Thermal conditioning system

Abstract

The invention relates to a thermal conditioning system (100) for a vehicle, comprising:-a heat transfer fluid circuit (20) comprising:-a primary heat transfer fluid circulation loop (20A),-a secondary heat transfer fluid circulation loop (20B); -a refrigerant fluid circuit (10) comprising a main refrigerant fluid circulation loop (10A), said main loop (10A) comprising:-compression means (15),-a first heat exchanger (1),-an expansion valve (31),-a second heat exchanger (2); wherein:-the primary heat transfer fluid loop (20A) comprises a third heat exchanger (3) configured to exchange heat with an internal air flow (Fi), and-the secondary heat transfer fluid loop (20B) comprises a fourth heat exchanger (4) configured to be thermally coupled to a first element (41) of an electric powertrain.

Description

Field of the Invention

[0001] The present invention relates to the field of thermal regulation systems. These systems can be particularly provided on motor vehicles. Such systems allow for the thermal regulation of various components of the vehicle, such as the passenger compartment or the electrical energy storage battery in the case of an electric vehicle. Heat exchange is mainly managed through the compression and expansion of a refrigerant within various heat exchangers, thereby allowing the heating or cooling of various components. Background Art

[0002] Thermal regulation systems generally utilize a refrigerant loop and a loop of a heat transfer fluid for exchanging heat with the refrigerant. Such systems are thus referred to as indirect. The refrigerant loop is formed such that the refrigerant releases heat to the heat transfer fluid in a first dual-fluid exchanger. Then, the heat released to the heat transfer fluid can be dissipated into the air stream for the passenger compartment in order to heat the passenger compartment. The heat transfer fluid circuit also makes it possible to cool the heat-dissipating components of the vehicle's powertrain, such as the electric drive motor of the vehicle or the power electronics controlling the electric motor. For this purpose, another dual-fluid exchanger allows for heat exchange between the heat transfer fluid and the refrigerant in order to cool the heat transfer fluid.

[0003] Furthermore, the requirement for rapid charging of the battery necessitates an increase in the available cooling power. To make a high cooling power available for cooling the battery while maintaining a satisfactory uniformity in the temperature of the battery, it is known to circulate a dielectric heat transfer fluid inside the components of the battery. In this case, an additional dual-fluid exchanger is used in order to exchange heat between the refrigerant and the dielectric heat transfer fluid. Due to the use of a large number of heat exchangers, especially a large number of dual-fluid heat exchangers, such a configuration is complex and costly to implement.

[0004] Therefore, there is a need to provide a thermal regulation system that is easier to integrate and uses fewer heat exchangers and a simpler circuit for the circulation of various fluids. Summary of the Invention

[0005] To this end, the present invention proposes a thermal regulation system for a motor vehicle, comprising:

[0006] - A heat transfer fluid circuit, in particular a heat transfer fluid circuit for a dielectric heat transfer fluid, the heat transfer fluid circuit comprising:

[0007] -- A primary heat transfer fluid circulation loop,

[0008] -- A secondary heat transfer fluid circulation loop,

[0009] - A refrigerant circuit, the refrigerant circuit comprising a main refrigerant circulation loop, the main loop sequentially comprising, in the direction of circulation of the refrigerant:

[0010] - A compression device,

[0011] - A first heat exchanger arranged on both the main refrigerant loop and the primary heat transfer fluid loop to allow heat exchange between the refrigerant and the heat transfer fluid.

[0012] - An expansion device.

[0013] - A second heat exchanger arranged on both the main refrigerant loop and the secondary heat transfer fluid loop to allow heat exchange between the refrigerant and the heat transfer fluid.

[0014] Wherein:

[0015] - The primary heat transfer fluid loop includes a third heat exchanger configured to exchange heat with an air flow in the passenger compartment of the vehicle, and

[0016] - The secondary heat transfer fluid loop includes a fourth heat exchanger configured to be thermally coupled to a first component of the electric powertrain of the vehicle.

[0017] Wherein, the heat transfer fluid loop includes:

[0018] - A first bypass branch connecting a first connection point to a second connection point, the first connection point being located on the primary loop between the first outlet of the first heat exchanger and the first inlet of the third heat exchanger, and the second connection point being located on the secondary loop between the first outlet of the second heat exchanger and the first inlet of the fourth heat exchanger.

[0019] - A second bypass branch connecting a third connection point to a fourth connection point, the third connection point being located on the primary loop between the second inlet of the first heat exchanger and the second outlet of the third heat exchanger, and the fourth connection point being located on the secondary loop between the second inlet of the second heat exchanger and the second outlet of the fourth heat exchanger.

[0020] And wherein:

[0021] - The heat transfer fluid loop includes a third bypass branch connecting a fifth connection point to a sixth connection point, the fifth connection point being located on the secondary loop between the second outlet of the fourth heat exchanger and the fourth connection point, and the sixth connection point being located on the secondary loop between the first outlet of the second heat exchanger and the first inlet of the fourth heat exchanger, and the third bypass branch includes a fifth heat exchanger configured to exchange heat with an air flow in the passenger compartment of the vehicle.

[0022] Thus, the circuit for the heat transfer fluid, in particular for the dielectric heat transfer fluid, includes the functions of cooling and heating the passenger compartment, the thermal management function of the battery and / or the power electronics, and - for some operating modes - the function of dehumidification.

[0023] According to one embodiment, the sixth connection point is located between the first outlet of the second heat exchanger and the second connection point.

[0024] According to another embodiment, the sixth connection point is located between the second connection point and the first inlet of the fourth heat exchanger.

[0025] The first element of the electric powertrain of the vehicle can be an electrical energy storage battery. The battery can supply the energy required for the electric drive motor of the vehicle. The thermal coupling with the fourth heat exchanger can be achieved through a heat transfer fluid circulation loop (not shown in the figures). The thermal coupling can also be achieved by placing one or more walls of the fourth heat exchanger in contact with one or more walls of the battery.

[0026] According to one embodiment, the fourth heat exchanger can be formed by the battery itself, i.e., when the heat transfer fluid is a dielectric heat transfer fluid, the battery that dissipates heat is in direct contact with the heat transfer fluid.

[0027] In particular, the electrical and / or electronic components of the battery can be immersed or partially immersed in the dielectric heat transfer fluid.

[0028] The immersion of all or part of the electrical and / or electronic components of the battery allows for improving the heat exchange with the heat transfer fluid by eliminating the thermal resistance, in particular the contact thermal resistance, between the fourth heat exchanger and the electrical and / or electronic components.

[0029] According to one embodiment of the thermal regulation system, the heat transfer fluid circuit includes a fourth bypass branch that connects a seventh connection point located on the first bypass branch to an eighth connection point located on the second bypass branch, and the fourth bypass branch includes a sixth heat exchanger.

[0030] The sixth heat exchanger is configured to exchange heat with an air flow outside the passenger compartment of the motor vehicle.

[0031] The seventh connection point is located on the first bypass branch between the first connection point and the second connection point.

[0032] The eighth connection point is located on the second bypass branch between the third connection point and the fourth connection point.

[0033] According to an embodiment of the thermal regulation system, the heat transfer fluid circuit includes a fifth bypass branch, which is positioned in parallel with the fourth heat exchanger on the secondary loop. The fifth bypass branch connects a ninth connection point located on the secondary loop to a tenth connection point located on the secondary loop. The fifth bypass branch includes a seventh heat exchanger, which is configured to be thermally coupled to a second element of the vehicle's electric powertrain.

[0034] The ninth connection point is located on the secondary loop between the second connection point and the first inlet of the fourth heat exchanger.

[0035] The tenth connection point is located on the secondary loop between the second outlet of the fourth heat exchanger and the fifth connection point.

