temperatures and interposed between the third four-way two-position valve and the three-way four-position valve, and / or
-) a third pump is arranged on the thermal loop of coolant at very low temperatures and interposed between the first three-way valve with two positions and the second branch of heat treatment.
In addition to the advantages provided by the invention already mentioned, the heat exchange system provides the following results and / or advantages:
-) better energy autonomy of the vehicle under cold and / or temperate climatic conditions,
-) an improvement in the condensing performance of the refrigerant, useful for improving the refrigeration of the passenger compartment of the vehicle and for the thermal management of the electrical energy reserve, including in the event of heavy demands on the engine electric,
-) a reduction in electricity consumption by the air conditioning installation with iso-benefits, in particular in heating mode and / or in cabin cooling mode, which makes it possible to increase the energy autonomy of the vehicle under hot and / or cold climatic conditions,
-) efficient demisting of the passenger compartment of the vehicle, allowing recirculation of the passenger compartment air under cold climatic conditions,
-) a thermal preconditioning allowed for the electrical energy reserve during the thermal preconditioning phase of the passenger compartment, while the vehicle is connected to an external energy source, and during the running of the vehicle, with a reduction in electricity consumption and ultimately an increase in the vehicle's energy autonomy,
-) improved performance of the thermal comfort of the passenger compartment, in particular in heating mode of the passenger compartment air, with increased energy efficiency with regard to the balance between heating and refrigeration performance with regard to the electrical consumption obtained .
The invention also relates to a motor vehicle with propulsive and / or tractive electric motorization equipped with a heat treatment system according to the invention. The motor vehicle is likely to be an electric type vehicle whose propulsion and / or traction is exclusively provided by an electric motor or a hybrid motor type vehicle combining an electric motor and a vehicle propulsion combustion motor.
The invention also relates to a method of implementing a heat treatment system according to the invention, according to various modes of operation, the respective implementations of which are placed under the control of the control module.
Various modes of operation of the heat treatment system are implemented by selective activation of the hydraulic members that comprise the first and second hydraulic networks of the heat treatment system, according to different configurations providing heat exchanges via the coolant and the heat transfer liquid and between the various thermal loops provided within the heat treatment system.
Such various operating modes are described and detailed for examples in relation to the figures of the appended plates. More particularly, exemplary embodiments of a heat treatment system in accordance with the invention, as well as various examples of modes of its operation in accordance with the invention, will be described in relation to the figures of the appended plates, in which:
-) Figures 1 to 11 and 15 to 17 are illustrations of a first embodiment of a heat treatment system according to the invention, according to respective configurations of its implementation.
-) Figures 12 to 14 are illustrations of a second embodiment of a heat treatment system according to the invention, according to respective configurations of its implementation.
In FIGS. 1 to 11 and 15 to 17 on the one hand, and in FIGS. 12 to 14 on the other hand, respective examples of embodiment of heat treatment systems in accordance with the invention are arranged in motor vehicle equipment. with electric propulsion and / or traction motorization of the vehicle. Such heat treatment systems are used to respond to various requests relating to heat treatment needs useful to the vehicle.
In the context of the invention, it is in particular considered a heat treatment of the organs which the electric motorization of the vehicle comprises, such as in particular electrical and / or electronic organs 1a-1c for regulating its operation and a reserve of electrical energy 2 , high voltage battery in particular, and / or a heat treatment of the passenger compartment of the vehicle via an air conditioning installation to improve comfort.
The heat treatment systems 3 illustrated in the figures each include a first 5 and a second 5a-5c hydraulic networks through which circulate respectively a coolant and a coolant, and a control module 4 controlling the implementation of various organs of these hydraulic networks. Thus, the configuration of the general architecture of the first 5 and second 5a-5c hydraulic networks is modified under the control of the control module 4, to implement the heat exchange system according to various predefined operating modes.
The control module 4 notably regulates the circulation of the refrigerant fluid through the refrigerant circuit 5 and that of the heat transfer liquid through various thermal loops 5a-5c of differentiated temperatures, which are provided within the second hydraulic network according to specific configurations of its architecture.
The thermal loops of heat transfer liquid notably comprise a high temperature thermal loop 5a, a low temperature thermal loop 5b and a very low temperature thermal loop 5c.
Within the heat treatment system 3, the refrigerant circuit 5 conventionally comprises, successively according to the direction of circulation of the refrigerant fluid through it, at least one compressor 6, a main condenser 7 with the function of condenser / evaporator cooled by a flow of 'air, at least one holder 8a-8c (Figure 1-11, 15-17) or 8a, 8b, 8d (Figure 12-14). The refrigerant circuit 5 also includes at least one heat exchanger, including at least a first evaporator 12a configured to provide heat exchange with an air flow entering the passenger compartment passing through it.
The main condenser 7 and the radiator 10 are in particular configured to be placed in an aerothermal front module generally installed on the front face of the vehicle, for their cooling by a flow of outside air which passes through them from outside the vehicle. The outside air flow is typically likely to be generated as a result of the progression of the vehicle and / or via a motor-fan unit of the aerothermal front module. The air heater 9 and the first evaporator 12a are dedicated to the heat treatment of an air flow which passes through one and / or the other then which is sent to the passenger compartment to improve comfort.
The second hydraulic network of the heat treatment system 3 comprises a first heat treatment branch 11a, generally carried by the thermal loop of coolant at low temperatures 5b and via which said electrical and / or electronic components 1a-1c can be heat treated, and a second heat treatment branch 11b, generally carried by the thermal loop of very low temperature heat transfer liquid 5c and via which the electrical energy reserve 2 can be heat treated.
A first evaporator 12a is selectively connected to the main air condenser 7 and / or to an additional condenser 13a with heat transfer liquid via a set of two-way four-way valves 14c, 14d, called second. A second evaporator 12b is selectively associated in heat exchange with the second heat treatment branch 11b via a third two-way two-position valve 15a, or in other words a third on / off valve. The second heat treatment branch 11b can also be connected to the thermal loop of coolant at low temperatures 5b, selectively:
-) at its outlet, upstream of a thermostatic three-way valve 16 distributing, according to the temperature of the heat-transfer liquid passing through the flow of heat-transfer liquid through the radiator 10 and / or a conduit bypassing it, or upstream of the first branch heat treatment 11a, via a first two-way two-position valve 15c, or in other words a first on / off valve 15c,
-) at its inlet, either downstream of the three-way thermostatic valve 16 or of the first heat treatment branch 11a via a three-way multi-position valve (at least four positions and preferably five positions) 17a, or downstream of the radiator 10 via another third two-way two-position valve 15b.
An annex condenser 13b with heat transfer liquid is connected to the air heater 9 by being selectively participating in the thermal loop 5a, alone or associated in series, depending on the position of the first four-way two-position outlet valve 14b, in the thermal loop 5c, including in particular the second heat treatment branch 11b. The annex condenser 13b is mounted within the refrigerant circuit at the outlet of the compressor 6 according to the direction of circulation of the refrigerant fluid through it, via track C of a second four-way two-position valve, called outlet 14d. The annex condenser 13b and the additional condenser 13a are mounted within the heat exchange system 3 as part of an organization of the refrigerant circuit 5 as a heat pump.
The second outlet valve 14d is interposed between the annex condenser 13b via its channels B, D and the additional condenser 13a via its channel A. Upstream of the compressor 6, a second four-way two-position valve, called the inlet 14c, is interposed between the compressor 6 via its track B, the main condenser 7 or its bypass duct 8 via its track A, the input of the first evaporator 12a and second evaporator 12b, arranged in parallel within each other of the refrigerant circuit 5, via its path C and the output of the two evaporators 12a, 12b via its path D.
Second two-way two-way valves 15d, 15e, or in other words second on / off valves, are interposed between track C of the second inlet valve 14c and respectively the first evaporator 12a for a second valve two two-way channels 15d, and the second evaporator 12b for a second two-way two-position valve 15e.
The additional condenser 13a is also connected to the main condenser 7 via a second three-way valve 17c authorizing either a passage of the refrigerant fluid between the additional condenser 13a and the main condenser 7, or excluding such a passage bypassing the main condenser 7 via a branch bypass 18 placed in parallel.
A third four-way two-position valve 14e is arranged for a part on the thermal loop of coolant at low temperatures 5b and for the other part on the thermal loop of coolant at high temperatures 5a, and interposed between the radiator 10 via the three-way thermostatic valve 16 via its track A, the additional condenser 13a via its tracks B and D, and, via its track C, mainly the thermal loop of coolant at low temperatures 5b including the first heat treatment branch 11a and / or optionally the second heat treatment branch 11b via at least one three-way multi-position valve 17a and a third three-way two-position valve 17b.
The second hydraulic network 5a-5c of the heat treatment system 3 also includes a set of pumps 19a-19c for driving the heat transfer liquid through it. A first pump 19a is disposed on the thermal loop of high-temperature heat transfer liquid 5a and interposed between the annex condenser 13b and the first four-way two-position inlet valve 14a, according to a first configuration upstream of the air heater 9. A second pump 19b is arranged on the thermal loop of coolant at low temperatures 5b and interposed between the third four-way valve 14e with two positions and the first heat treatment branch 11a. A third pump 19c is placed on the thermal loop of very low temperature heat transfer liquid 5c at the inlet of the second heat treatment branch 11b.
A first pressure reducer 8a is arranged on the refrigerant circuit 5 and interposed between the annex condenser 13b and the second four-way outlet valve 14d upstream of the additional condenser 13a with condenser / evaporator function which, while the refrigerant circuit 5 is configured in heat pump mode, is active as an evaporator. A second regulator 8b and a third regulator 8c are interposed between the second four-way inlet valve 14c and respectively the first evaporator 12a via the second two-way valve 15d and the second evaporator 12b via the second two-way valve 15e.
Furthermore, the refrigerant circuit 5 comprises, as conventionally, at least one desiccant tank 20a. According to the illustrated exemplary embodiments, the desiccant tank 20a is located downstream of the outlet of the bypass duct 18 of the main condenser 7, at the outlet of the latter and of the additional condenser 13a. As a variant, the desiccant tank 20a is located upstream, immediately at the inlet of the air conditioning compressor 6, so as to be operational regardless of the refrigeration / heat pump operating mode adopted by the refrigerant circuit 5, or else in downstream of each heat exchanger activated in the refrigerant circuit 5 as a condenser. On the other hand, the second hydraulic network 5a-5c comprises at least one degassing box 20b installed in the thermal loop with coolant at low temperatures 5b, immediately upstream of the second coolant pump 19b.
In Figures 1 to 11 and 15 to 17, there is illustrated a first specific embodiment of the architecture of a heat treatment system according to the invention.
According to this embodiment, first four-way two-way valves 14a, 14b are placed respectively upstream and downstream of the air heater 9. A first four-way inlet valve 14a is interposed between the air heater 9 via its track B and the annex condenser 13b via its path A, thus making it possible to associate these two heat exchangers in series within the thermal loop with high temperature heat transfer liquid 5a. The first four-way inlet valve 14a also makes it possible to have, via its channels C and D, the additional condenser 13a in series and upstream of the air heater 9 on the very low temperature thermal loop 5a.
A first four-way outlet valve 14b is disposed within the thermal loop of high-temperature heat transfer liquid 5a at the outlet of the air heater 9 via its path C and directs the heat-transfer liquid which results therefrom, either to the annex condenser 13b via its path A, ie towards the thermal loop of coolant at very low temperatures 5c and the second heat treatment branch 11b via its paths B and D, crossing via its path D the first three-way valve 17b with two positions .
A first non-return valve 21a is disposed at the outlet of the third four-way valve 14e via its track B at the inlet of the additional condenser 13a, being spontaneously placed in the closed position in the direction of the third four-way valve 14e. A second non-return valve 21b is arranged at the inlet of the additional condenser 13a from the first four-way inlet valve 14a via its path C, being spontaneously placed in the closed position in the direction of the first four-way valve. entry 14a.
In FIGS. 12 to 14, a second specific embodiment of the architecture of a heat treatment system 3 according to the invention is illustrated, according to which the second evaporator 12b used in the first embodiment is replaced by a heat exchanger 12c with evaporator / condenser function, so as to provide the heat treatment of the electrical energy reserve 2, both in cooling and in heating, by the evaporator / condenser 12c.
Various configurations of the heat exchange systems 3 illustrated in FIGS. 1 to 17 will be more precisely described below, respectively in relation to various modes of their operation.
In FIG. 1, the refrigerant circuit 5, ensuring the refrigeration of the passenger compartment of the vehicle conventionally comprises a first evaporator 12a within which the coolant absorbs the heat of the passenger compartment air by changing its physical state, c ' that is to say, passing into the gas phase. After passing through the evaporator 12a, the refrigerant gas passes through a regulator 8b (of the electronic or thermostatic type). At the outlet of the evaporator 12a, the refrigerant gas flows through the pipes to an air conditioning compressor 6 in which it is compressed. Being a propulsive and / or tractive electric motor vehicle, known as BEV, the air conditioning compressor 6 is electrically driven.
The high pressure refrigerant gas at the outlet of the compressor 6 is introduced into the air condenser, or main condenser 7, and / or an additional coolant condenser 13a according to the position of the valve 17c disposed between the two condensers 7, 13a, at within which the refrigerant gas transfers its heat respectively to the outside air thanks to the advancement of the vehicle and / or to the operation of a motor-fan unit called GMV, and / or to the heat transfer liquid. In doing so, the refrigerant again changes its physical state and returns to the liquid phase. At the outlet of the condenser (s) 7, 13a, the coolant is conveyed through the pipes to the evaporator 12a by first passing through the regulator 8b.
The refrigerant circuit 5 integrates a desiccant tank 20a whose function is to separate the liquid and vapor phases from the refrigerant to release only the liquid phase from the fluid. Due to the possibility of bypassing the main condenser 7 and the desiccant tank which is usually integrated therein, a first possibility is to relocate this tank on the refrigerant circuit 5 downstream of the connection of the bypass duct 18 of the air condenser 7 to air condenser outlet pipe 7, making it possible to have a desiccant tank 20a always in service. However, it is known from the state of the art that, like its integration into the air condenser 7, the desiccant tank is also integrated into the additional condenser 13a, for example when this condenser is the only exchanger carrying out the condensing of the refrigerant. Also, in order not to impact diversity management and manufacturing processes at component suppliers, a second possibility is to combine an upstream air condenser 7 incorporating a desiccant tank, an additional condenser 13a integrating a desiccant tank.
As a variant, a non-return valve not shown is placed on the refrigerant circuit 5 at the outlet of the main condenser 7 upstream of the outlet of the bypass duct 18, in order to avoid any circulation of refrigerant fluid against the current through the condenser air 7 while the valve 17c bypasses it via the conduit 18.
The refrigerant circuit 5 also incorporates a second evaporator 12b arranged in parallel with the first evaporator 12a ensuring thermal management of the electrical energy reserve 2, or high-voltage battery, whose temperature requirements, maximum in terms of its reliability, temperature average for its durability and minimum temperature for its availability require the implementation of the refrigerant circuit 5. Like the first evaporator 12a, the second evaporator 12b is managed by its own regulator 8c and the branches of the circuit refrigerant 5 carrying each of them 12a, 12b integrate upstream a disconnection means 15d,
15th (for example in the form of an on / off valve) of each of them of the refrigerant circuit 5 implemented.
These disconnection means 15d, 15e make it possible to make one or the other of the evaporators 12a, 12b inactive when the associated need (refrigeration of the passenger compartment for the first evaporator 12a, thermal management of the electrical energy reserve 2 for the second evaporator 12b) is not required. This is to avoid the risks of icing / icing of the unsolicited evaporator 12a or 12b and of accumulation in the inactive branch of the lubricating oil of the compressor 6 contained in the refrigerant, if upstream the compressor 6 or the refrigerant circuit 5 is not provided with a means for separating the oil from the refrigerant and for retaining the oil to reduce the circulation of the oil in the refrigerant circuit 5 and limit the loss of oil during maintenance operations on the refrigerant circuit 5.
In this configuration, the refrigerant circuit 5 offers the opportunity to be able to operate in heat pump mode. To this end, the refrigerant circuit 5 integrates on the one hand two four-way valves 14c, 14d, which are arranged upstream and downstream of the compressor 6 and which make it possible to reverse the direction of circulation of the refrigerant fluid within the refrigerant circuit 5, as well as a second heat transfer liquid condenser, or annex condenser 13b, which is hydraulically connected to the thermal loop of high temperature heat transfer liquid 5a, called the heat transfer circuit HT °, carrying the air heater 9.
The branch of the refrigerant circuit 5 carrying the annex condenser 13b is provided downstream of this exchanger with a regulator (first regulator) 8a allowing, while the refrigerant circuit 5 operates in heat pump mode, to the additional condenser 13a (or even to the condenser air) to act as evaporators. This regulator 8a is installed upstream of the second four-way outlet valve 14d in order to be deactivated when the refrigerant circuit 5 operates in refrigeration mode and the additional condenser 13a (alone or with the air condenser 7) regains its conventional function .
The thermal loop of heat transfer liquid at low temperatures 5b, called the heat transfer circuit BT °, ensuring the cooling of the electrical and / or electronic ovigans 1a-1c, called organs EE of the electrified part of the electric motorization (electrical machines and their inverters in particular), associates in series the organs to be cooled (alternatively, some can be in parallel with others, or all in parallel with each other). A second electric heat transfer liquid pump known as a BT ° 19b pump ensures circulation in the BT ° 5b circuit, in the conventional direction from the most sensitive member (requiring the lowest temperature of the heat transfer liquid at its inlet, typically up to 60 ° C) to the least thermally sensitive organ (allowing a higher temperature of the heat transfer liquid at its entry, typically up to 80 to 100 ° C).
These temperature levels (which the heat transfer circuit HT ° 5a could not satisfy over the long term and on the exhaustiveness of the situations) require the use of such a heat transfer circuit BT ° 5b, which is supplemented by a radiator 10 BT ° placed opposite front of the vehicle in front of the air inlets of its grille, preferably arranged downstream of the air condenser 7 seen from the outside air flow. This 10 ° BT radiator can also be placed upstream of the condenser 7 if, however, the 10 ° BT radiator does not cover by its exchange surface that of the sub-cooling pass practiced within the condenser 7 (often in the lower part of that - here, on a few rows of tubes).
The flow through the radiator 10 BT ° by the carrier liquid is subject to the position of a thermostatic valve 16 installed as a mixer and controlled by the temperature of the heat transfer liquid resulting from this mixture. The closure of this thermostatic valve 16 allows the heat transfer liquid to bypass the radiator 10 BT ° and to keep within the circuit BT ° 5b the calories dissipated by the operation of the organs EE. The BT ° 5b circuit is connected to the degassing box 20b in order to allow after-sales and in the assembly plant to fill the HT ° 5a, BT ° 5b heat transfer circuits and the thermal loop of heat transfer liquid at very low temperatures. TBT ° 5 heat transfer circuit :, in a single operation, but also so as not to allow any exchange of heat transfer liquid in and out of operation between these circuits 5a, 5b and 5c.
The thermal management of the electrical energy reserve 2 is ensured, taking into account the required thermal level and the cooling possibilities allowed by the adaptation of the electric motorization to the vehicle:
-) either by the TBT ° 5c heat transfer circuit in thermal load or not with the refrigerant circuit 5 via the second evaporator 12b;
-) or via the heat transfer circuit BT ° 5b, preferably in a branch of dedicated heat transfer liquid disposed at the outlet of the radiator 10 BT ° in parallel with the first heat treatment branch 11 to other bodies EE, by a radiator outlet nozzle 10 BT ° different from that supplying the first heat treatment branch 11 a and arranged so that on the one hand the thermostatic valve 16 does not directly impact the flow of heat transfer liquid through the branch ensuring the cooling of the reserve of electrical energy 2, and that on the other hand the temperature of the heat transfer liquid leaving the radiator 10 BT ° at the inlet of the cooling branch of the electrical energy reserve 2 is lower than that of the heat transfer liquid leaving the radiator 10 BT ° in input cte the first heat treatment branch 11a of the other EE bodies. This provision can be fulfilled by carrying out two cooling passes within the radiator 10 BT ° to cool the electrical energy reserve 2 (the heat transfer liquid performs a round trip within the bundle of the radiator 10 BT °) while the heat transfer liquid cooling the other organs EE performs only one.