[0036] The function of the seventh heat exchanger is to thermally regulate the second element of the vehicle's electric powertrain.

[0037] The second element of the vehicle's electric powertrain can be, for example, the electronic control unit of the vehicle's electric drive motor and / or the electric drive motor.

[0038] The seventh heat exchanger can be formed by the actual electronic control unit of the electric motor and / or the electric motor itself, i.e., when the heat transfer fluid is a dielectric heat transfer fluid, the electronic control unit of the electric motor that dissipates heat and / or the electric motor are in direct contact with the heat transfer fluid.

[0039] In particular, the electrical and / or electronic components of the electronic control unit of the electric motor and / or the electric motor itself can be immersed or partially immersed in the dielectric heat transfer fluid.

[0040] The full or partial immersion of the electrical and / or electronic components of the electronic control unit of the electric motor and / or the electric motor itself allows for improving the heat exchange with the heat transfer fluid by eliminating the thermal resistance, especially the contact thermal resistance, between the seventh heat exchanger and the electrical and / or electronic components.

[0041] According to an embodiment of the thermal regulation system, the primary loop of the heat transfer fluid circuit includes a first circulation pump.

[0042] The first pump is configured to cause the heat transfer fluid to flow from the third connection point towards the second inlet of the first heat exchanger.

[0043] According to an exemplary embodiment, the first pump is positioned between the third connection point and the second inlet of the first heat exchanger. [[ID=3,2]]

[0044] According to another exemplary embodiment, the first pump is positioned between the first outlet of the first heat exchanger and the first connection point.

[0045] According to an embodiment of the thermal regulation system, the secondary loop of the heat transfer fluid circuit includes a second circulation pump.

[0046] The second pump is configured to cause the heat transfer fluid to flow from the ninth connection point toward the first inlet of the fourth heat exchanger.

[0047] According to an exemplary embodiment, the second pump is positioned between the ninth connection point and the first inlet of the fourth heat exchanger.

[0048] According to another exemplary embodiment, the second pump is positioned between the second outlet of the fourth heat exchanger and the tenth connection point.

[0049] According to one embodiment of the thermal conditioning system, the heat transfer fluid circuit comprises a first three-way valve located both on the first bypass branch and on the fourth bypass branch.

[0050] The first three-way valve is configured to selectively:

[0051] - allowing the heat transfer fluid to circulate in the first bypass branch and prohibiting the heat transfer fluid from circulating between the first bypass branch and the sixth heat exchanger, or

[0052] - allowing heat transfer fluid to circulate between the first bypass branch and the sixth heat exchanger and prohibiting heat transfer fluid from circulating between the first bypass branch and the primary heat transfer fluid loop, or

[0053] - allowing the heat transfer fluid to circulate between the primary circuit and the sixth heat exchanger, and prohibiting the heat transfer fluid from circulating between the secondary circuit and the first bypass branch.

[0054] According to one embodiment of the thermal conditioning system, the heat transfer fluid circuit comprises a second three-way valve both on the second bypass branch and on the fourth bypass branch.

[0055] The second three-way valve is configured to selectively:

[0056] - allowing the heat transfer fluid to circulate in the second bypass branch and prohibiting the heat transfer fluid from circulating between the second bypass branch and the sixth heat exchanger, or

[0057] - allowing heat transfer fluid to circulate between the second bypass branch and the sixth heat exchanger and prohibiting heat transfer fluid from circulating between the second bypass branch and the primary heat transfer fluid circuit, or

[0058] - allowing the heat transfer fluid to circulate between the primary loop and the sixth heat exchanger, and prohibiting the heat transfer fluid from circulating between the secondary loop and the second bypass branch.

[0059] According to an embodiment of the heat regulation system, the third bypass branch comprises a shut-off valve.

[0060] The globe valve is provided between the fifth connection point and the sixth connection point.

[0061] According to an exemplary embodiment, the globe valve is positioned between the sixth connection point and the fifth heat exchanger.

[0062] According to another exemplary embodiment, the globe valve is arranged between the fifth heat exchanger and the fifth connection point.

[0063] The globe valve is a two-way valve.

[0064] According to one embodiment, the secondary loop of the heat transfer fluid circuit includes a third circulation pump.

[0065] The third pump is configured to cause the heat transfer fluid to flow from the fourth connection point towards the second inlet of the second heat exchanger.

[0066] According to an exemplary embodiment, the third pump is positioned between the fourth connection point and the second inlet of the second heat exchanger.

[0067] According to another exemplary embodiment, the third pump is positioned between the first outlet of the second heat exchanger and the sixth connection point.

[0068] According to an embodiment of the thermal regulation system, at least the primary loop and / or the secondary loop includes at least one filtering device, particularly at the outlet of at least one pump and / or at least one heat exchanger.

[0069] The filtering device located on at least one of the primary loop and / or the secondary loop allows debris to be captured, particularly metallic debris, particularly debris from the pump and / or the heat exchanger.

[0070] Debris is likely to fall off during operation.

[0071] In particular, in the case of using a heat transfer fluid of the dielectric heat transfer fluid type, and more particularly, in the case where the fourth heat exchanger and / or the seventh heat exchanger are respectively formed by the actual electronic control unit of the battery and the electric motor and / or the electric motor itself, the filtering device allows protecting the first and / or second elements of the electric powertrain of the vehicle.

[0072] Preferably, the filtering device is located downstream of the first, second, third, fifth and / or sixth heat exchangers and / or pumps, and / or upstream of the fourth and / or seventh heat exchangers.

[0073] Upstream and downstream are defined with respect to the flow direction of the heat transfer fluid.

[0074] In particular, in the case where the fourth heat exchanger and the seventh heat exchanger are formed by the actual electronic control unit of the battery and the electric motor and / or by the electric motor itself, the filtering device is preferably positioned in the battery, in the actual electronic control unit of the electric motor and / or in the electric motor itself, preferably at the inlet.

[0075] According to an embodiment of the thermal regulation system, wherein the heat transfer fluid of the heat transfer fluid circuit is a dielectric heat transfer fluid, at least one pump and / or at least one three-way valve and / or stop valve and / or expansion device includes a bypass circuit that connects the heat transfer fluid circuit to the electronic power and control components of the at least one pump and / or three-way valve and / or stop valve and / or expansion device.

[0076] The bypass circuit is a shunt branch that fluidly connects the heat transfer fluid circuit to the electronic power and control components of at least one component of the thermal regulation system.

[0077] The term "component of the thermal system" herein refers to pumps, three-way valves, stop valves, and expansion devices.

[0078] The shunt branch is arranged as close as possible to the component.

[0079] By means of the bypass circuit, cooling of the electronic power and control components of the at least one pump and / or three-way valve and / or stop valve and / or expansion device can be ensured.

[0080] Cooling of the electronic power and control components of the at least one pump and / or three-way valve and / or stop valve and / or expansion device is achieved by circulating the dielectric heat transfer fluid in the compartment of the electronic power and control components.

[0081] According to an embodiment of the thermal regulation system, wherein the heat transfer fluid of the heat transfer fluid circuit is a dielectric heat transfer fluid, at least one of the heat exchangers includes a dryer.

[0082] The dryer is preferably located in the header of at least one heat exchanger.

[0083] The dryer is capable of capturing moisture, thus preventing the formation of mold.

[0084] The dryer can in particular take the form of a container containing: silica gel, especially in crystalline form, or activated carbon, calcium sulfate, calcium chloride, or molecular sieves, especially zeolites.

[0085] In particular, in the case where the fourth heat exchanger and the seventh heat exchanger are formed by the actual electronic control unit of the battery and the electric motor and / or by the electric motor itself, the dryer enables all traces of moisture to be removed from the dielectric heat transfer fluid and thus can prevent deterioration of its dielectric properties. The dryer is then preferably positioned in the battery, in the actual electronic control unit of the electric motor and / or in the electric motor.

[0086] According to an embodiment of the thermal regulation system, wherein the heat transfer fluid of the heat transfer fluid circuit is a dielectric heat transfer fluid, at least the secondary loop of the heat transfer fluid circuit and / or the fifth bypass branch includes at least one sensor configured to measure at least one parameter related to the dielectric heat transfer fluid, such as resistivity and / or water content.

[0087] The at least one sensor allows continuous monitoring of the electrical properties and water content of the dielectric heat transfer fluid.

[0088] In particular, at least one sensor is positioned on at least the secondary loop of the heat transfer fluid circuit and / or the fifth bypass branch, more particularly upstream of the fourth heat exchanger and / or the seventh heat exchanger, allowing protection of the first and / or second elements of the vehicle's electric powertrain.

[0089] In particular, in the case where the fourth heat exchanger and the seventh heat exchanger are respectively formed by the actual electronic control unit of the battery and / or the electric motor and / or by the electric motor itself, the sensors positioned upstream of the fourth and seventh heat exchangers make it possible to ensure that the resistivity and the water content do not exceed certain values in particular, and thus ensure the safety of the first and / or second elements of the vehicle's electric powertrain. Upstream is defined with respect to the flow direction of the dielectric heat transfer fluid.

[0090] In particular, in the case where the values of the resistivity and / or the water content exceed a critical value, the flow of the dielectric heat transfer fluid can be interrupted, for example by stopping the pump.

[0091] According to an embodiment of the thermal regulation system, wherein the heat transfer fluid of the heat transfer fluid circuit is a dielectric heat transfer fluid, the heat transfer fluid circuit includes at least one electrostatic discharge device configured to release static charges from the dielectric heat transfer fluid.

[0092] The at least one electrostatic discharge device allows the release of the static charges it has accumulated from the heat transfer fluid, for example by friction with a channel (in particular a channel made of plastic).

[0093] According to a particular embodiment, the electrostatic discharge device is formed by the metal contact between the metal part of at least one of the heat exchangers and the structure of the vehicle.

[0094] In particular, in the case where the fourth heat exchanger and / or the seventh heat exchanger are respectively formed by the actual electronic control unit of the battery and / or the electric motor and / or by the electric motor, the electrostatic discharge device allows protection of the first and / or second elements of the vehicle's electric powertrain.

[0095] According to an embodiment of the thermal regulation system, at least one heat exchanger is obtainable by a vacuum welding process.

[0096] The vacuum welding process of at least one heat exchanger allows protecting the heat transfer fluid and the refrigerant, as well as the heat exchanger, the pump, the three-way valve, the shut-off valve, the expansion device, the compressor, and the components of the transmission system from the contamination by the welding flux, especially in the case of using a heat transfer fluid of the dielectric heat transfer fluid type.

[0097] According to an embodiment of the thermal regulation system, the thermal regulation system includes a dielectric fluid circuit, and the dielectric fluid circuit includes an additional loop for the circulation of the dielectric fluid. The additional loop successively includes, in the direction of the circulation of the dielectric fluid:

[0098] - An eighth heat exchanger, which is configured to be thermally coupled to a first component of the electric transmission system of the vehicle,

[0099] - A fourth pump,

[0100] - A seventh heat exchanger, which is arranged on both the secondary heat transfer fluid loop and the additional dielectric fluid loop so as to allow heat exchange between the heat transfer fluid and the dielectric fluid.

[0101] The function of the eighth heat exchanger is to thermally regulate a third component of the electric transmission system of the vehicle.

[0102] The third component of the electric transmission system of the vehicle may be an electric drive motor of the vehicle.

[0103] The eighth heat exchanger may be formed by the electric motor itself, that is, the electric motor that dissipates heat is in direct contact with the dielectric heat transfer fluid.

[0104] In particular, the electrical and / or electronic components of the electric motor may be immersed or partially immersed in the dielectric fluid.

[0105] The full or partial immersion of the electrical and / or electronic components of the electric motor allows improving the heat exchange with the heat transfer fluid by eliminating the thermal resistance, especially the contact thermal resistance, between the eighth heat exchanger and the said electrical and / or electronic components.

[0106] The dielectric fluid is a fluid with high viscosity and / or density, especially higher than the viscosity and / or density of the heat transfer fluid.

[0107] The dielectric fluid is especially a fluid suitable for lubricating the motor.

[0108] The dielectric fluid is especially of the dielectric fluid or oil type.

[0109] According to an embodiment, the additional loop of the dielectric fluid circuit includes at least one filtering device, especially at the outlet of the fourth pump and / or at the inlet of the eighth heat exchanger.

[0110] In the case where the eighth heat exchanger is formed by the electric motor itself, the filtering device is preferably arranged in the electric motor itself, preferably at the inlet.

[0111] According to one embodiment, at least the fourth pump includes a bypass circuit that connects the dielectric fluid circuit to the electronic power and control components of the at least fourth pump.

[0112] According to an embodiment, at least the eighth heat exchanger includes a dryer.

[0113] The dryer is preferably located in the header of the eighth heat exchanger.

[0114] In the case where the eighth heat exchanger is formed by the electric motor itself, the dryer is preferably arranged in the electric motor.

[0115] According to one embodiment, an additional loop of the dielectric fluid circuit includes at least one sensor configured to measure at least one parameter related to the dielectric fluid, such as resistivity and / or water content.

[0116] In particular, the positioning of at least one sensor on the additional loop of the dielectric fluid circuit, more particularly upstream of the eighth heat exchanger, allows protecting the third element of the electric powertrain of the vehicle.

[0117] According to one embodiment of the thermal regulation system, the dielectric fluid circuit includes at least one electrostatic discharge device configured to release static electric charges from the dielectric fluid.

[0118] According to a particular embodiment, the electrostatic discharge device is formed by the metal contact between the metal part of the eighth heat exchanger and the structure of the vehicle.

[0119] According to one embodiment of the thermal regulation system, the heat transfer fluid circuit includes a fifth circulation pump located on the fifth bypass branch.

[0120] The fifth pump is configured to cause the circulation of the heat transfer fluid from the ninth connection point towards the seventh heat exchanger.

[0121] According to an exemplary embodiment, the fifth pump is positioned between the ninth connection point and the seventh heat exchanger.

[0122] According to another exemplary embodiment, the fifth pump is positioned between the seventh heat exchanger and the tenth connection point.

[0123] According to a particular embodiment of the thermal regulation system, the heat transfer fluid circuit includes a third three-way valve located on the secondary loop and the fifth bypass branch.

[0124] The third three-way valve is configured to selectively:

[0125] - prohibit the circulation of the heat transfer fluid in the part of the secondary loop including the fourth heat exchanger and allow the circulation of the heat transfer fluid between the rest of the secondary loop and the fifth bypass branch, or

[0126] - Allow the heat transfer fluid to flow between the portion of the secondary loop including the fourth heat exchanger and the fifth bypass branch, and prohibit the heat transfer fluid from flowing in the remaining portion of the secondary loop, or

[0127] - Allow the heat transfer fluid to flow between the secondary loop and the fifth bypass branch.

[0128] According to a specific embodiment of the thermal regulation system, the heat transfer fluid circuit includes a fourth three-way valve positioned on both the secondary loop and the first bypass branch.

[0129] The fourth three-way valve is configured to selectively:

[0130] - Prohibit the heat transfer fluid from flowing in the portion of the secondary loop including the second heat exchanger, and allow the heat transfer fluid to flow between the remaining portion of the secondary loop and the first bypass branch, or

[0131] - Allow the heat transfer fluid to flow between the secondary loop and the first bypass branch.