In order to achieve the different configurations of the BT ° 5b and TBT ° 5c heat transfer circuits in the different situations and operating modes detailed below, taking into account the thermal management needs required by the electrical energy reserve 2 and the capacities offered by the adaptation of the electric motorization to the vehicle, the dedicated branch of the BT ° 5b circuit ensuring the thermal treatment of the electrical energy reserve 2 must moreover be provided with means of connection / disconnection of this branch of heat-transfer liquid to the rest of the BT ° 5b circuit to realize the TBT ° 5c circuit independent of the BT ° 5b circuit, and of disconnection / connection to the second evaporator 12b of refrigerant, respectively when the cooling availability of the BT ° 5b circuit alone ensures thermal management of the reserve of electrical energy 2 and when this requires only the branch of heat-transfer liquid which is dedicated either removed from the circuit BT ° 5b and connected to the second evaporator 12b of the refrigerant, thus forming the circuit TBT ° 5>
These are more particularly the following valves: first on / off valve 15c, third on / off valves 15b and 15a, three-way multi-position valve 17a, first three-way valve 17b and first four-way valve outlet 14b. As a variant, these valves are grouped together in a single distributor ensuring the same functionalities. Furthermore, the thermoregulation of the electrical energy reserve 2 can also be ensured according to other variants of the heat transfer circuit (cabin air, cabin air in a dedicated air conditioning installation group, direct thermal contact of the internal components of the electrical energy reserve 2 with the second evaporator 12b without intermediate heat transfer fluid, etc.) without departing from the scope of the present invention but whose ranges and functionalities are consequently reduced.
An HT ° 5a heat transfer circuit is used to adapt the electric motorization to the vehicle. Its role is to transport the calories dissipated in the heat transfer liquid by the annex condenser 13b, the refrigerant circuit 5 then operating in heat pump mode, thanks to the activation of the first electric heat transfer liquid pump (said pump HT ° 19a) up to the air heater 9 which transfers them to the air entering the passenger compartment. Depending on the BEV's marketing area, the heat pump is supplemented by a heating element, such as a high-voltage electric heater or a fuel or ethanol burner, on the heat transfer liquid upstream of the air heater 9, or by a high voltage electric heater on the air entering the passenger compartment. The HT ° 5a circuit carries a first 4-way valve with 2 input positions 14a as a means of connection or disconnection of the additional condenser 13a to the HT ° 5a heat transfer circuit upstream of the air heater 9. The HT ° 5a circuit carries the valve 14b, of the same type as the valve 14a, as a means of connection or disconnection of the second heat treatment branch 11b of the electrical energy reserve 2, and therefore of a part of the heat transfer circuit TBT ° 5c to the HT ° 5a heat transfer circuit, downstream of the air heater 9.
The means of connection of the additional condenser 13a to the heat transfer circuit BT ° 5b (said third four-way valve 14e) is disposed at the outlet of the radiator 10 BT ° downstream of the thermostatic valve 16, so that whatever the position of this valve thermostatic 16, the input A of the valve 14e is always supplied with heat transfer liquid. The fluid connection of the additional condenser 13a to the heat transfer circuits BT ° 5b, TBT ° 5c or HT ° 5a is achieved by the implementation, in addition to the associated valves 14e, 14b and 14a, of two non-return valves 21a, 21b located on the heat transfer liquid inlet conduits in the additional condenser 13a, the valve 21a coming from the valve 14e and from the heat transfer circuit BT ° 5b and the valve 21b coming from the valve 14a and from the heat transfer circuit HT ° 5a.
FIG. 2 describes the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in a first operating mode such as:
-) the passenger compartment needs to be heated;
-) the electrical energy reserve 2 of the vehicle needs to be heated;
-) the other organs EE 1 a-1c of the electric motorization (electric machines and their inverters) need to be cooled;
-) the refrigerant circuit 5 is put into action in its heat pump mode.
In this operating mode, the passenger compartment needing to be heated and the electrical energy reserve 2 not needing to be cooled, the heat pump mode of the refrigerant circuit 5 is activated. To this end, the valve 14c takes a position (communication between its channels AB and CD) which allows the compressor 6 to compress the refrigerant coming from the desiccant tank 20a and to discharge it at the inlet C of the valve 14d, while disconnecting from the refrigerant circuit 5 the first and second evaporators 12a, 12b: their respective regulators 8b, 8c are inactive and the associated on / off valves 15d, 15e are closed. The valve 14d then takes a position (communication between its channels AB and CD) which directs the refrigerant fluid through the annex condenser 13b where it is condensed by yielding the heat from the compression produced by the compressor 6 to the coolant put implemented in the HT ° 5a circuit by activating the HT ° 19a pump. At the outlet of the annex condenser 13b, the refrigerant is expanded by passing through the regulator 8a disposed upstream of the valve 14d, the path AB of which preferably guides it through the additional condenser 13a, taking into account the position which the second three-way valve 17c.
In this first operating mode, the valve 17c occupies a position allowing the coolant to bypass the air condenser 7 by passing through the bypass duct 18. Thus, the position taken by the valve 17c allows the coolant to pass out of the regulator 8a through the additional condenser 13a then in the bypass duct 18 and, to a lesser extent, through the air condenser 7. The additional condenser 13a and to a lesser extent the air condenser 7 arranged downstream of the regulator 8a then act as evaporators and absorb the calories transported by the heat transfer fluids passing through them. Regarding the air condenser 7, this is by the advancement of the vehicle crossed by outside air, the level of available calories of which is quite low given the low outside temperatures (for example below 10 ° C.).
At the same time, the additional condenser 13a is in this first operating mode hydraulically connected to the heat transfer circuit BT ° 5b by the valve 14e which communicates downstream of the valve 21a the suction of the pump BT ° 19b, which causes it to rise from its seat the movable part of the valve 21a, freeing the passage of the heat transfer liquid through the valve 21a. At the same time, the position of the valve 14e applies downstream of the valve 21b the pressure of the heat transfer liquid which presses against its seat the movable part of the valve 21b which, by the configuration (detailed below) then taken by the valve 14a, is not applied upstream, contrary to the operating case described in FIG. 3, the pressure of the HT circuit 5a: the valve 21b is closed and obstructs the passage of the heat-transfer liquid through the valve 21b and the channel CD of valve 14a. Without this obstruction, the heat transfer liquid sucked in by the BT ° 19b pump would have bypassed the additional condenser 13a by crossing the CD path of the valve 14a and would be returned to the BT ° 5b circuit towards the first heat treatment branch 11a of the organs EE 1a-1c via the CD channel of the valve 14e without passing through the additional condenser 13a.
Thus, the opening of the valve 21a and the closing of the valve 21b force the coolant from the valve 21a to pass through the additional condenser 13a, at the end of which the pressure of the coolant is, taking into account the loss of charge of the additional condenser 13a, insufficient to allow it to cross the track CD of the valve 14a and to lift from its seat the movable part of the valve 21b. The heat transfer liquid is thus sucked up by the pump BT ° 19b through the path C-D of the valve 14e and propelled into the circuit BT ° 5b through the first heat treatment branch 11a of the organs EE 1a-1c. When they exit, the heat-transfer liquid loaded with calories dissipated by the organs EE while in operation cannot pass through the radiator 10 BT ° until the associated thermostatic valve 16, then closed, bypasses it: the suction of the pump BT ° 19b this additional condenser 13a passes through this heat-transfer liquid charged with calories that the additional condenser 13a, then acting as an evaporator, absorbs in the refrigerant fluid within the refrigerant circuit 5 then implemented in heat pump mode.
Thus, the additional condenser 13a is then hydraulically connected to the heat transfer circuit BT ° 5b at the outlet of the bodies EE 1a-1c and to the suction of the pump BT ° 19b, and traversed by the hot heat transfer liquid, coming from the bodies EE in operation , the radiator 10 BT ° being bypassed by the closed position of the thermostatic valve 16. In doing so, the calories dissipated in the heat transfer liquid by the organs EE through the first heat treatment branch 11a are not lost by dissipation to the outside air via the radiator
BT ° (all the more if it is downstream of the air condenser 7) but used within the refrigerant circuit 5 then operating in heat pump mode, of which they constitute via the additional condenser 13a then acting as an evaporator main hot spring, in addition to the calories taken from the outside air via the air condenser 7, in order to heat the passenger compartment. Through this, the heat transfer liquid is cooled through the additional condenser 13a to cool again in this operating mode the organs EE 1a-1c.
In this first operating mode, with reference to FIG. 1, the HT ° 5a circuit is implemented by the activation of the HT ° 19a pump which draws the heat transfer liquid through the annex condenser 13b. In doing so, the annex condenser 13b, as the condenser of the heat pump then formed by the refrigerant circuit 5, yields to the heat transfer liquid of the HT ° 5a circuit:
-) the heat dissipated in the heat transfer liquid through the first heat treatment branch 11apar the EE bodies 1a-1c and absorbed by the additional condenser 13a acting as an evaporator,
-) and to a lesser extent the calories taken from the outside air by the air condenser 7 then also acting as an evaporator.
The valve 14a takes in this operating mode a position (communication between the channels AB and CD) which bypasses the additional condenser 13a (channel CD inactive) and which connects the output of the annex condenser 13b to the input of the air heater 9 (channel AB active), thus dissipating in the passenger compartment the calories recovered in the heat transfer liquid of the BT ° 5bet circuit, to a lesser extent, taken from the outside by the heat pump, and dissipated by the condenser annex 13b to the heat transfer liquid passing through the air heater 9 by activating the HT ° 19a pump to heat the passenger compartment.
The valve 14b takes in this operating mode a position (communication between the channels AB and CD) which transfers (channel CD) within the second heat treatment branch 11b of the electrical energy reserve 2 the residual calories still present in the LR HT ° at the outlet of the air heater 9, the valve 17b then occupies a position connecting the outlet D of the valve 14b to the inlet of the second heat treatment branch 11b of the electrical energy reserve 2.
Channel A-B of valve 14b brings back, at the end of the electrical energy reserve 2, the heat transfer liquid at the inlet of the annex condenser 13b to be reheated there. The third electric water pump for cooling the electrical energy reserve 2 (known as TBT ° 19c pump) is preferably inactive if the HT ° 19a pump alone provides a sufficient flow of heat transfer liquid through the annex condenser 13b, the air heater 9 and the heat treatment branch 11b of the electrical energy reserve 2; otherwise, the TBT ° 19c pump is activated to assist the operation of the HT ° 19a pump and to provide the required flow of heat transfer liquid. This operating mode thus also makes it possible to heat the electrical energy reserve 2 by the heat pump if its temperature is below a first predetermined threshold (for example 10 to 15 ° C). Furthermore, the 3-way valve 17a and the on / off valves respectively 15c, 15b, 15a dissociate the electrical energy reserve 2 and the second heat treatment branch 11b of the heat transfer circuit BT ° 5b and seal the various accesses of the heat transfer liquid. to the electrical energy reserve 2.
The heat treatment system 3 implemented adopting the first operating mode described above, if the temperature of the electrical energy reserve 2 reaches and exceeds the first threshold of T ° previously mentioned, its reheating is then no longer necessary and the TBT ° 5c circuit carrying the electrical energy reserve 2 and the second heat treatment branch 11b is disconnected from the HT ° 5a circuit ensuring via the heat pump the heating of the passenger compartment, as illustrated in FIG. 3, however as long as the electrical energy reserve 2 does not require cooling since its temperature does not reach a second predetermined threshold (for example 30 ° C.).
In this case, the valve 14b dissociates the electrical energy reserve 2 and the second heat treatment branch 11b of the HT ° circuit 5a downstream of the air heater 9: its AC path brings back to the end of the air heater 9 the heat transfer liquid at the inlet of the annex condenser 13b to be reheated there again and at the suction of the HT pump 19a then, via the AB channel of the valve 14a, at the inlet of the air heater 9, while the BD channel of the valve 14b contributes, with the position then occupied by the valve 17b and the closing of the valves 15a and 15c, to the formation of a TBT ° 5c circuit independent of the other thermal loops of heat transfer liquid.
The activation of the TBT ° 19c pump establishes within cLi circuit TBT ° 5c a minimum circulation of heat transfer liquid necessary to update the information read by the temperature sensor of the heat transfer liquid implanted within the TBT ° 5c input circuit or at the output of the second heat treatment branch 11b, to homogenize through the second heat treatment branch 11b the temperature at the contact surface with the internal components of the electrical energy reserve 2 and acquire by one or more temperature not shown the temperature (s) of the heat transfer liquid, in particular at the outlet of the second heat treatment branch 11b.
Indeed, a thermal gradient, within the same internal component and between the internal components, of 3 to 5 ° C must be respected within the electrical energy reserve 2 in order to favor the homogeneity of the aging of its components internal. The TBT ° 19c pump can also be temporarily deactivated, thus temporarily inhibiting the circulation of heat transfer liquid in the TBT ° 5c circuit, in order to reduce electrical consumption, the temperatures of the internal components of the electrical energy reserve 2 being monitored. by sensors placed in thermal contact with some of its internal components, then reactivated.
FIG. 4 describes the architecture of the heat treatment system 3 implemented on a BEV according to its first architecture, in a second operating mode partially alternative to the first mode such as:
-) the passenger compartment needs to be heated;
-) the electrical energy reserve 2 of the vehicle needs to be heated;
-) the other organs EE 1 a-1c of the electric motorization (electric machines and their inverters) need to be cooled;
-) the refrigerant circuit 5 is put into action in its heat pump mode.
This operating mode offers an alternative to sharing, as described in FIG. 2, the implementation, by the first operating mode, of the heat pump through the annex condenser 13b to heat the passenger compartment then the reserve of electrical energy 2 using as heat source of the heat pump the calories dissipated in the heat transfer liquid of the first heat treatment branch 11a by the bodies EE 1a-1c in operation. In this second mode of operation, the calories dissipated in the first heat treatment branch 11a by the bodies EE in operation are recovered in the heat transfer liquid of the circuit BT ° 5b to both directly heat the electrical energy reserve 2 (without connect the second heat treatment branch 11b via the HT ° 5a circuit to the additional condenser 13b of the heat pump) and to warm up the additional condenser 13a, as a hot dump of the heat pump whose annex condenser 13b is then more connected via the HT ° 5a circuit than the only air heater 9.
In this second mode of operation, the passenger compartment needing to be heated and the electrical energy reserve 2 not needing to be cooled, the heat pump mode of the refrigerant circuit 5 is activated. To this end, the valves 14c and 14d disconnect the first and second evaporators 12a, 12b from the refrigerant circuit 5 and direct the refrigerant fluid coming from the compressor 6 through the annex condenser 13b where it is condensed by yielding its calories to the heat transfer liquid put in works in the HT ° 5a circuit by activating the HT ° 19a pump. At the end of the annex condenser 13b, the refrigerant is expanded via the regulator 8a then the valve 14d preferably guides it through the additional condenser 13a taking into account the position which the valve 17c then occupies, which makes it mainly bypass the air condenser 7. The additional condenser 13a and, to a lesser extent, the air condenser 7, as evaporators of the refrigerant circuit 5 then configured as a heat pump, absorb the calories respectively in the heat transfer liquid from the first branch heat treatment 11a of the organs EE 1a-1c and in the outside air at low outside temperature.
At the same time, the additional condenser 13a is hydraulically connected to the heat transfer circuit BT ° 5b by the valve 14e, at the end of which the heat transfer liquid passes through the valve 14e and reaches a first inlet of the valve 17a by the suction provided by the pump 19c while active, which also draws in through a second inlet of valve 17a the heat transfer liquid coming from the first heat treatment branch 11a loaded with calories which the organs EE then dissipate while in operation. The pump 19c then sucks through the valve 17b, which also dissociates the circuit TBT ° 5c di circuit HT ° 5a, the heat transfer liquid to the kind of the valve 17a, coming from the branches of the circuit BT ° Eb arranged in parallel and carrying the additional condenser 13a and the pump BT ° 19b on one side and the first heat treatment branch 11 has members EE on the other.
The heat transfer liquid is discharged by the pump 19c through the second heat treatment branch 11b of the electrical energy reserve 2, at the end of which the closing of the valves 15a and 15b and the bypass of the TBT ° 5c circuit by the valve 14b direct the heat transfer liquid through the open valve 15c. At its outlet, the heat transfer liquid is distributed between the two branches mentioned above and arranged in parallel on the circuit BT ° 5b, the first heat treatment branch 11a of the bodies EE 1a-1c towards the second inlet of the valve 17a and the second branch to the first inlet of valve 17a through the radiator bypass pipe 10 BT °, the thermostatic valve 16 then being closed, the valve 14e and the additional condenser 13a.
The latter, on the second branch of the BT ° 5b circuit, then acts as an evaporator and absorbs the calories, dissipated in the LR BT ° through the first heat treatment branch 11a by the organs EE while in operation, in the refrigerant at within the refrigerant circuit 5 then implemented in heat pump mode.
Thus, the additional condenser 13a is then hydraulically connected to the heat transfer circuit BT ° 5b at the outlet of the bodies EE 1a-1c and traversed by the hot heat transfer liquid coming from the first heat treatment branch 11a of the bodies EE 1a-1c in operation, the closing of the thermostatic valve 16 causing it to bypass the radiator 10 BT °.
In doing so, the calories dissipated in the heat transfer liquid by the organs EE 1a-1c through the first heat treatment branch 11a are not lost by dissipation to the outside air via the radiator 10 BT ° but from aboid transmitted to the electrical energy reserve 2 via the second heat treatment branch 11b then used within the refrigerant circuit 5 then operating in heat pump mode, of which they constitute, via the additional condenser 13a then acting as an evaporator, the main hot source , in addition to the calories taken from the outside air via the air condenser 7, in order to heat the passenger compartment.
In this second operating mode, the HT ° 5a circuit is implemented by the activation of the HT ° 19a pump which sucks the coolant through the annex condenser 13b which, as the condenser of the heat pump then formed through the refrigerant circuit 5, yields to the heat transfer liquid:
-) the heat dissipated in the heat transfer liquid by the organs EE 1a-1c through the first heat treatment branch 11a and absorbed by the additional condenser 13a as an evaporator,
-) and to a lesser extent the calories taken from the outside air by the air condenser 7 then also acting as an evaporator.
The valve 14a bypasses the additional condenser 13a to the heat transfer liquid and connects the outlet of the annex condenser 13b to the inlet of the air heater 9, thus dissipating in the passenger compartment the calories recovered by the heat pump in the heat transfer liquid of the circuit. BT ° and, to a lesser extent, taken from outside air. Like the configuration described in FIG. 3, the valve 14b dissociates the second heat treatment branch 11b from the electrical energy reserve 2 of the HT ° circuit 5a at the outlet of the aeroherm 9, at the end of which the heat transfer liquid gains entry to the annex condenser 13b to be reheated there. The valve 14b also contributes, with the position of the valves 17a and 17b, the closing of the valves 15b and 15c and the valve 15c open, to the connection of the circuit TBT ° 5c to the circuit BT ° 5b.
In this second operating mode, the pump 19c is active and sucks through the two inlets of the valve 17a the heat transfer liquid from the first heat treatment branch 11a of the bodies EE 1a-1c and the additional condenser 13a. The degree of opening of the valve 17a and the suction of the BT ° 19b pump are adjusted so as not to penalize at the outlet of the valve 15c the distribution of the flow of heat transfer liquid in the first branch through the organs EE 1a-1c for the benefit of the second branch, arranged in parallel with the first branch on the BT ° 5b circuit, through an additional condenser 13a. This adjustment makes it possible to ensure a sufficient flow of heat-transfer liquid through the first heat treatment branch 11a of the bodies EE, the calories of which they dissipate in operation heat the reserve of electrical energy 2 then the evaporator 13a of the pump to heat then formed by the refrigerant circuit 5.
FIG. 5 below describes the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in a third operating mode such as:
-) the electrical energy reserve 2 of the vehicle needs to be heated;
-) the other organs EE 1 a-1c of the electric motorization (electric machines and their inverters) need to be cooled;
-) the passenger compartment needs to be heated and demistered: refrigeration is then implemented in order to dehumidify the passenger compartment while heating (through the air heater 9 of the heat transfer circuit HT ° 5a) the air entering the habit to maintain a suitable temperature there.
In this situation, the heating of the passenger compartment is, in a non-preferential manner, then ensured by an electric heater on the heat-transfer liquid upstream of the air heater 9 or on the air entering the passenger compartment, which then requires consumption high electric. Refrigeration also requires significant electrical consumption (driving the compressor 6, possibly activating the GMV if the air power on the air condenser 7 due to the advancement of the vehicle is insufficient to ensure the condensation of the refrigerant).
In addition to providing all the electrical energy necessary for the mobility of the vehicle, the reserve of electrical energy 2 must also provide the electrical energy necessary for the refrigeration (dehumidification) and heating of the passenger compartment, hence s '' follows a drastic reduction in the range of the vehicle.
In temperate climates, if it is necessary to dehumidify the passenger compartment, the refrigeration mode of the refrigerant circuit 5 is activated: in this operating mode, the valves 14c and 14d reestablish the conventional direction of circulation of the refrigerant fluid within the refrigerant circuit 5 operating in refrigeration mode. The valve 14c takes a position (placing its AC and BD channels in communication) which allows the compressor 6 to compress the refrigerant fluid coming via its channel BD from the first evaporator 12a and to discharge it at the inlet C of the valve 14d. The electric energy reserve 2 does not then requiring the implementation of the second evaporator 12b to provide cooling thereof is disconnected from the refrigerant circuit 5, its 8c regulator is inactive and the valve on / off ^15C is associated closed and condemns the circulation of the coolant and possibly the lubricating oil of the compressor 6 in this branch of the refrigerant circuit 5.