[0132] The present invention also relates to an operating method of the thermal regulation system as described above in a so-called driveline and passenger compartment cooling mode, wherein:

[0133] - The refrigerant flow circulates in the compressor where it becomes high-pressure refrigerant, and successively in the first heat exchanger where it releases heat to the heat transfer fluid, in the expansion device where it becomes low-pressure refrigerant, in the second heat exchanger where it receives heat from the heat transfer fluid, and returns to the compressor,

[0134] - The first heat transfer fluid flow successively circulates in the primary loop, in the first pump, in the first heat exchanger where it receives heat from the refrigerant, in the primary loop, in the first bypass branch, in the fourth bypass branch, in the sixth heat exchanger where its heat is released to the external air flow, in the second bypass branch, and returns to the first pump,

[0135] - The second heat transfer fluid flow circulates in the secondary loop, in the third pump, in the second heat exchanger where it releases heat to the refrigerant, circulates in the secondary loop, and divides at the seventh connection point into:

[0136] -- A third heat transfer fluid flow, which circulates in the third bypass branch, in the fifth heat exchanger where it receives heat from the internal air flow, and joins the fifth connection point,

[0137] -- A fourth heat transfer fluid flow, which circulates in the secondary loop between the sixth connection point and the ninth connection point, and divides at the ninth connection point into:

[0138] --- A fifth heat transfer fluid flow that circulates in the secondary loop, successively through the second pump and through the fourth heat exchanger, and

[0139] -- A sixth heat transfer fluid flow that circulates in the fifth bypass branch and through the seventh heat exchanger,

[0140] -- The fifth heat transfer fluid flow and the sixth heat transfer fluid flow converge at the tenth connection point,

[0141] - The thus - formed fourth heat transfer fluid flow circulates between the tenth connection point and the fifth connection point,

[0142] - The fourth heat transfer fluid flow joins the third heat transfer fluid flow at the fifth connection point,

[0143] - And the thus - formed second heat transfer fluid flow returns to the third pump.

[0144] The present invention also relates to an operating method of the heat regulation system as described above in a so - called passenger compartment heating mode, wherein:

[0145] - A refrigerant flow circulates through a compressor where it becomes a high - pressure refrigerant, and successively through a first heat exchanger where it releases heat to the heat transfer fluid, through an expansion device where it becomes a low - pressure refrigerant, through a second heat exchanger where it receives heat from the heat transfer fluid, and returns to the compressor,

[0146] - A first heat transfer fluid flow successively circulates through the first pump, through the first heat exchanger where it receives heat from the refrigerant, through the third heat exchanger where it releases heat to the internal air flow, and returns to the first pump,

[0147] - A second heat transfer fluid flow circulates in the secondary loop, through the third pump, through the second heat exchanger where it releases heat to the refrigerant, and at the second connection point divides into:

[0148] -- A third heat transfer fluid flow that circulates in the secondary loop and divides at the ninth connection point into:

[0149] --- A fourth heat transfer fluid flow that circulates in the secondary loop, successively through the second pump and through the fourth heat exchanger, and

[0150] --- A fifth heat transfer fluid flow that circulates in the fifth bypass branch and through the seventh heat exchanger,

[0151] --- The fourth heat transfer fluid flow and the fifth heat transfer fluid flow converge at the tenth connection point,

[0152] -- The third heat transfer fluid flow thus formed joins the fourth connection point,

[0153] -- A sixth heat transfer fluid flow that circulates successively in the first bypass branch, in the fourth bypass branch, in the sixth heat exchanger where it receives heat from the external air flow, in the second bypass branch, and joins the fourth connection point,

[0154] - The third heat transfer fluid flow and the sixth heat transfer fluid flow converge at the fourth connection point,

[0155] - And the second heat transfer fluid flow thus formed returns to the third pump.

[0156] The present invention also relates to an operating method of a thermal regulation system as described above in a so-called passenger compartment heating and dehumidifying mode, wherein:

[0157] - A refrigerant flow circulates in a compressor where it becomes a high-pressure refrigerant, and in a first heat exchanger where it releases heat to the heat transfer fluid, in an expansion device where it becomes a low-pressure refrigerant, and in a second heat exchanger where it receives heat from the heat transfer fluid, and returns to the compressor,

[0158] - A first heat transfer fluid flow circulates successively in the first pump, in the first heat exchanger where it receives heat from the refrigerant, and in a third heat exchanger where it releases heat to the internal air flow, and returns to the first pump,

[0159] - A second heat transfer fluid flow circulates in the secondary loop, in the third pump, and in the second heat exchanger, in the second heat exchanger where it releases heat to the refrigerant, and at the sixth connection point divides into:

[0160] -- A third heat transfer fluid flow that circulates in the third bypass branch and in a fifth heat exchanger where it receives heat from the internal air flow, and joins the fifth connection point,

[0161] -- A fourth heat transfer fluid flow that circulates in the secondary loop and at the second connection point divides into:

[0162] --- A fifth heat transfer fluid flow that circulates in the secondary loop between the second connection point and the ninth connection point and divides into:

[0163] --- A sixth heat transfer fluid flow that circulates in the secondary loop, successively in the second pump and in the fourth heat exchanger, and

[0164] --- A seventh heat transfer fluid flow that circulates in the fifth bypass branch and in the seventh heat exchanger,

[0165] ---- The sixth heat transfer fluid flow and the seventh heat transfer fluid flow converge at the tenth connection point,

[0166] --- The fifth heat transfer fluid flow thus formed joins the fifth connection point,

[0167] --- The fifth heat transfer fluid flow joins the third heat transfer fluid flow at the fifth connection point,

[0168] --- The eighth flow thus formed joins the fourth connection point,

[0169] -- A ninth heat transfer fluid flow that circulates successively in the first bypass branch, in the fourth bypass branch, in the sixth heat exchanger where it receives heat from the external air flow, in the second bypass branch, and joins the fourth connection point,

[0170] -- The eighth heat transfer fluid flow and the ninth heat transfer fluid flow converge at the fourth connection point,

[0171] - And the second heat transfer fluid flow thus formed returns to the third pump.

[0172] The invention also relates to an operating method of a thermal regulation system as described above in a mode of cooling an electronic control unit of an electric motor and / or the electric motor itself by means of a sixth heat exchanger, the thermal regulation system including a fifth pump, wherein:

[0173] - The heat transfer fluid flow circulates successively in the fifth pump, in the fifth bypass branch, in the seventh heat exchanger, in the fifth bypass branch, in the secondary loop, in the second bypass branch, in the fourth bypass branch, in the sixth heat exchanger where it releases heat to the external air flow, in the fourth bypass branch, in the first bypass branch, in the secondary loop, in the fifth bypass branch, and returns to the fifth pump.

[0174] The invention also relates to an operating method of a thermal regulation system as described above in a mode of heating a battery by means of an electronic control unit of an electric motor and / or the electric motor itself, the thermal regulation system including a fifth pump, wherein:

[0175] - The heat transfer fluid flow circulates successively in the fifth pump, in the fifth bypass branch, in the seventh heat exchanger, in the fifth bypass branch, in the secondary loop, in the fourth heat exchanger where it releases heat to a first element of the electric drive train of the vehicle (, in the secondary loop, in the fifth bypass branch, and returns to the fifth pump. Description of the Drawings

[0176] Further features, details and advantages will become apparent by reading the following detailed description and by studying the drawings, wherein:

[0177] Figure 1 is a schematic diagram of a thermal regulation system according to an embodiment of the present invention,

[0178] Figure 2 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the first variant of the embodiment,

[0179] Figure 3 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the second variant of the embodiment,

[0180] Figure 4 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the third variant of the embodiment,

[0181] Figure 5 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the fourth variant of the embodiment,

[0182] Figure 6 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the fifth variant of the embodiment,

[0183] Figure 7 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the sixth variant of the embodiment,

[0184] Figure 8 shows a schematic diagram of a thermal regulation system from Figure 1 according to a first operating mode, and the first operating mode is called the driveline and passenger compartment cooling mode,

[0185] Figure 9 shows according to a second operating mode Figure 1 a schematic diagram of a thermal regulation system, and the second operating mode is called the passenger compartment heating mode,

[0186] Figure 10 shows a schematic diagram of a thermal regulation system from Figure 1 according to a third operating mode, and the third operating mode is called the passenger compartment heating and dehumidifying mode,

[0187] Figure 11 is according to that from Figure 1 a schematic diagram of a thermal regulation system of the seventh variant of the embodiment,

[0188] Figure 12 shows a schematic diagram of a thermal regulation system from Figure 11Schematic diagram of the thermal regulation system, where the fourth operating mode is referred to as the cooling of the electronic control unit of the electric motor and / or the electric motor itself through the sixth heat exchanger.

[0189] Figure 13 Shows from the thermal regulation system according to the fifth operating mode Figure 11 Schematic diagram of the thermal regulation system, where the fifth operating mode is referred to as the heating of the battery through the electronic control unit of the electric motor and / or the electric motor itself. Detailed implementation

[0190] To make the drawings easier to read, the various elements are not necessarily shown to scale. In these figures, the same elements have the same reference numerals. Certain elements or parameters may be indexed, that is, for example, designated as the first element or the second element, or actually designated as the first parameter and the second parameter, etc. The purpose of this indexing is to distinguish similar but different elements or parameters. This ordinal numbering does not imply any precedence of one element or parameter over another. Thus, the terms "first", "second", "third", etc. may be interchanged.

[0191] In the following description, the expression "the first element upstream of the second element" means that, with respect to the flow or travel direction of the fluid, the first element is placed before the second element. Similarly, the expression "the first element downstream of the second element" means that, with respect to the flow or flow direction of the fluid under discussion, the first element is after the second element. In the case of a refrigerant fluid circuit, the expression "the first element is upstream of the second element" means that the refrigerant fluid continuously travels through the first element and then through the second element without passing through the compression device. In other words, the refrigerant leaves the compression device, optionally passes through one or more elements, then through the first element, then through the second element, and then returns to the compression device, optionally having passed through additional elements.

[0192] The expression "the second element is placed between the first element and the third element" means that the shortest path from the first element to the third element passes through the second element.

[0193] When it is stipulated that a subsystem has a given element, this does not exclude the presence of other elements in the subsystem.

[0194] Within the meaning of the present disclosure, the term "exchanger" is equivalent to the term "heat exchanger". Similarly, the term "expansion valve" is equivalent to the term "expansion device", and the term "compressor" is equivalent to the term "compression device".

[0195] Each of the expansion devices used can be an electronic expansion device, a thermostatic expansion device, or a calibrated orifice. In the case of an electronic expansion device, the flow cross-section allowing the refrigerant to pass can be continuously adjusted between a closed position and a fully open position. To this end, an electronic control module controls an electric motor that moves a movable cut-off device that controls the flow cross-section available for the refrigerant.

[0196] The thermal regulation system 100 to be described can be assembled on a motor vehicle. The motor vehicle is electric or hybrid.

[0197] An electronic control unit (not shown) receives information from various sensors that measure, in particular, the characteristics of the refrigerant. The electronic control unit also receives a setpoint issued by the vehicle's occupants, such as the desired temperature inside the passenger compartment. The electronic control unit implements control laws for operating various actuators in order to control the thermal regulation system 100 to achieve the received setpoint. The compression device 15 makes it possible to circulate the coolant in a closed coolant circulation circuit 10. The compression device 15 can be an electric compressor, i.e., a compressor whose movable parts are driven by an electric motor. The compression device 15 includes a side for sucking in the low-pressure coolant fluid (also called the inlet 15a of the compression device) and a side for delivering the high-pressure coolant fluid (also called the outlet 15b of the compression device 15). The internal moving parts of the compressor 15 bring the coolant from the low pressure on the inlet 15a side to the high pressure on the outlet 15b side. After expansion in one or more expansion members, the refrigerant returns to the inlet 15a of the compressor 15 and starts a new thermodynamic circulation.

[0198] In this case, the refrigerant fluid used in the refrigerant fluid circuit 10 is a chemical fluid such as R1234yf. Other refrigerants can be used, such as R134a, R744, or R290.

[0199] The thermal regulation system 100 includes a heat transfer fluid circuit 20 in which the heat transfer fluid can circulate under the action of one or more pumps. The circuit includes circulation loops connected by respective bypass branches. Each connection point between two circuit portions allows the heat transfer fluid to enter one or the other of the circuit portions meeting at that connection point. In other words, each connection point is a device for redirecting the heat transfer fluid arriving at that connection point.

[0200] The heat transfer fluid used in the heat transfer fluid circuit 20 can be water, a mixture of water and ethylene glycol, or a dielectric heat transfer fluid.

[0201] The internal air flow Fi is understood to mean an air flow intended for the passenger compartment of a motor vehicle. This internal air flow can circulate in a heating, ventilation, and air conditioning (HVAC) device. This device is not shown in the figures.

[0202] The external air flow Fe is understood to mean an air flow that is not intended for the passenger compartment of the vehicle. In other words, this air flow remains outside the passenger compartment.

[0203] Figure 1 A thermal regulation system 100 for a motor vehicle is shown.

[0204] The thermal regulation system 100 includes:

[0205] - A heat transfer fluid circuit 20, in particular for a dielectric heat transfer fluid, comprising:

[0206] -- A primary heat transfer fluid circulation loop 20A,

[0207] -- A secondary heat transfer fluid circulation loop 20B,

[0208] - A refrigerant circuit 10, which includes a main refrigerant circulation loop 10A, which in the direction of refrigerant flow successively includes:

[0209] - A compression device 15,

[0210] - A first heat exchanger 1, arranged on both the main refrigerant loop 10A and the primary heat transfer fluid loop 20A so as to allow heat exchange between the refrigerant and the heat transfer fluid,

[0211] - An expansion device 31,

[0212] - A second heat exchanger 2, arranged on both the main refrigerant loop 10A and the secondary heat transfer fluid loop 20B so as to allow heat exchange between the refrigerant and the heat transfer fluid,

[0213] Wherein:

[0214] - The primary heat transfer fluid loop 20A includes a third heat exchanger 3, which is configured to exchange heat with the air flow Fi in the passenger compartment of the vehicle, and

[0215] - The secondary heat transfer fluid loop 20B includes a fourth heat exchanger 4, which is configured to be thermally coupled to a first element 41 of the electric powertrain of the vehicle,

[0216] Wherein, the heat transfer fluid circuit 20 includes:

[0217] - A first bypass branch 20C that connects a first connection point 51 to a second connection point 52. The first connection point 51 is located on the primary loop 20A between the first outlet 1B-1 of the first heat exchanger 1 and the first inlet 3-1 of the third heat exchanger 3. The second connection point 52 is located on the secondary loop 20B between the first outlet 2B-1 of the second heat exchanger 2 and the first inlet 4-1 of the fourth heat exchanger 4.

[0218] - A second bypass branch 20D that connects a third connection point 53 to a fourth connection point 54. The third connection point 53 is located on the primary loop 20A between the second inlet 1B-2 of the first heat exchanger 1 and the second outlet 3-2 of the third heat exchanger 3. The fourth connection point 54 is located on the secondary loop 20B between the second inlet 2B-2 of the second heat exchanger 2 and the second outlet 4-2 of the fourth heat exchanger 4.