The valve 14d then takes a position (placing its AC and BD channels in communication) which disconnects the annex condenser 13b from the refrigerant circuit 5 (the associated regulator 8a is then inactive) and directs by its AC channel the refrigerant preferably through the additional condenser 13a, taking into account the position then taken by the valve 17c, where it is condensed by yielding the heat from the compression provided by the compressor 6 to the heat transfer liquid used in the HT ° 5a circuit by the position then taken by valve 14a and activation of HT pump 19a. At the end of the additional condenser 13a and, to a lesser extent, the air condenser 7, the refrigerant passes through the desiccant tank 20a and the AC path of the valve 14c to be expanded upstream of the first evaporator 12a (activation of the regulator 8b corresponding and associated on / off valve 15d open) through which the refrigerant dries the air in the passenger compartment.
In this situation, the need for cooling of the bodies EE 1a-1c of the electrified part of the electric motorization (electric machines and their inverters) is ensured by the activation of the pump BT ° 19b, which propels the heat transfer fluid within the BT ° 5b circuit through the first heat treatment branch 11 has EE bodies. The calories dissipated by the operation of the organs EE 1a-1c thus absorbed through the first heat treatment branch 11a by convective heat transfer by the heat transfer liquid are then either stored (as illustrated in FIG. 2) within the circuit BT ° 5b as long as the thermostatic valve 16 is closed, or otherwise exhausted to the outside air through the radiator 10 BT ° (as shown in FIG. 5) if the temperature of the heat transfer liquid sensitizing the thermosensitive element of the thermostatic valve 16 reached and exceeds its opening temperature threshold.
The valve 14e bypasses the additional condenser 13a with the heat transfer liquid and sends the heat transfer liquid from the thermostatic valve 16 to the inlet of the heat transfer liquid pump BT ° 19b which discharges it into the first heat treatment branch 11a EE bodies. In this operating mode, the valves 17a, 17b, 15a, 15b and 15c arranged on the heat transfer circuit BT ° 5b keep the same position as that described in FIG. 2.
In this third mode of operation, on the one hand the valve 17c occupies a position allowing the refrigerant to bypass the air condenser 7 by passing through the bypass duct 18. On the other hand, the additional condenser 13a is hydraulically connected to the circuit HT ° 5a coolant at the input of the air heater 9: the valve 14a takes a position (communication between its AC and BD channels) which allows the additional condenser 13a to pass through the coolant propelled by the HT ° 19a pump (channel AC active) and the return of the heat transfer liquid leaving the additional condenser 13a at the inlet of the air heater 9 (channel BD active). The position then taken by the valve 14a communicates upstream of the valve 21b the pressure of the heat transfer liquid of the HT ° 5a circuit (via the HT pump 19a) which causes the movable part of the valve 21b to rise from its seat, freeing the passage coolant through the valve 21b.
At the same time, the configurations taken by the valves 14a and 14e press the movable part of the valve 21a on its seat, blocking the passage of the heat-transfer liquid through the valve 21a and the channel BD of the valve 14e: without this closure, the heat transfer liquid propelled by the HT ° 19a pump would have bypassed the additional condenser 13a by crossing the channel BD of the valve 14e and would have returned to the inlet of the air heater 9 by the channel BD of the valve 14a without passing through the additional condenser 13a. Thus, closing the valve 21a forces the coolant from the valve 21b to pass through the additional condenser 13a, after which the pressure of the coolant, taking into account the pressure drop of the additional condenser 13a) is insufficient for him allow the BD track of the valve 14e to be crossed and the movable part of the valve 21a to be lifted from its seat. The heat transfer liquid is thus forced to pass through the path B-D of the valve 14a and the air heater 9 whose inlet is then hydraulically connected to the outlet of the additional condenser 13a by virtue of the position taken by the valve 14a (track B-D active).
At the same time, the valves 14b and 17b make it possible to transfer through the second heat treatment branch 11b within the electrical energy reserve 2 the residual calories still present in the heat transfer liquid at the outlet of the air heater 9.
In this operating mode, the pump 19c is preferably inactive if the HT ° pump 19a alone provides sufficient heat transfer liquid through the HT ° circuit 5a and the second heat treatment branch 11b, otherwise it is activated in order to assist the HT pump 19a.
Thus in this third operating mode, bypassing the air condenser 7 by the refrigerant thanks to the position taken by the valve 17c forces the refrigerant to condense in the additional condenser 13a, at the end of which the refrigerant mainly borrows the bypass conduit 18. In doing so, in an outside temperature of around + 3 ° C (above a temperature threshold_2 of + 3 ° C) up to 20 ° C with the need to dehumidify the passenger compartment, the condensation takes place exclusively within the additional condenser 13a (significant heating requirement in the passenger compartment / need for low condensation; condensation within the additional condenser 13a then the air condenser 7 for an outside temperature above 20 ° C approx.: need heating in the passenger compartment / greater need for condensation), all the more so if the outside temperature com taken between + 3 ° C and 20 ° C the flaps (bturing the air inlets on the front of the vehicle are closed, the heat from the compression work provided by the air conditioning compressor 6 is then largely recovered in the liquid coolant passing through the additional condenser 13a rather than being unnecessarily evacuated to the outside air, especially since this heat is then useful for heating the passenger compartment through the air heater 9.
In doing so, the energy is no longer wasted and the device 3 implemented ensures the dehumidification of the passenger compartment through the evaporator 12a and the at least partial heating of the passenger compartment via the additional condenser 13a. In fact, the calories thus recovered make it possible to reduce or even cancel (depending on the external conditions, the heating need, the calories thus recovered) the electrical consumption of the electric heater and therefore to increase the energy autonomy of the vehicle.
At the same time, the heat transfer liquid of the HT ° 5a circuit cools the additional condenser 13a as conventionally does the outside air for the air condenser 7, but without it being necessary here to activate the GMV if the vehicle advance is insufficient to ventilate the air condenser 7 and even allowing the shutters closing the air inlets on the front face of the vehicle to be closed, thereby reducing electrical consumption (that of a GMV, even at reduced speed, remaining greater than that of the pump 19a, 19c ensuring the flow of coolant necessary for the same condensation of the coolant, the density and the heat capacity of the coolant being, for convective exchange, more interesting than outdoor air) and a new contribution to increasing the vehicle's energy autonomy.
Finally, the residual calories absorbed by the heat transfer liquid from the HT ° 5a circuit and not dissipated to the cabin air through the air heater 9, remain available to heat the electrical energy reserve 2 during its passage through the heat transfer liquid to the outlet of the heater 9.
The heat transfer liquid thus ensures the cooling of the additional condenser 13a through the heat exchangers that constitute the air heater 9 and the second heat treatment branch 11b assigned to the thermal management of the electrical energy reserve 2. The latter, heated by the residual calories in the heat transfer liquid not dissipated to the passenger air through the air heater 9, is thus thermally preconditioned by the hotter heat transfer liquid which passes through it, will thus have a higher availability of electrical power and capacity by reducing its thermal losses by the Joule effect (taking into account the temperature sensitivity of the resistances of the internal components of the electrical energy reserve 2: cells, junctions) and thus allow the vehicle to move and contribute directly to its energy autonomy.
When it is not or no longer necessary to reheat the electrical energy reserve 2 of the vehicle when it reaches its minimum optimum operating temperature without requiring cooling since its temperature does not reach a second predetermined threshold (for example 30 ° C), the second evaporator 12b is deactivated and the corresponding on / off valve 15e condemns the associated branch of the refrigerant circuit 5. The valve 14b dissociates the electrical energy reserve 2 from the HT ° 5a circuit downstream of the air heater 9 : its AC path brings back at the end of the air heater 9 the heat transfer liquid at the inlet of the inactive annex condenser 13b and at the suction of the active HT ° 19a pump then, by AC path of the valve 14a, at the inlet of the additional condenser 13a to be reheated there again, while its channel BD contributes, with the position then occupied by the valve 17b and the closing of the valves 17a and 17c, to the formation of the circu it TBT ° 5c.
The activation of the pump 19c establishes within the TBT ° 5c circuit a minimum circulation of heat transfer liquid necessary to update the information read by the temperature sensor of the heat transfer liquid implanted within the TBT ° 5c circuit, homogenize through the second heat treatment branch 11b the temperature at the contact surface with the internal components of the electrical energy reserve 2 and acquire the temperature (s) of the heat-transfer liquid in particular at the outlet of the second branch 11b, in particular to check the thermal gradients within the electrical energy reserve 2. The pump 19c can also be temporarily deactivated in order to reduce the electrical consumption, the temperatures of the internal components of the electrical energy reserve 2 being monitored by sensors placed in thermal contact with some of its internal components.
FIG. 6 describes the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in a fourth mode of operation such that all the cooling needs are present, while the outside temperature is high (greater than one temperature threshold_3 of for example 30 ° C):
-) the need for cooling the electrical energy reserve 2 of the vehicle is significant;
-) the other organs EE 1a-1c of the electrified part of the electric motorization (electric machines and their inverters) need to be cooled;
-) the passenger compartment needs to be refrigerated.
In this situation, the refrigeration mode of the refrigerant circuit 5 is activated in order to ensure the significant need to refrigerate the passenger compartment of the vehicle and to cool the reserve of electrical energy 2. This, in addition to supplying the electrical energy required by driving, must also provide the electrical energy necessary for refrigeration (electrical consumption to drive the air conditioning compressor 6 and the GMV).
The compressor 6 is active, the valves 14c and 14d put their AC & BD channels in communication so as to restore the conventional direction of circulation of the refrigerant within the refrigerant circuit 5 operating in refrigeration mode and the first evaporator 12a is activated (pressure reducer 8b active correspondent and associated on / off valve 15d open). The second evaporator 12b is also activated (via the regulator 8c and the associated on / off valve 15th) in order to ensure at the same time the cooling of the electrical energy reserve 2, including the heat transfer circuit TBT ° 5c is implemented , via the pump 19c and the position taken by the valves 17a, 17b, 15b and 15c which isolate the circuit TBT ° 5c and with the second heat treatment branch 11b from the electrical energy reserve 2 of the circuit BT ° 5b, and by the valve 15a which authorizes the circulation of the heat transfer liquid within the TBT ° 5c circuit.
Thus, the activation of the pump 19c sucks the coolant from the TBT ° 5c circuit at the outlet of the second evaporator 12b, thanks to the position of the valves 17a and 15b which separate the TBT ° 5c circuit from the BT ° 5b circuit and the valve 17b which is on the TBT ° 5c circuit of the HT ° 5a circuit. The pump 19c then delivers the heat transfer liquid into the second heat treatment branch 11b to absorb the heat dissipated by the operation of the electrical energy reserve 2. The valves 15c and 15a being respectively closed and open, the heat transfer liquid of the TBT ° 5c circuit is sucked by the pcmpe 19c at the end of the second heat treatment branch 11b through the valve 15a and the second evaporator 12b where the refrigerant absorbs the heat dissipated by the TBT ° heat transfer liquid.
The configuration then taken by the valve 14 communicates downstream of the valve 21a the suction of the BT ° 19b pump, which causes the movable part of the valve to rise from its seat, freeing the passage of the heat-transfer liquid through the valve 21a. At the same time, the position of the valve 14e applies downstream of the valve 21b the pressure of the heat transfer liquid which presses against its seat the movable part of the valve 21b which, by the configuration then taken by the valve 14a, is not seen not apply upstream, unlike the operating case described in FIG. 5, the pressure of the HT ° 5a circuit: the valve 21b is closed and blocks the passage of the heat-transfer liquid through the valve 21b and the CD path of the valve 14a . Without this sealing, the heat transfer liquid sucked in by the pump BT ° 19b would have bypassed the additional condenser 13a by crossing the path CD of the valve 14a and would be returned to the circuit BT ° 5b towards the first heat treatment branch 11a of the bodies EE 1a- 1c via the CD channel of the valve 14e without passing through the additional condenser 13a.
Thus, the opening of the valve 21a and the closing of the valve 21b force the heat transfer liquid from the valve 21a to pass through the additional condenser 13a, at the end of which the pressure of the heat transfer liquid, taking into account the pressure drop of the additional condenser 13a, is insufficient to allow it to cross the track CD of the valve 14a and to lift from its seat the movable part of the valve 21b. The heat transfer liquid is thus sucked by the pump BT ° 19b through the path C-D of the valve 14e and propelled in the circuit BT ° 5b through the first heat treatment branch 11a of the bodies EE. Thus, the additional condenser 13a is hydraulically connected to the heat transfer circuit BT ° 5b at the outlet of the radiator 10 BT °, kept in the position then in full opening of the thermostatic valve 16, which condemns the bypass of the radiator 10 BT °) and to the suction of the BT ° 19b pump, while the valve 14a bypasses the additional condenser 13a to the heat transfer liquid and disconnects it from the HT ° 5a circuit which in this situation is inactive by deactivation of the HT ° 19a pump.
At the same time, the valve 14e authorizes the passage of the additional condenser 13a by the heat transfer liquid at the outlet of the radiator 10 BT ° by connecting via its channel AB activates the outlet of the radiator 10 BT ° at the inlet of the additional condenser 13a then, by the active CD channel, the heat transfer liquid at the end of the additional condenser 13a at the suction of the pump BT ° 19b which discharges it at the input of the first heat treatment branch 11a of the bodies EE to be cooled. Thus, in this fourth operating mode, the additional condenser 13a is associated with the circuit BT ° 5b at the immediate output of the radiator 10 BT ° and upstream of the first heat treatment branch 11a of the other members 1a-1c of the electric motorization: the heat transfer liquid of the BT ° 5b circuit cooling the lay EE bodies has thus been previously heated by the additional condenser 13a as it passes through.
In this fourth operating mode, the position taken by the valve 17c authorizes the passage of the refrigerant fluid at the outlet of the compressor 6 in the additional condenser 13a then in the air condenser 7. The refrigerant circuit 5 thus formed then has two stages of condensation of the refrigerant: first in the additional condenser 13a, cooled by the coolant of the BT ° 5b circuit as cold as possible since taken at the outlet of the radiator 10 BT °, then part of the refrigerant from the additional condenser 13a undergoes a second evaporation through the air condenser 7, where the residual heat is evacuated to the outside air.
The condensation of the refrigerant is thus improved, the cooling performance also, both for the benefit of cooling the electrical energy reserve 2 and in favor of the cabin refrigeration. This opportunity authorizes the least occurrences of GMV solicitation and load shedding of the air conditioning compressor 6, in terms of prioritizing the cooling of the organs EE 1a-1c or dynamic vehicle performance (for example the takeoff on a slope of the vehicle at these temperatures high exterior). This opportunity also offers, at the same condensing power, less stress on the GMV and the air conditioning compressor 6, making it possible to reduce their electrical consumption and therefore increase the range of the vehicle.
The amount of heat then evacuated to the outside air through the air condenser 7 is:
-) is identical to the state of the art having a single condenser 7 but then with a much higher power of condensation, brought without increasing the temperature of the outside air downstream of the air condenser 7 which happens to be the temperature upstream air from the radiator 10 BT ° therefore without degrading the cooling potential of the organs EE 1a-1c;
-) or much less at identical condensing power, which allows, by reducing the temperature of the outside air upstream of the other exchangers, including in particular of the 10 ° BT radiator, to improve the potential for the cooling of the organs EE 1a-1c: transition to a lower exchanger class and / or decrease in the occurrence, duration and intensity of GMV actuation required for these titles;
-) or intermediate between these two extreme options, for example with isothermal cooling on the aerothermal front: higher condensing power with a reduction in the temperature of the outside air upstream of the other exchangers which, without allowing the gain of a class of exchangers, makes it possible to reduce the electrical consumption of the GMV.
FIG. 7 describes the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in a fifth alternative operating mode to the third mode, such as:
-) the electrical energy reserve 2 of the vehicle needs to be heated;
-) the other organs EE 1a-1c of the electric motorization (electric machines and their inverters) need to be cooled;
-) the passenger compartment needs to be heated and demisted.
In this fifth mode of operation, the refrigeration is again activated to dry the air in the passenger compartment simultaneously reheated to maintain a suitable temperature in the passenger compartment. Heating of the passenger compartment is provided in a similar way to that implemented in the third operating mode: the additional condenser 13a is connected to the HT ° 5a circuit in series and at the input of the air heater 9. On its side, the refrigerant mainly bypasses the air condenser 7 and its condensation is forced almost exclusively in the additional condenser 13a in order to ensure the dehumidification of the passenger compartment while heating it with the heat from the compression work produced by the air conditioning compressor 6, recovered in the heat transfer liquid of the HT ° 5a circuit through the additional condenser 13a.
As the electrical energy reserve 2 needs to be heated, the second evaporator 12b is deactivated. The valve 14b dissociates from the HT ° 5a circuit the second heat treatment branch 11b of the electrical energy reserve 2: the HT ° 5a circuit, then constituted by the series association of the annex condenser 13b while inactive, the AC path of the valve 14a, the additional condenser 13a, the channel BD of the valve 14a then the air heater 9 and finally the channel AC of the valve 14b, is put into action by the activation of the pump HT ° 19a.
This fifth operating mode provides the heat treatment system 3 of the vehicle with the opportunity to take advantage by a second means, in addition to that pertaining to the first operating mode, as the heat source of the heat pump, the dissipated heat losses. to the heat transfer liquid of the BT ° 5b circuit through the first heat treatment branch 11a by the bodies EE 1a-1c then in operation to cause mobility of the vehicle. The second heat treatment branch 11b of the electrical energy reserve 2 and the TBT ° 5c circuit are thus connected to the first heat treatment branch 11 has organs EE 1 a-1 this to the BT ° 5b circuit then configured to dissipate , through the second heat treatment branch 11b, to the electrical energy reserve 2, the calories absorbed in the heat transfer liquid of the first heat treatment branch 11a through the organs EE 1a-1c, without dissipating them to the outside air through the radiator 10 BT °. To do this :
-) the valve 14b and the position then occupied by the valve 17b isolate the circuit BT ° 5b from the circuit HT ° 5a;
-) the valves 15a and 15b remain closed and contribute to disconnecting, with the position also taken by the valve 17a, the radiator 10 BT ° from the circuit BT ° 5b;
-) the BT ° 19b pump is deactivated and
-) the valve 17a connects in series the first heat treatment branch 11a of the organs EE 1a-1c to the second heat treatment branch 11b of the electrical energy reserve 2.
The activation of the pump 19c draws in via the valves 17a and 17b (thanks to the positions they occupy) the heat transfer liquid through the organs EE and the first heat treatment branch 11a, in a direction of circulation opposite to that set works conventionally, and drives it back within the second heat treatment branch 11b of the electrical energy reserve 2.
In doing so, the calories absorbed in the heat transfer liquid through the organs EE are dissipated in the electrical energy reserve 2 and thus contribute to its heating. The valve 15a condemns the outcome of the second heat treatment branch from the electrical energy reserve 2 to the second evaporator 12b. The opening of the valve 15c directs the heat transfer liquid from the second heat treatment branch 11b of the electrical energy reserve 2 within the BT ° 5b circuit towards the radiator 10 BT ° that the heat transfer liquid cannot pass through since all its exits are blocked, on the one hand by closing the valve 15b (thus depriving it of the suction of the pump 19c), on the other hand by the closed position of the thermostatic valve 16 and the position taken by the valve 17a, and finally by deactivating the BT ° 19b pump.
Also, the heat transfer liquid discharged by the pump 19c at the outlet of the second heat treatment branch 11b of the electrical energy reserve 2 is directed to the inlet of the first heat treatment branch 11a of the bodies EE 1a-1c in bypassing the radiator
BT °, without thereby dissipating the residual calories still present in the heat transfer liquid at the end of the second heat treatment branch 11b of the electrical energy reserve 2. By this means, the electrical energy reserve 2, by the second branch of thermal treatment b and its significant thermal capacity, accumulates, as long as the temperature of its internal components remains below an intermediate threshold at the two temperature thresholds mentioned above, the heat dissipated by the organs EE 1a-1c and replaces therefore at least temporarily at the 10 ° BT radiator while ensuring cooling without evacuating the outside air to the calories which are thus recovered and no longer wasted.
FIG. 8 below describes the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in a sixth mode of operation such that, while the outside temperature is tempered (around 20 ° C., for example from 18 to 23 ° C):
-) the electrical energy reserve 2 then neither needs to be cooled nor to be heated;
-) the other organs EE 1a-1c of the electrified part of the electric motorization (electric machines and their inverters) need to be cooled;