[0219] And wherein:

[0220] - The heat transfer fluid circuit 20 includes a third bypass branch 20E that connects a fifth connection point 55 to a sixth connection point 56. The fifth connection point 55 is located on the secondary loop 20B between the second outlet 4-2 of the fourth heat exchanger 4 and the fourth connection point 54. The sixth connection point 56 is located on the secondary loop 20B between the first outlet 2B-1 of the second heat exchanger 2 and the first inlet 4-1 of the fourth heat exchanger 4. The third bypass branch 20E includes a fifth heat exchanger 5 that is configured to exchange heat with an air flow Fi in the passenger compartment of the vehicle.

[0221] The refrigerant circuit 10 forms a closed loop configured to cause the circulation of the refrigerant. The heat transfer fluid circuit 20 forms a circuit for the circulation of the heat transfer fluid, i.e., a closed loop configured to cause the circulation of the heat transfer fluid flow. In its nominal operating state, i.e., without any faults or anomalies, each of the circuits 10, 20 is sealed.

[0222] The primary loop 20A of the heat transfer fluid circuit 20 forms a heat transfer fluid circulation loop. Similarly, the secondary loop 20B of the heat transfer fluid circuit 20 forms a heat transfer fluid circulation loop. The primary loop 20A and the secondary loop 20B are connected by bypass branches. Each bypass branch includes exactly one inlet and one outlet. Each bypass branch is connected to a part of the heat transfer fluid circuit at each of its ends. Each connection is formed at a connection point.

[0223] A refrigerant and a heat transfer fluid can exchange heat in a first heat exchanger 1. The first heat exchanger 1 includes a first heat exchange section 1A and a second heat exchange section 1B. The refrigerant travels through the first heat exchange section 1A, and the heat transfer fluid travels through the second heat exchange section 1B. Heat exchange occurs between the first heat exchange section 1A and the second heat exchange section 1B of the first heat exchanger 1.

[0224] Similarly, a refrigerant and a heat transfer fluid can exchange heat in a second heat exchanger 2. The second heat exchanger 2 includes a first heat exchange section 2A and a second heat exchange section 2B. The refrigerant travels through the first heat exchange section 2A, and the heat transfer fluid travels through the second heat exchange section 2B. Heat exchange occurs between the first heat exchange section 2A and the second heat exchange section 2B of the second heat exchanger 2.

[0225] The first heat exchanger 1 enables at least partial condensation of the high-temperature, high-pressure refrigerant leaving the compression device 15. Thus, the heat from the condensation of the refrigerant fluid is transferred to the heat transfer fluid in the heat transfer fluid circuit 20. Thus, the heat transfer fluid can be heated.

[0226] The second heat exchanger 2 can cause at least partial evaporation of the low-pressure refrigerant leaving the expansion device 31. The heat used to evaporate the refrigerant fluid is taken from the heat transfer fluid. Thus, the heat transfer fluid can be cooled.

[0227] The first heat exchanger 1 and the second heat exchanger 2 each include a refrigerant inlet 1A-1, 2A-1 and a refrigerant outlet 1A-2, 2A-2 respectively. The first heat exchanger 1 and the second heat exchanger 2 each include a heat transfer fluid inlet 1B-2, 2B-2 and a heat transfer fluid outlet 1B-1, 2B-1 respectively. Two different fluids travel through the first heat exchanger 1 and the second heat exchanger 2, and each heat exchanger is a two-fluid heat exchanger.

[0228] A first element 41 of the electric powertrain of a vehicle can be an electrical energy storage battery. The battery can supply the energy required for the vehicle's electric drive motor. The thermal coupling with the fourth heat exchanger 4 can be achieved through a heat transfer fluid circulation loop (not shown in the figures). The thermal coupling can also be achieved by placing one or more walls of the fourth heat exchanger 4 in contact with one or more walls of the battery 41.

[0229] The fourth heat exchanger 4 can be formed by the battery itself, i.e., when the heat transfer fluid is a dielectric heat transfer fluid, the battery that dissipates heat is in direct contact with the heat transfer fluid.

[0230] In particular, the electrical and / or electronic components of the battery can be immersed, or partially immersed, in the dielectric heat transfer fluid.

[0231] The third heat exchanger 3 is located in the heating, ventilation, and air conditioning equipment of the vehicle. The third heat exchanger 3 is a radiator for heating the passenger compartment.

[0232] An electric motor motor-fan unit (not shown) is located near the third heat exchanger 3, and if necessary, the electric motor can be activated to increase the flow rate of the internal air flow Fi.

[0233] The fifth heat exchanger 5 is located in the heating, ventilation, and air conditioning equipment of the vehicle. In the heating, ventilation, and air conditioning equipment of the vehicle, the fifth heat exchanger 5 is located upstream of the third heat exchanger 3. The fifth heat exchanger 5 is a radiator of the passenger compartment air conditioning system and can also be used as a dehumidifier.

[0234] According to the example shown, the sixth connection point 56 is located between the first outlet 2B-1 of the second heat exchanger 2 and the second connection point 52.

[0235] According to a variant (not shown), the sixth connection point 56 is located between the second connection point 52 and the first inlet 4-1 of the fourth heat exchanger 4.

[0236] The heat transfer fluid circuit 20 includes a fourth bypass branch 20F that connects the seventh connection point 57 located on the first bypass branch 20C to the eighth connection point 58 located on the second bypass branch 20D. The fourth bypass branch 20F includes a sixth heat exchanger 6.

[0237] The sixth heat exchanger 6 is configured to exchange heat with the air flow Fe outside the passenger compartment of the motor vehicle. The sixth heat exchanger 6 is located, for example, in the front face of the vehicle, behind the radiator grille. If necessary, a second motor-fan unit (not shown) can be activated to increase the flow rate of the external air flow Fe.

[0238] The seventh connection point 57 is located on the first bypass branch 20C between the first connection point 51 and the second connection point 52.

[0239] The eighth connection point 58 is located on the second bypass branch 20D between the third connection point 53 and the fourth connection point 54.

[0240] According to the example shown, the heat transfer fluid circuit 20 of the thermal regulation system 100 includes a fifth bypass branch 20G located on the secondary loop 20B and in parallel with the fourth heat exchanger 4. The fifth bypass branch 20G connects the ninth connection point 59 located on the secondary loop 20B to the tenth connection point 60 located on the secondary loop 20B. The fifth bypass branch 20G includes a seventh heat exchanger 7, and the seventh heat exchanger 7 is configured to be thermally coupled to the second element 42 of the electric powertrain of the vehicle.

[0241] The ninth connection point 59 is located on the secondary loop 20B between the second connection point 52 and the first inlet 4-1 of the fourth heat exchanger 4.

[0242] The tenth connection point 60 is positioned on the secondary loop 20B between the second outlet 4-2 of the fourth heat exchanger 4 and the fifth connection point 55.

[0243] The function of the seventh heat exchanger 7 is to thermally condition the second element 42 of the vehicle's electric powertrain.

[0244] The second element 42 of the vehicle's electric powertrain can be, for example, the electronic control unit of the electric drive motor and / or the electric drive motor of the vehicle.

[0245] The seventh heat exchanger 7 can be formed by the actual electronic control unit of the electric motor and / or by the electric motor itself, i.e., when the heat transfer fluid is a dielectric heat transfer fluid, the electronic control unit of the electric motor and / or the heat-dissipating electric motor are in direct contact with the heat transfer fluid.

[0246] In particular, the electrical and / or electronic components of the actual electronic control unit of the electric motor and / or the electric motor itself can be immersed or partially immersed in the dielectric heat transfer fluid.

[0247] The main loop 20A of the heat transfer fluid includes a first pump 21 configured to circulate the heat transfer fluid from the third connection point 53 towards the second inlet 1B-2 of the first heat exchanger 1.

[0248] According to the example shown, the first pump 21 is positioned between the third connection point 53 and the second inlet 1B-2 of the first heat exchanger 1.

[0249] According to a variant (not shown), the first pump 21 can be positioned between the first outlet 1B-1 of the first heat exchanger 1 and the first connection point 51.

[0250] The secondary loop 20B of the heat transfer fluid includes a second pump 22 configured to circulate the heat transfer fluid from the ninth connection point 59 towards the first inlet 4-1 of the fourth heat exchanger 4.

[0251] According to the example shown, the second pump 22 is positioned between the ninth connection point 59 and the first inlet 4-1 of the fourth heat exchanger 4.

[0252] According to a variant (not shown), the second pump 22 can be positioned between the second outlet 4-2 of the fourth heat exchanger 4 and the tenth connection point 60.

[0253] The first pump 21 and the second pump 22 are electronically controlled.

[0254] The heat transfer fluid circuit 20 of the thermal conditioning system 100 includes a first three-way valve 26 located on the first bypass branch 20C and the fourth bypass branch 20F.

[0255] The first three-way valve 26 is configured to selectively:

[0256] - Allow the heat transfer fluid to flow in the first bypass branch 20C and prohibit the heat transfer fluid from flowing between the first bypass branch 20C and the sixth heat exchanger 6, or

[0257] - Allow the heat transfer fluid to flow between the first bypass branch 20C and the sixth heat exchanger 6 and prohibit the heat transfer fluid from flowing between the first bypass branch 20C and the primary heat transfer fluid loop 20A, or

[0258] - Allow the heat transfer fluid to flow between the primary loop 20A and the sixth heat exchanger 6 and prohibit the heat transfer fluid from flowing between the secondary loop 20B and the first bypass branch 20C.

[0259] The first three-way valve 26 makes it possible to selectively connect the sixth exchanger 6 to the primary heat transfer fluid flow loop 20A or to the secondary loop 20B.

[0260] The seventh connection point 57 of the heat transfer fluid circuit 20 forms part of the first three-way valve 26. Two of the three inlets / outlets of the first three-way valve 26 form part of the first bypass branch 20C, and the last inlet / outlet forms part of the fourth bypass branch 20F.

[0261] The heat transfer fluid circuit 20 includes a second three-way valve 27 located on the second bypass branch 20D and the fourth bypass branch 20F.

[0262] The second three-way valve 27 is configured to selectively:

[0263] - Allow the heat transfer fluid to flow in the second bypass branch 20D and prohibit the heat transfer fluid from flowing between the second bypass branch 20D and the sixth heat exchanger 6, or

[0264] - Allow the heat transfer fluid to flow between the second bypass branch 20D and the sixth heat exchanger 6 and prohibit the heat transfer fluid from flowing between the second bypass branch 20D and the primary heat transfer fluid loop 20A, or

[0265] - Allow the heat transfer fluid to flow between the primary loop 20A and the sixth heat exchanger 6 and prohibit the heat transfer fluid from flowing between the secondary loop 20B and the second bypass branch 20D.

[0266] The second three-way valve 27 makes it possible to selectively connect the sixth exchanger 6 to the primary loop 20A or to the secondary loop 20B.

[0267] The eighth connection point 58 of the heat transfer fluid circuit 20 forms part of the second three-way valve 27. Two of the three inlets / outlets of the first three-way valve 27 form part of the second bypass branch 20D, and the last inlet / outlet forms part of the fourth bypass branch 20F.

[0268] The third bypass branch 20E includes a shut-off valve 25 located between the fifth connection point 55 and the sixth connection point 56.

[0269] The shut-off valve 25 is a two-way valve.

[0270] The shut-off valve 25 is electrically controlled.

[0271] When the shut-off valve 25 is in the closed position, the part of the circuit extending between the fifth connection point 55 and the sixth connection point 56 (including the fifth heat exchanger 5) is isolated from the rest of the circuit.

[0272] According to the example shown, the shut-off valve 25 is positioned between the sixth connection point 56 and the fifth heat exchanger 5.

[0273] According to a variant (not shown), the shut-off valve 25 can be positioned between the fifth heat exchanger 5 and the fifth connection point 55.

[0274] The secondary loop 20B includes a third pump 23 configured to circulate the heat transfer fluid from the fourth connection point 54 towards the second inlet 2B-2 of the second heat exchanger 2.

[0275] The third pump 23 is electrically controlled.

[0276] According to the example shown, the third pump 23 is positioned between the fourth connection point 54 and the second inlet 2B-2 of the second heat exchanger 2.

[0277] According to a variant (not shown), the third pump 23 can be positioned between the first outlet 2B-1 of the second heat exchanger 2 and the sixth connection point 56.

[0278] Figure 2 A heat regulation system 100 according to a variant of the first embodiment is shown. In this variant of the first embodiment, at least the primary loop 20A and / or the secondary loop 20B includes at least one filtering device 71, in particular at the outlet of at least one of the pumps 21, 22 and / or at least one of the heat exchangers 1, 2, 3, 4, 5, 6, 7.

[0279] The filtering device 71 located on at least one of the primary loop 20A and / or the secondary loop 20B allows debris, in particular metallic debris, in particular debris from the pumps 21, 22, 23 and / or the heat exchangers 1, 2, 3, 4, 5, 6, 7, which is liable to separate during operation, to be trapped.

[0280] In particular, in the case of using a heat transfer fluid of the dielectric heat transfer fluid type, and more particularly in the case where the fourth heat exchanger 4 and / or the seventh heat exchanger 7 are respectively formed by the actual electronic control unit of the battery and the electric motor and / or by the electric motor itself, the filtering device 71 allows protecting the first and / or second elements 41, 42 of the electric powertrain of the vehicle.

[0281] Preferably, the filtering device 71 is located downstream of the first, second, third, fifth and / or sixth heat exchangers 1, 2, 3, 5, 6 and / or the pumps 21, 22, 23, and / or upstream of the fourth and / or seventh heat exchangers 4, 7, the terms upstream and downstream being defined with respect to the flow direction of the heat transfer fluid.

[0282] In particular, in the case where the fourth heat exchanger 4 and the seventh heat exchanger 7 are respectively formed by the actual electronic control unit of the battery and the electric motor and / or by the electric motor itself, the filtering device 71 is then preferably positioned in the battery and in the actual electronic control unit of the electric motor and / or in the electric motor itself, preferably at the inlet.

[0283] Figure 3 A thermal regulation system 100 according to a second embodiment variant is shown. In this second embodiment variant, the heat transfer fluid of the heat transfer fluid circuit 20 is a dielectric heat transfer fluid, and at least one of the pumps 21, 22, 23 and / or at least one of the three-way valves 26, 27 and / or the shut-off valve 25 and / or the expansion device 31 includes a bypass circuit 72 that connects the heat transfer fluid circuit 20 to the electronic power and control components of the at least one pump 21, 22, 23 and / or three-way valve 26, 27 and / or shut-off valve 25 and / or expansion valve 31.

[0284] The bypass circuit 72 is a take-off branch that fluidly connects the heat transfer fluid circuit 20 to the electronic power and control components of at least one component of the thermal regulation system 100, the components including the pumps 21, 22, 23, three-way valves 26, 27, shut-off valve 25 and expansion device 31. The take-off branch is arranged as close as possible to the component.

[0285] By means of the bypass circuit 72, it is possible to ensure the cooling of the electronic power and control components of the at least one pump 21, 22, 23 and / or three-way valve 26, 27 and / or shut-off valve 25 and / or expansion device 31.