-) the need for interior refrigeration is low and that for heating is absent.
In this sixth operating mode, the refrigerant circuit 5 ensures the refrigeration of the passenger compartment of the vehicle: the air conditioning compressor 6 and the first evaporator 12a are activated, the latter via its pressure reducer 8b and the opening of the on / off valve 15d associated. Since the electrical energy reserve 2 does not require cooling as long as its temperature does not yet reach a second predetermined threshold (for example 30 ° C.), the second evaporator 12b is inactive and the corresponding on / off valve 15e condemns the associated branch of the refrigerant circuit 5. Bypassing the air condenser 7 by the refrigerant via the position of the valve 17c forces the condensation almost exclusively in the additional condenser 13a cooled by the coolant circulating in the circuit BT ° 5b, that the thermostatic valve 16 is open (in this case, the heat transfer liquid passing through the additional condenser 13a comes from the radiator 10 BT °) or closed (the heat transfer liquid passing through the additional condenser 13a comes from the first heat treatment branch 11a of the members EE 1a-1c and bypasses the radiator 10 BT °).
Thus, in this situation, the GMV is very little or not at all activated, making it possible to reduce or even cancel its electrical consumption and therefore to increase the range of the vehicle, and to greatly reduce, by bypassing the air condenser 7, the quantity of heat then evacuated to the outside air and entering under the hood of the vehicle, and in particular the temperature of the outside air upstream of the radiator 10 BT ° also ensuring the cooling of the bodies EE 1a-1c.
The configuration then taken by the valve 14e in this sixth operating mode hydraulically connects, via the valves 21a and 21b and the suction of the pump BT ° 19b, the additional condenser 13a to the circuit BT ° 5b to the suction of pump BT ° 19b. The HT ° 5a circuit is deactivated at the same time if there is no need to heat the passenger compartment: the annex condenser 13b is inactive since the refrigerant circuit 5 is operational in refrigeration mode and the HT ° 19a pump is deactivated, the valve 14a bypasses the additional condenser 13a and disconnects it from the inactive HT ° 5a circuit.
The electrical energy reserve 2 does not need to be reheated if the temperature of its internal components reaches the first threshold. The valve 14b dissociates from the HT ° 5a circuit the second heat treatment branch 11b of the electrical energy reserve 2: its channel BD contributes, with the position then occupied by the valves 17a and 17b which isolate the circuit TBT ° 5c from circuit BT ° 5b and closing of valves 15a and 15c, forming the circuit TBT ° 5c. The activation of the pump 19c establishes within the TBT ° 5c circuit a minimum circulation of heat transfer liquid necessary to update the information read by the temperature sensor of the heat transfer liquid implanted within the TBT ° 5c circuit, homogenize it through the second heat treatment branch 11b the temperature at the contact surface with the internal components and acquire the temperature (s) of the heat transfer liquid, in particular at the outlet of the second branch 11b, with a view in particular to checking the thermal gradients within the internal components of the electrical energy reserve 2. The pump 19c can also be temporarily deactivated, thus temporarily inhibiting the circulation of coolant in the TBT ° 5c circuit, then reactivated under monitoring of the information received from temperature sensors placed in thermal contact with some of the internal components of the electrical energy reserve ics 2.
As a variant, the occurrence in the meantime of a low need for heating, for example to regulate the temperature of the passenger compartment to a determined setpoint necessitating cooling and heating at the same time the air entering the passenger compartment, implies in this case, either the disconnection of the additional condenser 13a from the BT ° 5b circuit by the valve 14e and its connection to the HT ° 5a circuit by the valve 14a (as illustrated in Figures 5 or 7), the HT ° 5a circuit then being activated by the implementation of the HT ° 19a pump, i.e., the heat treatment system 3 retaining the sixth operating mode, the activation of the high-voltage electric heater (not shown in the figures) on the air entering the passenger compartment or on the heat transfer liquid upstream of the air heater 9, the HT ° 19a pump being active in this case.
Figure 9 below describes the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in a seventh mode of operation such that all the cooling needs are present, while the outside T ° is moderately high (15 ° C to 25 ° C):
-) the need for cooling the electrical energy reserve 2 of the vehicle is moderate;
-) the other elements EE 1a-1c of the electrified part of the electric motorization need to be cooled;
-) the passenger compartment needs to be refrigerated.
In this seventh operating mode, the refrigeration mode of the refrigerant circuit 5 is active in order to ensure the significant need to refrigerate the passenger compartment of the vehicle. The electrical energy reserve 2 provides the electrical energy required for driving and refrigeration, to ensure the operation of the air conditioning compressor 6 and the electric GMV. The first evaporator 12a is activated via its expansion valve 8b and the opening of the valve on / off 15d associated but not the second evaporator 12b then remains inactive, 8c via its expansion valve and closing the valve on / off ^15C associated , despite the need to cool the electrical energy reserve 2.
The refrigerant bypasses the air condenser 7 by means of the valve 17c which, by authorizing the passage of the refrigerant in the additional condenser 13a then in the air condenser 7, endows the refrigerant circuit 5 with two stages of condensation: first in the additional condenser 13a cooled by the heat transfer liquid from the BT ° 5b circuit at the outlet of the radiator 10 BT ° if the thermostatic valve 16 is open (then re-watering the connection of the radiator 10 BT ° to the BT ° 5b circuit), then within the air condenser 7 which removes residual heat from the refrigerant to the outside air. Condensation performance is thus improved, to the benefit of cabin refrigeration, with the benefits already mentioned in terms of vehicle autonomy, thermal and acoustic comfort in the cabin and vehicle dynamics.
The configuration then taken by the valve 14e hydraulically connects the additional condenser 13a to the heat transfer circuit BT ° 5b at the outlet of the radiator 10 BT ° and to the suction of the pump BT ° 19b, while the valve 14a disconnects the additional condenser 13a from the HT ° 5a circuit which in this situation is inactive by deactivation of the HT ° 19a pump. The pump BT ° 19b discharges the heat transfer liquid from cLi additional condenser 13a at the inlet of the first heat treatment branch 11 has bodies EE 1 a-1 c to be cooled. Thus, in this operating mode, the additional condenser is associated with the BT ° 5b circuit at the outlet of the 10 BT ° radiator (the thermostatic valve 16 open inhibiting bypass of the 10 BT ° radiator by the heat transfer liquid of the BT ° 5I circuit) and upstream from the other EE 1 a-1 c components of the electric motor.
The radiator 10 BT ° implemented within the heat treatment system 3 has at least two outputs, in addition to that leading to the degassing box 20b: a first output from the radiator BT ° ensuring a single passage of heat transfer liquid through the beam to the additional condenser 13a and the first heat treatment branch 11 has elements EE 1 a-1 c of the electric motor, and a second outlet ensuring at least two passages of heat transfer liquid through the beam of the radiator 10 BT ° towards the second heat treatment branch 11b of the electrical energy reserve 2. The two outputs of the radiator 10 BT ° make it possible to define two branches in parallel and independent of the circuit BT ° 5b: one by the first output of the radiator 10 BT ° ensuring the cooling of the additional condenser 13a and of the elements EE 1a-1c with a first level of temperature of coolant at the first outlet from the BT ° radiator, independent of the second branch by the second radiator outlet 10 BT ° connected to the second heat treatment branch 11b then ensuring the cooling of the electrical energy reserve 2, with a second temperature level of the heat transfer liquid at the second radiator outlet 10 BT ° lower than the first temperature level of the heat transfer liquid.
Thus, in this operating mode, the electrical energy reserve 2 is cooled by the heat transfer liquid taken from the outlet of the radiator 10 BT ° after having made at least two passes through the bundle of the radiator 10 BT °, therefore by the liquid coldest coolant in the BT ° 5b circuit and in particular so that the heat transfer liquid cooling the electrical energy reserve 2 through the second heat treatment branch 11b is then taken immediately from the radiator 10 BT ° without having been previously heated by the additional condenser 13a, and in a branch of the BT ° 5b circuit arranged in parallel with that ensuring the cooling of the additional condenser 13a and in particular of the first heat treatment branch 11a of the other elements EE 1a-1c by the heat transfer liquid taken from the radiator outlet 10 BT ° after making a lower number of passes through the f 10 BT ° radiator tube strip.
To this end, the TBT ° 5c heat transfer circuit and in particular the second heat treatment branch 11b, is therefore connected to the BT ° 5b circuit in a branch of heat transfer liquid of the BT ° 5b circuit arranged in parallel with that supporting the cooling of the condenser. additional 13a and other EE organs 1a-1c. To do this, the positions taken by the valves 14b and 17b isolate the circuit TBT ° 5c from the circuit HT ° 5a and the valve 15a inhibits the output of the second heat treatment branch 11b from the electrical energy reserve 2 to the second evaporator 12b. The valve 17a subtracts the discharge of the BT ° 19b pump from the suction of the pump 19c and the opening of the valves 15b and 15c connects the second heat treatment branch 11b of the electrical energy reserve 2 to the BT ° 5b circuit respectively at the input and at the second output of the radiator 10 BT °.
Thus, the activation of the pump 19c can only suck in the cool coolant at the end of the second outlet from the radiator 10 BT °, by virtue of the position of the valves 17a, 17b, 15a and 15b, and discharge it within of the second heat treatment branch 11b of the electrical energy reserve 2 to absorb the calories dissipated by its operation. At the end of the second branch 11b, the heat transfer liquid is discharged via the valve 15c at the inlet of the radiator 10 BT °, the position of the valves 14b, 17b and 15a the current of the other exits on the circuits BT ° 5b and TBT ° 5c, to evacuate to the outside air the calories previously dissipated by the electrical energy reserve 2. Thus, the electrical energy reserve 2 on the one hand, the additional condenser 13a and the organs EE 1a-1c of the other, are arranged within the BT ° 5b circuit on two branches in parallel, each driven by its own heat transfer liquid pump (pump 19c for cooling the electrical energy reserve 2 and BT ° 19b pump for cooling of the additional condenser 13a and of the members EE 1 a-1 c) and supplied by a dedicated output of the radiator 10 BT °.
By this seventh operating mode, the BT ° 5b circuit satisfies a moderate need for cooling the electrical energy reserve 2. The implementation in the BT ° 5b circuit of a 10 BT ° radiator comprising the two outputs described more top, the first via a single passage of heat transfer liquid through the bundle of tubes to the additional condenser 13a and the first heat treatment branch 11a of the members EE 1a-1c of the electric motorization, and the second via at least two passages of heat transfer liquid through the tube bundle of the radiator 10 BT ° towards the second heat treatment branch 11 b of the electrical energy reserve 2, so that the second outlet of the radiator 10 BT ° makes available for cooling of the electrical energy reserve 2, the coldest heat transfer liquid in the BT ° 5b circuit, at a temperature level lower than that available on first exit e from the radiator 10 BT ° to cool the additional condenser 13a and the members EE 1a-1c.
This makes it possible to extend the availability of this seventh operating mode with respect to a configuration of the circuit BT ° 5b where the branches ensuring the cooling of the electrical energy reserve 2 on the one hand and of the additional condenser 13a and of the organs EE 1a -1c on the other, are connected at the end of a common output of the radiator 10 BT °. If the need for cooling of the electrical energy reserve 2 turns out to be greater, the heat treatment system 3 adopts the fourth mode of operation illustrated in FIG. 6.
FIGS. 10 and 11 describe the constitution of the heat treatment system 3 implemented on a BEV according to its first architecture, in an eighth mode of operation proposing the fluid connection of the additional condenser 13a, with a view to achieving a double stage condensation or condensation preferably within the additional condenser 13a, at a cold source which is not only the heat transfer circuit BT ° 5b (more particularly the heat transfer liquid at the outlet of the radiator 10 BT °), but which can also be the heat transfer circuit TBT ° 5c of the electrical energy reserve 2.
Indeed :
-) the intrinsic thermal capacity of the electrical energy reserve 2, of the second heat treatment branch 11b and of its heat transfer circuit TBT ° 5c are significant;
-) the temperature of the internal components of the electrical energy reserve 2 should only rarely exceed 40 ° C, which requires a temperature of the heat transfer liquid in the TBT ° 5c circuit at the input of the second heat treatment branch 11b of at most 30 to 35 ° C in these conditions where the outside air temperature can then be higher, and which requires the implementation of refrigeration within the refrigerant circuit 5 in order to absorb within the second evaporator 12b the calories dissipated in the heat transfer liquid of the TBT ° 5c circuit by the electrical energy reserve 2 through the second heat treatment branch 11b. Thus, the heat transfer liquid at the outlet of the second branch 11b is still cold enough (temperature of the heat transfer liquid at this point of the TBT circuit 5c of around 40 ° C) to cool the additional condenser 13a.
The electrical energy reserve 2 and its heat transfer circuit TBT ° 5c therefore constitute, by their high thermal capacity and their low temperature level, a durable cold source for cooling the additional condenser 13a by a high outside temperature. This configuration allows in particular less stress, compared to the previously described operating modes, of the circuit BT ° 5b and better availability of the additional condenser 13a for condensing the refrigerant. Conversely, by a lower outside temperature, for example in a range of the order of + 3 ° C to + 20 ° C, the heat from the work of compression of the refrigerant fluid produced by the air conditioning compressor 6 is recovered in the heat transfer liquid of the TBT ° 5c circuit passing through the additional condenser 13a to ensure in particular the heating of the electrical energy reserve 2 by its TBT ° 5c circuit, the second evaporator 12b then being inactive via its regulator 8c and the valve on / off 15th partners.
This eighth mode of operation is implemented while refrigeration of the passenger compartment by the refrigerant circuit 5 is required. The compressor 6 is active, the valves 14c and 14d put their channels A-C & B-D in communication so as to restore the conventional direction of circulation of the refrigerant fluid within the refrigerant circuit 5 operating in refrigeration mode. The first evaporator 12a is activated, via the corresponding active regulator 8b and the associated on / off valve 15d in the open position, in order to ensure the refrigeration of the passenger compartment. Furthermore, the second evaporator 12b is deactivated, the electrical energy reserve 2 not requiring cooling because its temperature does not reach a second predetermined threshold (for example 30 ° C.): the corresponding on / off valve 15th condemns the branch associated with the refrigerant circuit 5.
Bypassing the air condenser 7 by the refrigerant via the position of the valve 17c forces the condensation almost exclusively in the additional condenser 13a cooled by the coolant circulating in the circuit BT ° 5b. Under the conditions for implementing this operating mode, the thermostatic valve 16 is preferably closed: the heat transfer liquid passing through the additional condenser 13a bypasses the radiator 10 BT °. The valve 14e hydraulically connects the additional condenser 13a to the BT ° 5b circuit at the suction of the BT ° 19b pump. The HT ° 5a circuit is deactivated at the same time if there is no need to heat the passenger compartment: the annex condenser 13b is inactive since the refrigerant circuit 5 is operational in refrigeration mode and the HT ° pump 19a is deactivated, the valve 14a bypasses the additional condenser 13a, connected in addition to the circuit BT ° 5b, and disconnects it from the circuit HT ° 5a inactive.
The electrical energy reserve 2 may or may not need to be reheated according to the positioning of the temperature of its internal components as a function of the first temperature threshold previously mentioned. The TBT ° 5c circuit carrying the electrical energy reserve 2 is disconnected from the HT ° 5a circuit and is connected to the BT ° 5b circuit, in particular via the positioning of the valve 14b.
It is accepted in a first step of this eighth operating mode, illustrated in FIG. 10, that the circulation of heat transfer liquid can be at least temporarily deactivated within the first heat treatment branch 11a of the bodies EE of the electric motorization. To this end, the multi-position valve 17a collects the heat transfer liquid sucked in by the pump BT ° 19b through the additional condenser 13a via the valve 14e, by blocking access to the first branch 11 a, and directs the heat transfer liquid to the suction of the pump 19c, via the valve 17b which then closes the fluid connection with the HT circuit 5a.
At the outlet of the second heat treatment branch 11b of the electrical energy reserve 2, the closed valve 15b thus condemns the arrival of heat transfer liquid from the radiator 10 BT ° through its second outlet, the valve 15a also closed condemns the output of the second heat treatment branch 11b towards the suction of the pump 19c via the second evaporator 12b, the valves 14b and 17b separate the circuits TBT ° 5c and BT ° 5b: the open valve 15c is then the only possible way to the heat transfer liquid at the end of the second heat treatment branch 11b of the electrical energy reserve 2. The valve 17a closing the access of the heat transfer liquid at the end of the valve 15c through the first heat treatment branch 11 has members EE 1 a-1 c, the valve 15b and the thermostatic valve 16 being closed, the heat transfer liquid coming from the second heat treatment branch 11b of the energy reserve ie electric 2 via valve 15c can only bypass radiator 10 BT ° and passes through the additional condenser 13a via valve 14e at the suction of pump BT ° 19b.
The configuration taken by the circuit BT ° 5b then associates in series the additional condenser 13a and the reserve of electrical energy 2, thus allowing, according to the associated situations, the cooling of the additional condenser 13a by the overall thermal capacity of the entire heat transfer circuit. at its terminals (electrical energy reserve 2, second heat treatment branch 11b, volume of heat transfer liquid used) and / or the heating of the electrical energy reserve 2, as long as the thermostatic valve 16 is closed, by the calories dissipated to the heat transfer liquid through the additional condenser 13a by the refrigerant fluid at the outlet of the air conditioning compressor 6.
In this first step of this eighth operating mode, the BT ° 19b pump and the pump 19c are associated in series, the suction of the second being connected to the discharge of the first: it may be accepted that one of these pumps or in this case deactivated if the active pump meets the minimum heat transfer liquid flow requirements required within the additional condenser 13a and the second heat treatment branch 11b of the electrical energy reserve 2.
The HT circuit 5a is shown inactive in Figures 10 and 11: in the event of a request to heat the passenger compartment while the eighth operating mode is active, ie:
-) the HT ° 5a circuit remains inactive if the heating can be ensured by a high voltage electric heater on the air entering the passenger compartment;
-) otherwise, for example in the case of an electric heater on the heat transfer liquid of the HT ° 5a circuit or of a fuel or ethanol burner upstream of the air heater 9, the HT ° 5a circuit is used in particular via the activation of the HT ° 19a pump and the disconnection of the HT ° 5a circuit by the valves 14a and 14b of the additional condenser 13a and the second heat treatment branch 11b of the electrical energy reserve 2 respectively;
-) finally, by implementing one of the operating modes described below.
When the circulation of heat transfer liquid within the first heat treatment branch 11a of the organs EE 1a-1c of the electric motorization must be restored or if it is not possible to deactivate it, the circuit BT ° 5b adopts the second step of this eighth operating mode, illustrated in FIG. 11.
To this end, the valve 17a, collecting the coolant aspirated by the BT ° 19b pump through the additional condenser 13a via the valve 14e, distributes it through its two outputs on the BT ° 5b circuit between the first heat treatment branch 11a towards the bodies EE 1a-1c and on the other hand a branch arranged in parallel with the first branch 11b and at the suction of the pump 19c, via the valve 17b which then closes the connection with the HV circuit ° 5a. The heat transfer liquid passing through the second heat treatment branch 11b of the electrical energy reserve 2 exits therefrom by the only valve 15c open and is joined at the inlet of the radiator bypass duct 10 BT ° and beyond the thermostatic valve 16 then closed by the heat transfer liquid having passed through the first heat treatment branch 11a of the bodies EE 1a-1c of the electric motor. The heat transfer liquid from these two branches of the BT ° 5b circuit bypasses the radiator 10 BT ° and reverses the additional condenser 13a via the valve 14e at the suction of the BT ° 19b pump.
The configuration taken by the BT ° 5b circuit in the second stage head provides, depending on the associated situations, a higher overall thermal capacity for cooling the additional condenser 13a by involving the entire heat transfer liquid circuit at its terminals (the electrical energy reserve 2 and the second branch of heat treatment 11b, the first branch of heat treatment 11a, the members EE 1a-1c with their own thermal capacities taking into account in particular the materials used, the volume of heat transfer liquid used in the circuit coolant) and / or a reheating of the electrical energy reserve 2, as long as the thermostatic valve 16 is closed, by the calories dissipated in the coolant liquid through the organs EE 1a-1c in operation and the additional condenser 13a by the fluid refrigerant at the outlet of compressor 6. In this second step of this eighth operating mode, the po mpes 19b and 19c are preferably both active and the multi-position valve 17a is open so that the suction provided by the pump 19c at the outlet of the valve 17a towards the branch carrying in particular the pump 19c and the second branch of heat treatment 11b, does not penalize the flow of heat transfer liquid passing through the first heat treatment branch 11a and the members EE 1a-1c.
FIG. 12 describes the constitution of the vehicle heat treatment system 3 (first hydraulic network in refrigerant circuit 5 and second hydraulic network 5a-5c for thermoregulation of the electric motorization) implemented on a BEV in a second architecture.
This second configuration differs from the first described in Figure 1 by the following aspects:
-) the valve 14a allowing in the first configuration to associate in certain operating modes the additional condenser 13a with the HT circuit 5a upstream of the air heater 9 is absent in the second configuration;
-) consequently, the additional condenser 13a can no longer be hydraulically connected to the only BT ° 5b circuit and no longer, as in the first configuration, alternately to the BT ° 5b or HT ° 5a circuits, if only the 2 check valves -return 21a and 21b no longer need to be in the second configuration;
-) the valve 14b allowing in the first configuration to associate in certain operating modes the circuit TBT ° 5c with the circuit HT ° 5a, and more particularly to associate the second branch of heat treatment 11b of the electrical energy reserve 2 in series and downstream of the air heater 9, is absent in the second configuration;
-) consequently, the 3-way valve 17b is also absent in the second configuration since it no longer needs to be: the conduit in the first configuration between the valve 14b and the suction of the pump 19c no longer requires to be closed by the valve 17b since there is no longer any possible fluid connection between the circuits HT ° 5a and TBT ° 5c and on the other hand, the fluid connection between the circuits BT ° 5b and TBT ° 5c is in the second configuration produced or closed by the valve 17a without the valve 17b being necessary;
-) a second evaporator 12c, then with evaporator / condenser function replaces the second evaporator 12b and is in the second configuration in addition to its role of capable evaporator, like the annex condenser 13b of the first configuration (qu 'it keeps in the second configuration) to act, in the refrigerant circuit 5 then operating in heat pump mode, as a condenser and thus achieve the heating of the electrical energy reserve 2 by the implementation of the circuit TBT ° 5c, in parallel or instead of heating the passenger compartment via the air heater 9 by the annex condenser 13b acting as a condenser by implementing the HT ° 5a circuit;
-) to this end, the refrigerant circuit 5 in the second configuration is enriched, compared to the first configuration:
i) a branch of refrigerant fluid arranged in parallel with that carrying the annex condenser 13b, upstream of the regulator 8a allowing the additional condenser 13a (or even the air condenser 7), while the refrigerant circuit 5 operates in pump mode with heat, to act as evaporators. This regulator 8a is then installed upstream of the valve 14d for the same reasons as in the case of the first configuration;
ii) an additional on / off valve 17f upstream of the annex condenser 13b allowing in heat pump mode to cut off the circulation of the refrigerant fluid within the branch carrying the annex condenser 13b when it is then not necessary to warm the air in the passenger compartment;
iii) two additional three-way valves, including a fifth three-way valve 17e and a fourth three-way valve 17d, on the refrigerant circuit 5, in contrast to the valves 17a and 17b which are arranged on the coolant circuit, allowing the operation of the second evaporator 12c, either effectively as an evaporator when the refrigerant circuit 5 operates in refrigeration mode, or as a condenser when the refrigerant circuit 5 operates in heat pump mode. In particular, the valve 17e is arranged downstream of the regulator 8d of the second evaporator 12c in order to promote its functioning as a condenser and the valve 17d directs the refrigerant in the refrigerant circuit 5 at the outlet of the second evaporator 12c differently depending on the mode of operation. operation of the refrigerant circuit 5 (refrigeration or heat pump).
The second architecture which has just been presented is capable of achieving the same operating modes as the first architecture for the same purposes but not by the same means, taking into account their differences which have just been detailed. Also, the following paragraphs describe the main operating modes of the second architecture, the functional of which differs significantly from the equivalent modes according to the first architecture.
FIG. 13 describes the constitution of the heat treatment system 3 implemented on a BEV according to its second architecture, in a first operating mode equivalent to the first operating mode according to the first architecture, such as:
-) the passenger compartment needs to be heated;
-) the electrical energy reserve 2 needs to be heated;
-) the other organs EE 1 a-1 c of the electric motorization (electric machines and their inverters) need to be cooled;
-) the refrigerant circuit 5 is put into action in its heat pump mode.
In this operating mode, the passenger compartment needing to be heated and the electrical energy reserve 2 not needing to be cooled, the heat pump mode of the refrigerant circuit 5 is activated.
To this end, the valve 14c takes a position (communication between its channels AB and CD) which allows the air conditioning compressor 6 to compress the refrigerant coming from the desiccant tank 20a and to discharge it at the inlet C of the valve 14d, while disconnecting the first evaporator 12a from the refrigerant circuit 5: its regulator 8b is deactivated and the valves 17d and 17e block the passage of the refrigerant fluid through the second evaporator 12c from the valve 14c.
The valve 14d then takes a position (communication between its channels AB and CD) which directs the coolant through both the annex condenser 13b and the second evaporator 12c whose associated on / off valves 17f and 15e are then open , the two associated branches of the refrigerant circuit 5 being arranged in parallel with the outlet of the valve 14d. The refrigerant is condensed in the annex condenser 13b and the second evaporator 12c by yielding the heat from the compression produced by the compressor 6, respectively to the heat transfer liquid used in the HT ° 5a circuit by the activation of the pump. HT ° 19a and the heat transfer liquid used in the TBT ° 5c circuit by activating the pump 19c.
At the end of the second evaporator 12c, the refrigerant is directed by the valve 17d in the direction of the regulator 8a disposed upstream of the valve 14d and upstream of which it joins the refrigerant leaving the annex condenser 13b. The refrigerant is then expanded by passing through this regulator 8a and the path AB of the valve 14d preferably guides it through the additional condenser 13a taking into account the position which the valve 17c then occupies, which bypasses the air condenser 7 by the refrigerant via the bypass pipe 18.
Thus, the refrigerant leaving the regulator 8a preferably passes through the additional condenser 13a and the bypass duct 18 and, to a lesser extent, the air condenser 7 which then act as evaporators and absorb the calories transported by the heat transfer fluids passing through them. . Regarding the air condenser 7, this is by the advancement of the vehicle through which the outside air passes, the level of available calories is quite low taking into account the low outside temperatures, for example below 10 ° C. At the same time, the valve 14e connects the additional condenser 13a to the heat transfer circuit BT ° 5b and subjects it to the suction of pump BT ° 19b which then discharges it through the first heat treatment branch 11a of the organs EE. When they exit, the heat-transfer liquid loaded with calories dissipated by the organs EE 1a-1c while in operation can only pass through the radiator 10 BT ° until the associated thermostatic valve 16, then closed, bypasses it: the suction of the BT pump ° 19bfait pass through the additional condenser 13a through this hot heat-transfer liquid, the calories of which are absorbed through the additional condenser 13a, then acting as an evaporator, in the refrigerant fluid within the refrigerant circuit 5 then implemented in heat pump mode.
Thus, the calories dissipated in the heat transfer liquid of the BT ° 5b circuit by the bodies EE through the first heat treatment branch 11a are not lost by dissipation to the outside air via the radiator 10 BT °, all the more s '' it is downstream of the air condenser 7, but are used to advantage within the refrigerant circuit 5 then operating in heat pump mode, of which they constitute via the additional condenser 13a then acting as the evaporator the main hot source, in addition to the calories taken from the outside air via the air condenser 7. This makes it possible to heat the passenger compartment and, in this configuration, the reserve of electrical energy 2 through the second heat treatment branch 11b. In this way, the heat transfer liquid is cooled through the additional condenser 13a to cool again in this operating mode the organs EE 1a-1c through the first heat treatment branch 11a.
In this first mode of operation, the HT ° 5a circuit is implemented by activating the HT ° 19a pump which sucks in the heat transfer liquid through the annex condenser 13b. In doing so, the annex condenser 13b, as the condenser of the heat pump then formed by the refrigerant circuit 5, yields to the heat transfer liquid:
-) the heat dissipated in the heat transfer liquid through the first heat treatment branch 11a by the organs EE 1a-1c and absorbed by the additional condenser 13a acting as an evaporator,
-) and to a lesser extent the calories taken from the outside air by the air condenser 7 then also acting as an evaporator.
Activation of the HT ° 19a pump then expels the air heater 9 the heat transfer liquid thus heated through the annex condenser 13b to heat the passenger compartment. Likewise the TBT ° 5c circuit, isolated from the BT ° 5b circuit by closing the valves 15b and 15c, opening the valve 15a and the position taken by the multi-position valve 17a, is implemented by activating the pump 19c which sucks the heat transfer liquid through the second evaporator 12c which, as the condenser of the heat pump then formed by the refrigerant circuit 5 in this operating mode, yields to the heat transfer liquid passing through it:
-) the heat dissipated through the first heat treatment branch 11a in the heat transfer liquid by the elements EE 1 a-1 c and absorbed by the additional condenser 13a acting as an evaporator,
-) and to a lesser extent the calories taken from the outside air by the air condenser 7 then also acting as an evaporator.
The activation of the pump 19c then delivers through the second heat treatment branch 11b of the electrical energy reserve 2 the heat transfer liquid thus heated through the second evaporator 12c to heat the electrical energy reserve 2.
This operating mode thus makes it possible to heat the electrical energy reserve 2 also by the heat pump if the temperature of its internal components is below the first predetermined threshold (10 to 15 ° C). If the temperature of the electrical energy reserve 2 reaches and exceeds this first temperature threshold, it is no longer necessary to reheat it: the on / off valve 15e disposed upstream of the second evaporator 12c assumes the closed position and the valve 17d takes a position connecting the output of the second evaporator 12c to input D of the valve 14c.
In doing so, the second evaporator 12c, hitherto acting as a condenser, is disconnected from the heat pump then formed by the refrigerant circuit 5. The heat dissipated in the heat transfer liquid by the organs EE 1 a-1 c through the first heat treatment branch 11a and absorbed by the additional condenser 13a acting as an evaporator and, to a lesser extent the calories taken from the outside air by the air condenser 7 then also acting as an evaporator, recovered in the refrigerant of the heat pump are then only dedicated to heating the passenger compartment through the annex condenser 13b then acting as a condenser and the air heater 9.
Maintaining the activation of the pump 19c (possibly at a lower level) retains within the TBT ° 5c circuit a minimum circulation of heat transfer liquid necessary to update the information read by the temperature sensor of the heat transfer liquid and homogenize with through the second heat treatment branch 11b the temperature at the contact surface with the internal components of the electrical energy reserve 2, with a view to respecting the thermal gradients already mentioned previously between and within the internal components of the energy reserve 2. The pump 19c can also be temporarily deactivated, thus temporarily inhibiting the circulation of heat transfer liquid in the TBT ° 5c circuit, in order to reduce the electric consumption, the temperatures of the internal components of the electrical energy reserve 2 being monitored by sensors placed in thermal contact with certain e its internal components, then reactivated. This operating mode is maintained as long as the electrical energy reserve 2 does not require cooling, as long as its internal temperature does not reach the second predetermined threshold (for example 30 ° C.).
FIG. 14 describes the thermal treatment system 3 according to its second architecture, in a second operating mode equivalent to the fourth operating mode of the first architecture of the thermal treatment system illustrated in FIG. 6, such that all the cooling needs are present, while the outside temperature is high (higher than a temperature threshold_3 of for example 30 ° C):
-) the need for cooling the electrical energy reserve 2 is significant;
-) the organs EE 1a-1c need to be cooled;
-) the passenger compartment needs to be refrigerated.
In this situation, the refrigerant circuit 5 operates in refrigeration mode in order to ensure the significant need to refrigerate the passenger compartment of the vehicle and to cool the reserve of electrical energy 2 active in order to propel the vehicle and supply the electrical energy necessary for the refrigeration (air conditioning compressor 6 and GMV, mainly). The compressor 6 is active and the valves 14c and 14d are configured to restore the conventional direction of circulation in refrigeration mode of the refrigerant within the refrigerant circuit 5 and the first evaporator 12a is activated (corresponding expansion valve 8b active and on / off valve 15d associated in open position). The valves 17d and 17e connect the second evaporator 12c, active in order to ensure at the same time the cooling of the electrical energy reserve 2, at the outlet of the additional condenser 13a and the air condenser 7 through the valve 14e, in parallel of the first evaporator 12a. In particular :
-) the valves 14c and 17e connect the second evaporator 12c downstream from its regulator 8d while active and from its on / off valve 15e while open;
-) the valve 14d disconnects from the refrigerant circuit 5 the annex condenser 13b whose regulator 8a is deactivated and shuts off the supply of the second evaporator 12c with refrigerant from the valve 14d;
-) and the valve 17d connects the output of the second evaporator 12c to the suction of the air conditioning compressor 6 via the valve 14c by closing the return of the coolant from the second evaporator 12c to the valve 14d through the regulator 8a.
Thus, the refrigerant compressed by the compressor 6 preferably passes through the additional condenser 13a and the bypass duct 18 taking into account the position which the valve 17c then occupies and, to a lesser extent, the air condenser 7 which then act in condensers by yielding the heat from the compression provided by the compressor 6, respectively essentially to the heat transfer liquid used in the circuit BT ° 5b by the activation of the pump BT ° 19b and to the outside air.
At the outlet of the additional condenser 13a and, to a lesser extent, of the air condenser 7, the refrigerant passes through the path AC of the valve 14c to be expanded both upstream of the first evaporator 12a through which the refrigerant absorbs the heat of the air in the passenger compartment and in parallel upstream of the second evaporator 12c through which the coolant absorbs the heat dissipated by the electrical energy reserve 2 in the heat transfer liquid moved through the TBT ° 5c circuit and through the second heat treatment branch 11b by activating the pump 19c. At the end of the first and second evaporators 12a and 12c, the refrigerant is sucked in by the compressor 6 through the valve 14c.
The TBT ° 5c heat transfer circuit is implemented in a similar manner to the first mode of operation of this second configuration, in particular via the activation of the pump 19c and the position taken by the valves 17a, 15b and 15c which isolate the TBT ° circuit. 5c and the electrical energy reserve 2 of the BT ° 5b circuit, and by the valve 15aqui authorizes the circulation of the heat transfer liquid. Thus, the activation of the pump 19c pushes the heat transfer liquid through the second heat treatment branch 11b to absorb the heat dissipated by the operation of the electrical energy reserve 2. The heat transfer liquid after the second branch 11b is then sucked by the pump 19c through the valve 15a and the second evaporator 12c where the refrigerant absorbs the heat dissipated in the heat transfer liquid.
The valve 14e hydraulically connects the additional condenser 13a to the heat transfer circuit BT ° 5b at the outlet of the radiator 10 BT °, © mpte-held position then in full opening of the thermostatic valve 16, which condemns the bypass of the radiator 10 BT °, and at the suction of the BT ° 19b pump, authorizing the coolant at the outlet of the BT ° radiator 10 to pass through the additional condenser 13a. At the end of the additional condenser 13a, the BT ° 5b pump delivers the heat transfer liquid at the inlet of the first heat treatment branch 11a of the bodies EE 1a-1c to be cooled. Thus, in this operating mode, the additional condenser 13a is associated with the circuit BT ° 5b at the outlet of the radiator 10 BT ° and upstream of the other members of the electric motor: the coolant cooling the additional condenser 13a is as cold as possible. BT ° 5b circuit since taken at the immediate outlet of the 10 BT ° radiator.
In this second operating mode, the valve 17c authorizes the passage of the refrigerant fluid coming from the compressor 6 in the additional condenser 13a then in the air condenser 7, thus endowing the refrigerant circuit 5 in refrigeration mode with two stages of condensation: first in the additional condenser 13a, cooled by the coldest coolant, then part of the refrigerant from the additional condenser 13a undergoes a second evaporation through the air condenser 7, where the residual heat is evacuated to the outside air .
The condensation of the refrigerant is thus improved, the refrigeration performance also, with the same advantages as those mentioned during the description of the fourth mode of operation of the first architecture for the cooling of the passenger compartment and the cooling of the reserve of electrical energy 2, the least occurrences and requests of the GMV and the compressor 6, their electrical consumption and the autonomy of the vehicle, and the quantity of heat evacuated through the air condenser 7 to the outside air upstream of the radiator 10 BT ° in order to cool the organs EE 1a-1c.
In this second mode of operation, if the need for cooling the electrical energy reserve 2 is reduced, either the heat treatment system 3 according to the second architecture adopts:
-) an operating mode analogous to the sixth mode of the first architecture described in FIG. 8, such that the second evaporator 12c is deactivated and the circulation of heat-transfer liquid in the TBT ° 5c circuit is maintained despite the second evaporator 12c passively connected to the TBT circuit ° 5c, causing a pressure drop failure on the TBT ° 5c circuit but without absorbing the calories since deactivated via the regulator 8d and the closing of the on / off valve 15th,
-) or another operating mode similar to the seventh mode of the first architecture described in Figure 9, such that the cooling of the electrical energy reserve 2 is provided by the radiator 10 BT °.
The major operating modes of the second architecture of the heat treatment system 3 have just been exposed. This second architecture is however designed to carry out the same other operating modes as those of the first architecture, briefly recalled below without being precisely described since they are then variations of the second architecture of the operating modes of the first architecture.
Thus, the second architecture also adopts:
-) a third operating mode similar to the second operating mode of the first architecture described in FIG. 4, in which the calories dissipated by the bodies EE 1a-1c in operation are recovered through the first heat treatment branch 11a in the liquid coolant for both directly heating the electrical energy reserve 2 by connecting the circuit TBT ° 5c which carries the second heat treatment branch 11b to the circuit BT ° 5b notammert thanks to the position then taken by the valve 17a, the opening of the valve 15c and closing of the valves 15a and 15b, and to reheat the additional condenser 13a, as a hot deaf of the heat pump whose annex condenser 13b is in this second architecture fluidly connected via the HV circuit ° 5a only to the unit heater 9.
-) a fourth operating mode similar to the fifth operating mode of the first architecture described in FIG. 7, in which the heat transfer liquid, charged with the calories dissipated by the organs EE 1a-1c through the first heat treatment branch 11a, passes through the second heat treatment branch 11b of the electrical energy reserve 2 bypassing the radiator 10 BT ° without evacuating the calories which are thus recovered and no longer wasted to the outside air, and heats the electrical energy reserve 2 while ensuring the cooling of the bodies EE 1a-1c through the electrical energy reserve 2, by the second branch 11b and the large thermal capacity generally implemented.
-) a fifth operating mode similar to the sixth operating mode of the first architecture described in FIG. 8, in which the circuits TBT ° 5c and BT ° 5b are dissociated, the first ensuring a minimum circulation of heat-transfer liquid within the reserve of electrical energy 2, without the second evaporator 12c being activated as an evaporator, in order to refresh the reading of the temperature of the heat-transfer liquid by the associated temperature sensor and to standardize the temperatures at the contact surface between the second heat treatment branch 11b and the internal components of the electrical energy reserve 2 and within the internal components, and the BT ° 5b circuit ensuring by the coolant the cooling of the additional condenser 13a.
-) a sixth operating mode similar to the seventh operating mode of the first architecture described in FIG. 9, in which the heat transfer circuit TBT ° 5c is connected to the circuit BT ° 5b in a branch of heat transfer liquid parallel to that ensuring the cooling of the additional condenser 13a and other organs EE 1a-1c. To do this, the valve 17a subtracts the discharge of the pump BT ° 19b from the suction of the pump 19c and the opening of the valves 15b and 15c connects the second heat treatment branch 11b from the electrical energy reserve 2 to the circuit BT ° 5b respectively at the input and at the second output of the radiator 10 BT ° while the valve 15 inhibits the output of the second heat treatment branch 11b from the electrical energy reserve 2 to the second evaporator 12c. Thus, the electrical energy reserve 2 on the one hand, the additional condenser 13a and the organs EE 1 a-1 c on the other, are arranged within the circuit BT ° 5b on two parallel branches, each driven by its own water pump 19c, 19b, and supplied by a dedicated outlet of the 10 BT ° radiator.
-) a seventh operating mode similar to the eighth operating mode of the first architecture described in FIGS. 10 and 11, in which the refrigerant circuit 5 operates in refrigeration mode by carrying out the condensation of the refrigerant mainly within the additional condenser 13a cooled, the TBT ° 5c circuit being connected to the BT ° 5b circuit, by the thermal capacity of the electrical energy reserve 2, of the second heat treatment branch 11b and of the TBT ° 5c and BT ° 5b heat transfer circuits, that the bodies EE lay people are connected or not to the BT ° 5b circuit. This operating mode also ensures in certain situations the heating of the electrical energy reserve 2 by the calories dissipated by the additional condenser 13a in the heat transfer liquid, the circuits BT ° 5b and TBT ° 5c being hydraulically connected.
The most striking operating modes of configurations of the heat treatment system 3 have just been described, but other operating modes can of course be implemented, taking for example into account the following critical situations:
-) outside temperature <threshold_1, eg -10 ° C, where conventional heat treatment systems according to the state of the art using a heat pump have their performance limited by:
i) the viscosity of the lubrication oil of the air conditioning compressor 6 and of the connections of the refrigerant circuit 5, ii) the icing of the air condenser 7 on the front face of the vehicle when it is used as an evaporator iii) and the level of calories then recoverable from ambient air, requiring, despite the use of a heat pump, the integration of an electric heater, directly on the air entering the passenger compartment or on the liquid heat exchanger of the HT ° 5a circuit upstream of the air heater 9) but then with a deterioration in the autonomy of the BEV, all the more detrimental since by this level of outside temperature the performance of the electrical energy reserve 2 can be greatly reduced compared to their nominal level at 20 ° C or 25 ° C, or a fuel burner or ethanol mas then with CO2 emissions and unwanted polluting gases. One or the other of these ways adds to the costs and installation difficulties represented by the integration of a heat pump with the BEV, those of a heater or burner.
The thermal treatment system 3 of the invention improves the performance of the heat pump thanks on the one hand to the use of an additional condenser where the evaporation of the refrigerant fluid then takes place mainly (such a liquid condenser coolant cannot frost), and also to recover the calories dissipated through the first heat treatment branch 11a by the EE organs 1a-1c in operation, alone or with the reserve of electrical energy 2, then via the second branch of heat treatment 11b) to reheat the additional condenser 13a, as a hot dump of the heat pump and, in certain cases, also the reserve of electrical energy 2:
i) directly by connecting the TBT ° 5c circuit to the BT ° 5b circuit and passing the hot heat transfer liquid, coming from the bodies EE 1a-1c, through the second heat treatment branch 11b of the electrical energy reserve 2 , ii) or indirectly via the heat pump and the connection of the TBT ° 5c circuit to the second evaporator 12c then acting as a condenser.
-) threshold_1 <outside temperature <threshold_2, where the improvement in the performance of the heat pump used in this specification compared to the state of the art is also significant, given the level of calories then recoverable to ambient air and, to a lesser extent, from the icing of the air condenser 7.
-) The cases threshold_2 <outside temperature <threshold_3 and outside temperature> threshold_3 were described above.
The following configurations are accepted as variants:
-) Such as, the heat treatment system 3 implemented according to the first architecture adopting the third operating mode and that, in particular, the additional condenser 13a is hydraulically connected to the heat transfer circuit HT ° 5a so as to recover, in the liquid coolant passing through the additional condenser 13a, the heat from the compression work produced by the air conditioning compressor 6 then diffusing it to the passenger air and to the electrical energy reserve 2, the order of circulation of the coolant liquid shown in figure 5 (additional condenser 13a as a hot source => air heater 9 => electrical energy reserve 2 in a series combination) is different according to the hierarchy of the associated vehicle services: additional condenser 13a => electrical energy reserve 2 = > air heater 9 associated in series or their association in parallel.
-) Such that the additional condenser 13a is associated with the circuit BT ° 5b on a branch in parallel of the first heat treatment branch 11a carrying the members EE 1a-1c and of the second heat treatment branch 11b ensuring the cooling by the BT ° 5b circuit of the electrical energy reserve so that in certain modes of operation of the heat treatment system 3 then implemented, for example in the fourth, sixth and seventh modes of its first architecture or in the second mode of operation of its second architecture, the coolant cooling the organs EE 1a-1c is not previously heated by the additional condenser 13a when it passes through.
-) Such as the vehicle heat treatment system 3 is equipped with a humidity sensor so that the cabin dehumidification function and the associated operating modes are only activated in the event of effective humidity and not systematically only as a function of the outside temperature.
-) Such that the four-way valves 14a, 14b, 14e with heat transfer liquid are each replaced by two on / off valves of the same type as the valves 15a-15c on the one hand, and also on the other hand for the four-way valves 14c and 14d, by two on / off valves of the same type as valves 15d or 15e.
-) Such as the means of connection / disconnection of the heat transfer circuit TBT ° 5c to the circuit BT ° 5b, namely the valves 15a, 15b, 15c, 17a, 17b and the valve 14b (the latter two being absent from the second configuration) are grouped into a single distributor valve ensuring the same functionality. Similarly for the connection / disconnection means 17d and 17e of the second evaporator 12c to the refrigerant circuit 5 in the context of the second architecture.
-) Such that the means for fluid connection and disconnection of the additional condenser 13a to the heat transfer circuit HT ° 5a ms used in the context of the first configuration are absent, for example for economic reasons.
-) Such as the on / off valves 15d (in the context of the first and second architecture) and 15e (in the context of the first architecture only) arranged on the branches in parallel with the refrigerant circuit 5 each carrying one of the first 12a or second 12b, 12c evaporators, can each be integrated into each of the 2 respective regulators 8b, 8c, then forming the same component disposed on each of these branches in parallel.
-) Such as the BT ° 19b pump is located at the medium outlet of the thermostatic valve 6 and upstream of the valve 14e.
-) T it that the heat pump implemented is of the direct rather than indirect type, then without air heater 9. Such a variant however deprives the heat treatment system 3 according to its first architecture of the possibility of heating the reserve of electrical energy 2 by the calories from the compression of the refrigerant.
-) Such that, in the context of the second architecture of the heat treatment system 3, the heat pump used is also of the direct type and the second evaporator 12c is in direct thermal contact with the internal components of the reserve d electrical energy 2, without using the TBT ° 5c circuit and the pump 19c. Such a variant however deprives the heat treatment system 3 of the synergies between the circuits BT ° 5b and TBT ° 5c detailed above and the associated advantages.
-) Such as the bypass means 17c, 18 selective by the coolant of the main condenser 7, under control of the control module 4, is absent, so that the main condenser 7 is arranged in series and downstream of the additional condenser 13a , without any second three-way valve 17c or any bypass branch 18 placed in parallel with the main condenser 7 being present, and such that the condensation of the refrigerant fluid within the main condenser 7 is inhibited by shutting off the inputs d air on the front of the vehicle, for example by closing flaps arranged on the front of the vehicle upstream of the aerothermal front module and in particular of the main condenser 7 in the direction of the air flow from outside the vehicle through the heat exchangers (air condenser 7, radiator 10 BT °) located at the front of the vehicle.
-) As the refrigerant circuit 5 additionally has, between upstream (at the outlet of the air conditioning compressor 6) and downstream of the additional coolant condenser 13a, a bypass of the additional condenser 13a optionally activated selectively by a valve three channels of the same type as the valve 17c and controlled by the control module 4.
The valves 14e, 14a and 14b allow in the majority of operating modes a double circulation of heat transfer liquid through their paths AB & CD or AC & BD without any thermal transfer between the portions of heat transfer liquid crossing their paths through the switch valve.
Each of the operating modes (as well as their combination) of the architectures of the heat treatment system 3 according to the invention can be implemented in all situations, depending on:
-) the thermodynamic state of each of the heat transfer circuits (including the refrigerant circuit 5);
-) the thermal state of the various components (electrical energy reserve 2, organs EE 1a-1c, etc.), of the state of the external environment (outside temperature, sunshine, humidity, etc.);
-) control units acquiring information via different sensors (not shown), controlling in particular the different actuators necessary for the implementation of the heat exchange system (eg: controlled air intake flaps, position of the flaps of air distribution in the passenger compartment, etc.) and recorded in a dedicated computer (not shown) or housed in one or more computers (not shown) providing other functions of the vehicle,
-) wishes expressed directly or indirectly by the user of the vehicle (air conditioning adjustment: heating, refrigeration, demisting; type of driving, recharging of the electrical energy reserve 2 from an energy source external to the vehicle, preconditioning of the passenger compartment, etc.).
More particularly, even in the non-driving phases of the vehicle, the heat treatment system 3 can adopt different operating modes in each configuration (as well as their combination). Thus in the plug-in recharging phase of the electrical energy reserve 2 (from an energy source external to the vehicle), depending on whether it is slow or fast:
In FIG. 15, the electrical energy reserve 2 is in slow charging mode. Charging is said to be slow when it is carried out from the domestic network, at a power of qq kW: this recharging can therefore last several hours, depending on the capacity of the electrical energy reserve 2. The charger fulfills its function for converting the current to the characteristics supplied by the home network into a current with the characteristics required by the electrical energy reserve 2 and the inverter combines at least one current converter to adapt the characteristics supplied by the home network to the needs required by components supplied with very low voltage (12V or up to 48V). Their operation requires cooling under all conditions: the BT ° 5b circuit is activated, in particular via the BT ° 19b pump.
In slow charging, the electrical energy reserve 2 may not need to be heat treated, depending on its initial temperature, the temperature of its environment (depending on its location: under body, in the passenger compartment or in the trunk), l intensity of the current it admits, the evolution of its state of charge: the pump 19c is then inactive. On the other hand, a circulation of heat transfer liquid in the TBT ° 5c circuit at the end of the electrical energy reserve 2 may be necessary during the slow recharging phase in order to homogenize the temperatures within the second heat treatment branch 11b and internal components of the electrical energy reserve 2 and in order to monitor the temperature of the heat transfer liquid at the outlet of the second heat treatment branch 11b: the pump 19c is then activated.
In this case, the refrigerant circuit 5 (in particular, the valve 17c closes the bypass duct 18 of the air condenser 7) and the heat transfer circuit HT ° 5a are inactive and the heat transfer liquid used in the circuit BT ° 5b by activation of the pump BT ° 19b bypasses via the valve 14e the additional condenser 13a and the reserve of electrical energy 2 via the valves 17a, 17b, 15a, 15b and 15c. The TBT ° 5s circuit is then dissociated from the BT ° 5b circuit.
All of these provisions form the ninth operating mode, illustrated by FIG. 15, which consists of a variant of the sixth operating mode described above. More particularly, the thermostatic valve 16 is presented open: it is closed at the start of recharging as long as the heat transfer liquid has not reached its temperature threshold at the start of opening of the thermostatic valve 16, then it conventionally opens. Its opening start temperature is therefore determined in particular taking this situation into account, in order to ensure adequate cooling of the organs EE 1a-1c (including the charger) while in operation.
In FIG. 16, a tenth mode of operation is mainly implemented, consisting of a variant of the seventh mode of operation described above.
As in the ninth operating mode, the HT circuit 5a and the refrigerant circuit 5 are inactive. The valve 17c closes the bypass conduit 18 of the air condenser 7 and the valve 14e bypasses the additional condenser 13a to the heat transfer liquid within the circuit BT ° 5b which also adopts the same configuration as in the seventh mode described above. The electrical energy reserve 2 via the second heat treatment branch 11b on the one hand, the additional condenser 13a and the first heat treatment branch 11a of the organs EE 1a-1c on the other, are arranged within the LV circuit ° 5b on two branches in parallel, each driven by its own water pump (pump 19c for cooling the electrical energy reserve 2 and pump BT ° 19b for cooling the additional condenser 13a and the organs EE 1a-1c) and supplied by a dedicated output of the 10 BT ° radiator. Activation of the GMV provides the outside air flow through the radiator 10 BT ° necessary for the evacuation of the calories absorbed in the heat transfer liquid through the first heat treatment branch 11 has organs EE 1 a-1 c and the second heat treatment branch 11b of the electrical energy reserve 2.
Always in slow charging, if the external environment (eg via ambient temperature) does not allow the calories dissipated by the electrical energy reserve 2 via the second heat treatment branch 11b to be removed via the radiator 10 BT ° and the organs EE via the first heat treatment branch 11a to the heat transfer liquid of the circuit BT ° 5b, the control module 4 configures the heat treatment system 3 for:
-) or allow the temperature of the internal components of the electrical energy reserve 2 to exceed the required temperature limit threshold since it is then an overshoot limited to 2 to 3 ° C at most and then not to engage any additional operating mode (the heat treatment system 3 then adopts and retains the tenth operating mode),
-or as illustrated in FIG. 17, adopt an eleventh operating mode consisting of a variant of the fourth operating mode previously described, the cabin refrigeration then being inactive (unless the slow recharging of the electrical energy reserve 2 occurs under these conditions at the same time as a thermal pre-conditioning of the passenger compartment in cooling mode) via the deactivation of the evaporator 12a and the associated pressure reducer 8b and the closing of the corresponding on / off valve 15d.
Thus, the refrigerant circuit 5 is activated and the valve 17c assumes the position allowing the refrigerant to bypass the air condenser 7, so as to condense the refrigerant exclusively within the additional condenser 13a to reduce or even cancel the use of GMV, an important source of noise and electrical consumption. The second evaporator 12b, 12c (in fluid connection via the TBT ° 5c circuit and the second heat treatment branch 11b with the electrical energy reserve 2) is activated (via the activation of the respective regulator 8c, 8d and the opening on / off valve 15e) and the first passenger compartment evaporator 12a is deactivated (via deactivation of the pressure reducer 8b and closing of the on / off valve 15d) unless pre-conditioning of the passenger compartment in refrigeration mode is in progress .
The additional condenser 13a is then connected to the circuit BT ° 5b. Reaching a predetermined temperature threshold of the heat transfer liquid at the inlet of the additional condenser 13a or at the inlet of the charger or of the first heat treatment branch 11a, or of temperature or pressure of the coolant, nevertheless requires the implementation GMV (but with a greatly reduced occurrence, thanks to the heat capacity and density of the heat transfer liquid, greater than that of the outside air), deactivated with a predetermined hysteresis.
FIGS. 15 to 17 illustrate operating modes of the heat treatment system 3 within the framework of its first architecture, which can be transposable within the framework of the second architecture of the heat treatment system 3.
Fast charging: fast charging allows a certain level of its useful energy to be restored to the electrical energy reserve 2 (e.g. 80%) in maximum time (e.g. 20 to 30 minutes). Consequently, the electrical load power of the electrical energy reserve 2 is large (several tens to a few hundred kW) and causes it to heat up so much that cooling is imperative:
-) either throughout and at the same time as the rapid recharge itself,
-) or so as to reach a temperature of the internal components of the electrical energy reserve 2 sufficiently low before the rapid recharging proper, but without altering the acceptance in current (lower as the temperature of the reserve d electrical energy 2 drops below a predetermined threshold), so that there is no longer any need to do so during recharging.
The charger on board the vehicle is inactive, but the transformation of the characteristics of the current supplied by the external source (fast charging station) to the needs required by the components supplied with very low voltage (12V or up to 48V) requires activation of the BT ° 5b circuit to cool the EE organs 1a-1c involved (inverter, current converter) via the first heat treatment branch 11a. The heat treatment system 3 then adopts the eleventh operating mode described above.
In the thermal pre-conditioning phase of the passenger compartment, while the vehicle is always connected to a source of energy external to the vehicle (domestic network: power of a few kW), depending on whether it is heating or cooling mode of the passenger compartment, the charger converts the characteristics of the current supplied by the domestic network into a current of characteristics required by the reserve of electrical energy 2 which the current converter of the inverter adapts in turn, without preferentially this current penetrates the electrical energy reserve 2, to the needs required by the components supplied with very low voltage (12V or up to 48V). Their operation requires cooling under all conditions: the BT ° 5b circuit is then activated, in particular via the BT ° 19b pump.
In heating mode: the first operating mode is implemented if there is no need to dehumidify the passenger compartment, with more particularly:
-) the activation of the refrigerant circuit 5 in heat pump mode in order to heat the passenger compartment, the valve 17c authorizing the passage of the coolant through the additional condenser 13a and the air condenser 7;
-) the fluid connection of the additional condenser 13a to the heat transfer circuit BT ° 5b by the valve 14e at the outlet of the first heat treatment branch 11a of the organs EE 1a-1c, the closed position of the thermostatic valve 16 bypassing the radiator 10 BT ° , so that the calories dissipated in the heat transfer liquid by the organs EE 1a1-c through the first heat treatment branch 11a constitute via the additional condenser 13a acting as an evaporator a hot source of the heat pump then formed by the circuit refrigerant 5, in addition to the calories taken from the outside air via the air condenser 7;
-) the implementation of the HT ° 5a circuit makes it possible to detect, via the annex condenser 13b, the heat transfer liquid of the HT ° 5a circuit and then to the passenger compartment air through the air heater 9, the heat dissipated in the heat transfer liquid of the circuit BT ° 5b by the bodies EE 1a-1c through the first heat treatment branch 11a and the calories taken from the outside air by the air condenser 7.
If in this situation it seems relevant to also heat the electrical energy reserve 2, then the valve 14b connects the circuit TBT ° 5c to the circuit HT ° 5a so that the residual calories still present in the heat transfer liquid at the end of the air heater 9 passes through the second heat treatment branch 11b of the electrical energy reserve 2. The heat treatment system 3 implemented then adopts the first operating mode described above, illustrated in FIG. 2.
If the temperature of the electrical energy reserve 2 reaches the first temperature threshold such that reheating is no longer necessary, the circuit TBT ° 5c is disconnected from the circuit HT ° 5a ensuring, via the heat pump then formed by the refrigerant circuit 5, the heating of the passenger compartment, as shown in FIG. 3. A minimum circulation of coolant is either established within the TBT ° 5c circuit and the second heat treatment branch 11b of the electrical energy reserve 2 in order to acquire and update the temperature information of the heat transfer liquid entering or leaving the second heat treatment branch 11b and in order to homogenize the temperature at the contact surface with the internal components of the energy reserve electrical 2, or preferably deactivated, the internal temperatures of the electrical energy reserve 2 being monitored elsewhere.
If the cabin needs to be heated and dehumidified at the same time, the vehicle's heat treatment system 3 adopts the third or fifth operating mode respectively illustrated in FIGS. 5 or 7, which activate the refrigerant circuit 5 in mode refrigeration by disconnecting the second evaporator 12b (the electrical energy reserve 2 does not require cooling) and the annex condenser 13b (only used in the indirect heat pump mode taken by the refrigerant circuit 5). The refrigerant is preferably directed by the valve 17c through the additional condenser 13a where it is condensed by yielding the heat, resulting from the compression provided by the air conditioning compressor 6, to the heat transfer liquid used in the HT circuit 5a by the position then taken by the valve 14a and the activation of the HT pump 19a. At the outlet of the additional condenser 13a and, to a lesser extent, the air condenser 7, the refrigerant passes through the first evaporator 12a through which the refrigerant dries the air in the passenger compartment.
Bypassing by the refrigerant of the air condenser 7 forces condensation in the additional condenser 13a, through which the heat from the work of the compressor 6 is recovered in the heat transfer liquid and then used via the HT ° 5a circuit then configured to heat the passenger compartment through the air heater 9, by hydraulically connecting the additional condenser 13a to the heat transfer circuit HT ° 5a at the inlet of the air heater 9 via the valve 14a. The operating mode implemented (the third or the fifth) then ensures the dehumidification of the passenger compartment through the first evaporator 12a and the heating of the passenger compartment via the additional condenser 13a and the air heater 9.
According to the third mode of operation, the cooling of the bodies EE 1a-1c is ensured by the activation of the pump BT ° 5b and the calories dissipated and absorbed by the heat transfer liquid through the first heat treatment branch 11a are then either kept within the BT ° 5b circuit if the thermostatic valve 16 is closed, or else are evacuated to the outside air through the radiator 10 BT °. The valves 14b and 17b make it possible to transfer within the electrical energy reserve 2, through the second heat treatment branch 11b, the residual calories still present in the heat transfer liquid at the outlet of the air heater 9 if it is then relevant to also heat the electrical energy reserve 2, otherwise the TBT ° 5c circuit is disconnected from the HT ° 5a and BT ° 5b circuits and the pump 19c is deactivated.
According to the fifth mode of operation, the heat losses dissipated to the heat transfer liquid in the circuit BT ° 5b through the first heat treatment branch 11a by the organs EE 1a-1c while in operation are used to heat the reserve d electrical energy 2 within a heat transfer circuit connecting the second heat treatment branch 11b (also disconnected via the valve 14b of the HT ° 5a circuit) and the TBT ° 5c circuit to the BT ° 5b circuit then configured to dis ^ oer to the electrical energy reserve 2 through the second heat treatment branch 11b the calories absorbed in the heat transfer liquid in the circuit BT ° 5b through the first heat treatment branch 11a of the EE bodies, without dissipating them to the air outside through the radiator 10 BT ° as long as in particular the thermostatic valve 16 is closed.
In refrigeration mode: the HT ° 5a circuit is deactivated and the refrigerant circuit 5 is activated in refrigeration mode. The valve 17c allows the refrigerant to bypass the air condenser 7 so as to carry out the condensation of the refrigerant exclusively within the additional condenser 13a connected to the circuit BT ° 5b, the edge of the refrigerant circuit 5 carrying the first evaporator 12a being activated. in order to refrigerate the passenger compartment and that carrying the second evaporator 12b being:
-) preferably deactivated in the absence of any other need for heat treatment, in particular in favor of the electrical energy reserve 2, or if a possible need to thermally pre-condition the electrical energy reserve 2, so as to lowering the temperature during the vehicle's parking phase can be satisfied by implementing the seventh operating mode;
-) otherwise, the second evaporator 12b is activated and the various valves equipping the heat transfer circuits TBT ° 5c, BT ° 5b and HT ° 5a connect the second heat treatment branch 11b of the electrical energy reserve 2 to the second evaporator 12b so that the vehicle heat treatment system 3 then performs the third mode of operation. The GMV is activated if the temperature of the heat transfer liquid of the BT ° 5b circuit at the input of the additional condenser 13a or the temperature or pressure of the refrigerant exceeds a predetermined threshold and deactivated with a predetermined hysteresis.

权利要求:
Claims (10)
[1" id="c-fr-0001]
1Thermal exchange system arranged (3) in thermal equipment of a motor vehicle with propulsive and / or tractive electric motor, the heat exchange system comprising a first hydraulic network consisting of a refrigerant circuit (5) for conveying '' a refrigerant, a second hydraulic network (5a-5c) composed of several thermal loops of heat transfer liquid and a control module (4) arranged to configure the heat exchange system according to various operating modes according to the needs of heat treatment required by the vehicle,
-) the first hydraulic network comprising successively, in the direction of circulation of the refrigerant through it, at least one air conditioning compressor (6), a main condenser (7) with condenser / evaporator function cooled by an air flow , at least one holder (8a-8c) and at least one heat exchanger, including at least one evaporator (12a, 12b),
-) the second hydraulic network of heat transfer liquid, consisting of several heat transfer circuits at different temperature levels, including:
i) a high temperature heat transfer circuit (5a), intended to be used for heating the air in the passenger compartment of the vehicle, and consisting of at least one heat transfer liquid pump (19a) and a heat exchanger, including at least one air heater (9), ii) a low temperature heat transfer circuit (5b), intended to be used for cooling the electrical and / or electronic equipment (1a-1c) of the vehicle, and in the alternative intended to be used for treatment temperature of the air in the passenger compartment of the vehicle, and consisting of at least one heat transfer liquid pump (19b), of a first branch of thermal treatment (11a) of electrical and / or electronic equipment (1a-1c) and a heat exchanger, at least one radiator (10) cooled by an air flow passing through it from outside the vehicle;
iii) and a very low temperature heat transfer circuit (5c), intended to be used for cooling an electrical energy reserve (2) and / or for heat treatment of the air in the passenger compartment of the vehicle, and consisting at least one heat transfer liquid pump (19c) and a second heat treatment branch (11b) of the electrical energy reserve (2), configured as an internal heat exchanger for cooling the energy reserve electric (2) by the coolant circulating through it ;-) of the hydraulic regulating members depending on the control module (4), of the modes of circulation of the fluids selectively through the hydraulic networks (5, 5a-5c) of fluids brought to respective temperatures provided by the heat exchange system (3),
-) at least one coolant condenser (13a, 13b) mounted on the first hydraulic network (5) and selectively participating in at least one of the thermal loops (5a-5c) of the second hydraulic network under the control of the control module (4), characterized in that an additional condenser (13a) with heat transfer liquid is mounted on the first hydraulic network (5) at the outlet of the compressor (6) in the direction of circulation of the coolant through it, and is selectively placed in hydraulic communication, under the control of the control module (4) and via means for distributing the circulation of the refrigerant fluid through the refrigerant circuit (5), with the thermal loops (5a-5c) for circulation of the heat transfer liquid to through them at differentiated temperatures including:
-) at least a first thermal loop of coolant at low temperatures (5b) carrying a first branch (11a) intended to be dedicated to the thermal treatment of electrical and / or electronic components (1a-1c) participating in the propulsive electric motorization and / or tractive of the vehicle and, in certain operating cases, of the electrical energy reserve (2) which it comprises,
-) at least one second thermal loop of heat transfer liquid at very low temperatures (5c) carrying a second branch (11b) dedicated to the thermal treatment of said electrical energy reserve (2), and
-) at least a third thermal loop of high temperature heat transfer liquid (5a) comprising the air heater (9), dedicated to the heat treatment of an air flow dedicated to the heat treatment of the passenger compartment of the vehicle.
[2" id="c-fr-0002]
2. A heat exchange system according to claim 1, characterized in that the hydraulic circuit (3) comprises:
-) a means of selective connection between them, under the control of the control module (4), of a thermal loop of coolant at high temperatures (5a) and of a thermal loop of coolant at very low temperatures (5c) within the second hydraulic network,
-) a selective connection means, under the control of the control module (4), the auxiliary condenser (13b) and the air heater (9) in series with each other,
-) a means of selective connection, under control of the control module (4), of the additional condenser (13a) with at least one of the high temperature thermal loop (5a), of the thermal loop at very low temperatures ( 5c) and a low temperature thermal loop (5b) provided within the second hydraulic network,
-) a selective connection means, under control of the control module (4), of the condenser (13b) with at least the high temperature thermal loop (5a), alone or associated in series with the thermal loop at very low temperatures ( 5c), arranged within the second hydraulic network,
-) a bypass means (17c, 18) selective by the coolant of the main condenser (7), under control of the control module (4), configuring the second hydraulic network (5a-5c) via any of the first connection means, second connection means and third connection means, selectively as means:
i) either of recovery, by the coolant and the coolant circulating through their respectively first (5) and second (5a-5c) hydraulic network, of the heat produced selectively, either by the compressor (6) in operation, or the first heat treatment branch (11a) and / or the second heat treatment branch (11b), and of restitution to the air heater (9) and / or to the electrical energy reserve (2) of said recovered heat, ii) or condensation of the refrigerant by the additional condenser (13a). -) a selective connection means, under control of the control module (4), of the additional condenser (13a) in series and upstream of the main condenser (7) according to the direction of circulation of the refrigerant fluid through them, while the refrigerant circuit (5) operates in refrigeration mode, and the implementation of which cools an air flow dedicated to the heat treatment of the passenger compartment of the vehicle.
[3" id="c-fr-0003]
3. - A heat exchange system according to claim 2, characterized in that first four-way valves (14a, 14b) with two positions are placed in the direction of circulation of the heat transfer liquid through the air heater (9), respectively at the inlet of the air heater (9) for a first inlet valve (14a) and at the outlet of the air heater (9) for a first outlet valve (14b), the first four-way valves (14a, 14b) connecting between them the air heater (9) and the annex condenser (13b) via two of their channels by participating in the high temperature thermal loop (5a), the first inlet valve (14a) connecting the outlet of the annex condenser (13b ) at the inlet of the air heater (9) also connecting the outlet of the additional condenser (13a) to the inlet of the air heater (9) and the first outlet valve (14b) connecting the outlet of the air heater ( 9) at the inlet of the auxiliary condenser (13b).
[4" id="c-fr-0004]
4. - A heat exchange system according to claim 3, characterized in that the first outlet valve (14b) connects the heat transfer liquid outlet of the air heater (9) to the inlet of the second heat treatment branch ( 11b) via a first three-way valve (17b) with two positions, and connects the heat transfer liquid outlet of the second heat treatment branch (11b) to the inlet of the auxiliary condenser (13b) via the closing of a first valve two channels (15c) with two positions.
[5" id="c-fr-0005]
5. - A heat exchange system according to any one of claims 1 to 4, characterized in that second four-way valves (14c, 14d) with two positions are placed, according to the direction of circulation of the coolant through the compressor (6), respectively at the inlet of the compressor (6) for a second inlet valve (14c) and at the outlet of the compressor (6) for a second outlet valve (14d).
[6" id="c-fr-0006]
6. - A heat exchange system according to claim 5, characterized in that the second inlet valve (14c) is interposed between the main condenser (7) and at least one said evaporator (12a, 12b), to which evaporator ( 12a, 12b) the second inlet valve (14c) is connected via two of its channels, second two-way valves (15d, 15e) with two positions being interposed between the evaporator (12a, 12b) and one of the tracks of the second inlet valve (14c) via which they are interconnected.
[7" id="c-fr-0007]
7. - A heat exchange system according to any one of claims 5 and 6, characterized in that the second outlet valve (14d) is interposed between the additional condenser (13a) with heat transfer liquid and the additional condenser (13b) with heat transfer liquid to which the second outlet valve (14d) is connected via two of its channels, the additional condenser (13a) being connected via a second three-way valve (17c) with two positions selectively to the main condenser (7) and to the second inlet valve (14c) bypassing the main condenser (7) via a bypass branch (18) placed in parallel with the main condenser (7).
[8" id="c-fr-0008]
8. - A heat exchange system according to claim 7, characterized in that the refrigerant circuit (5) comprises at least two evaporators (12a, 12b), including a first evaporator (12a) connected to the additional condenser (13a) via the second four-way valves (14c, 14d) and including a second evaporator (12b) in heat exchange with the second heat treatment branch (11b) via third two-way valves (15b, 15a) with two positions.
[9" id="c-fr-0009]
9. - A heat exchange system according to any one of claims 4 and 8, characterized in that:
-) a third four-way valve (14e) with two positions is arranged on the thermal loop of coolant at low temperatures (5b) and interposed between the additional condenser (13a) via two of its channels and between on the one hand a valve three-way thermostatic (16) and the first heat treatment branch (11a) respectively via two of its other tracks,
-) said thermostatic valve (16) is also placed in parallel with the radiator (10),
-) a three-way valve (17a) with at least four positions is interposed between the third four-way valve (14e) and respectively the first heat treatment branch (11a) and the second heat treatment branch (11 b).
[10" id="c-fr-0010]
10. -Automotive vehicle with propulsive and / or traction electric motor equipped with a heat treatment system according to any one of claims 1 to 9.

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同族专利:

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公开号 | 公开日

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FR3078390B1|2020-01-24|

引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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WO2011079904A1|2009-12-30|2011-07-07|Voss Automotive Gmbh|Climate control system for a vehicle and method for controlling temperature|

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DE102011016613A1|2011-04-09|2011-11-10|Daimler Ag|Thermal management system for motor car, has low temperature circuit and high temperature circuit as coolant circuits such that air supplied to vehicle cabin is directly heated by circuits|

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EP3012133A2|2014-10-21|2016-04-27|Atieva, Inc.|Ev multi-mode thermal management system|

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DE102015118029A1|2014-10-31|2016-05-04|Valeo Systemes Thermiques|Construction of a heat pump|CN111746297A|2020-05-29|2020-10-09|广汽新能源汽车有限公司|New energy automobile motor system of preheating, vehicle thermal management system and new energy automobile|

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US11161436B1|2020-11-16|2021-11-02|Altec Industries, Inc.|Heated seat for mobile hydraulic equipment|

法律状态:
2019-01-23| PLFP| Fee payment|Year of fee payment: 2 |

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2019-08-30| PLSC| Publication of the preliminary search report|Effective date: 20190830 |

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2020-01-22| PLFP| Fee payment|Year of fee payment: 3 |

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2021-01-20| PLFP| Fee payment|Year of fee payment: 4 |

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2022-01-19| PLFP| Fee payment|Year of fee payment: 5 |

优先权:

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申请号 | 申请日 | 专利标题

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FR1851567A|FR3078390B1|2018-02-23|2018-02-23|HEAT EXCHANGE SYSTEM FOR AN ELECTRIC MOTOR VEHICLE, GENERATING SYNERGY BETWEEN A COLD LOOP AND A HOT LOOP.|

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FR1851567|2018-02-23|FR1851567A| FR3078390B1|2018-02-23|2018-02-23|HEAT EXCHANGE SYSTEM FOR AN ELECTRIC MOTOR VEHICLE, GENERATING SYNERGY BETWEEN A COLD LOOP AND A HOT LOOP.|