[0286] The cooling of the electronic power and control components of the at least one pump 21, 22, 23 and / or three-way valve 26, 27 and / or shut-off valve 25 and / or expansion device 31 is achieved by circulating the dielectric heat transfer fluid in the compartment of the electronic power and control components.

[0287] Figure 4Illustrated is a thermal regulation system 100 according to a variant of the third embodiment. In this variant of the third embodiment, the heat transfer fluid of the heat transfer fluid circuit 20 is a dielectric heat transfer fluid, and at least one of the heat exchangers 1, 2, 3, 4, 5, 6, 7 includes a dryer 73.

[0288] The dryer 73 is preferably located in the header of at least one of the heat exchangers 1, 2, 3, 4, 5, 6, 7.

[0289] The dryer 73 enables moisture to be captured and thus the formation of mold can be avoided.

[0290] The dryer 73 can in particular take the form of a container containing silica gel (especially in crystalline form), or activated carbon, calcium sulfate, calcium chloride or molecular sieve (especially zeolite).

[0291] In particular, in the case where the fourth heat exchanger 4 and the seventh heat exchanger 7 are respectively formed by the actual electronic control unit of the battery and the electric motor and / or by the electric motor itself, the dryer 73 can remove all traces of moisture from the dielectric heat transfer fluid and thus the deterioration of its dielectric properties can be avoided. The dryer 73 is then preferably located in the battery, in the actual electronic control unit of the electric motor and / or in the electric motor.

[0292] Figure 5 Illustrated is a thermal regulation system 100 according to a variant of the fourth embodiment. In this variant of the fourth embodiment, the heat transfer fluid of the heat transfer fluid circuit 20 is a dielectric heat transfer fluid, and the secondary loop 20B and / or the fifth bypass branch 20G of the heat transfer fluid circuit 20 includes at least one sensor 74 configured to measure at least one parameter associated with the dielectric heat transfer fluid, such as resistivity and / or water content.

[0293] The at least one sensor 74 allows continuous monitoring of the electrical properties and water content of the dielectric heat transfer fluid.

[0294] In particular, at least one sensor 74 is located on at least the secondary loop 20B and / or the fifth bypass branch 20G of the heat transfer fluid circuit 20, and more particularly upstream of the fourth heat exchanger 4 and / or the seventh heat exchanger 7, allowing protection of the first and / or second elements 41, 42 of the electric powertrain of the vehicle.

[0295] In particular, in the case where the fourth heat exchanger 4 and the seventh heat exchanger 7 are respectively formed by the battery and / or the actual electronic control unit of the electric motor and / or by the electric motor, the sensors 74 located upstream of the fourth and seventh heat exchangers 4, 7 make it possible to ensure that the resistivity and water content do not exceed a certain value in particular, and thus ensure the safety of the first and / or second elements 41, 42 of the electric powertrain of the vehicle. Upstream is defined with respect to the flow direction of the dielectric heat transfer fluid.

[0296] In particular, in the event that the values of the resistivity and / or the water content exceed critical values, the circulation of the dielectric heat transfer fluid can be interrupted, for example by stopping the pumps 21 , 22 , 23 .

[0297] Figure 6 A heat conditioning system 100 according to a fifth embodiment variant is shown. In this fifth embodiment variant, the heat transfer fluid of the heat transfer fluid circuit 20 is a dielectric heat transfer fluid and the heat transfer fluid circuit 20 comprises at least one electrostatic discharge device 75 configured to discharge electrostatic charges from the dielectric heat transfer fluid.

[0298] Said at least one electrostatic discharge device 75 allows the heat transfer fluid to be discharged of electrostatic charges that may have accumulated therein, for example generated by friction with the channels made of plastic.

[0299] According to a particular embodiment, the electrostatic discharge device 75 is formed by a metallic contact between a metallic portion of at least one of the heat exchangers 1 , 2 , 3 , 4 , 5 , 6 , 7 and the structure of the vehicle.

[0300] In particular, in the case where the fourth heat exchanger 4 and / or the seventh heat exchanger 7 are formed by the actual electronic control unit of the battery and the electric motor and / or by the electric motor, respectively, the electrostatic discharge device 75 allows protecting the first and / or second element 41 , 42 of the vehicle's electric drive train.

[0301] Figure 7 A heat regulating system 100 according to a sixth embodiment variant is shown. In this sixth embodiment variant, the heat regulating system 100 includes a dielectric fluid circuit 30, which includes an additional loop 30A for the circulation of the dielectric fluid. The additional loop 30A includes, in the circulation direction of the dielectric fluid, the following components:

[0302] - an eighth heat exchanger 8 configured to be thermally coupled to a third element 43 of the vehicle's electric drive train,

[0303] - Fourth pump 24,

[0304] - A seventh heat exchanger 7 , arranged on the secondary heat transfer fluid loop 20B and on the additional dielectric fluid loop 30A, so as to allow heat exchange between the heat transfer fluid and the dielectric fluid.

[0305] The purpose of the eighth heat exchanger 8 is to thermally condition a third element 43 of the vehicle's electric drive train.

[0306] The third element 43 of the vehicle's electric drive train may be, for example, an electric drive motor of the vehicle.

[0307] The eighth heat exchanger 8 may be formed by the electric motor itself, ie the electric motor which emits heat is in direct contact with the dielectric heat transfer fluid.

[0308] In particular, the electrical and / or electronic components of the electric motor itself can be immersed or partially immersed in the dielectric fluid.

[0309] The dielectric fluid is a fluid having a high viscosity and / or density, in particular higher than the viscosity and / or density of the heat transfer fluid.

[0310] The dielectric fluid is in particular a fluid suitable for lubricating the motor.

[0311] The dielectric fluid is in particular of the dielectric fluid or oil type.

[0312] According to a variant (not shown), the additional loop 30A of the dielectric fluid circuit 30 includes at least one filtering device 71, in particular at the outlet of the fourth pump 24 and / or at the inlet of the eighth heat exchanger 8.

[0313] In the case where the eighth heat exchanger 8 is formed by the electric motor itself, the filtering device 71 is preferably arranged in the electric motor, preferably at the inlet.

[0314] According to a variant (not shown), at least the fourth pump 24 includes a bypass circuit 72 that connects the dielectric fluid circuit 30 to the electronic power and control components of the at least fourth pump 24.

[0315] According to a variant (not shown), at least the eighth heat exchanger 8 includes a dryer 73.

[0316] The dryer 73 is preferably located in the header tank of the eighth heat exchanger 8.

[0317] In the case where the eighth heat exchanger 8 is formed by the electric motor itself, the dryer 73 is preferably arranged in the electric motor.

[0318] According to a variant (not shown), the additional loop 30A of the dielectric fluid circuit 30 includes at least one sensor 74 configured to measure at least one parameter associated with the dielectric fluid, such as resistivity and / or water content.

[0319] In particular, at least one sensor 74 is positioned on the additional loop 30A of the dielectric fluid circuit 30, more particularly upstream of the eighth heat exchanger 8, allowing protection of the third element 43 of the vehicle's electric powertrain.

[0320] According to a variant (not shown), the dielectric fluid circuit 30 includes at least one electrostatic discharge device 75 configured to release electrostatic charges from the dielectric fluid.

[0321] In particular, according to a variant (not shown), the electrostatic discharge device 75 is formed by the metal contact between the metal components of the eighth heat exchanger 8 and the vehicle's structure.

[0322] According to one embodiment, at least one of the heat exchangers 1, 2, 3, 4, 5, 6, 7, 8 is easily obtained by a vacuum brazing process.

[0323] The vacuum welding process of the heat exchangers 1, 2, 3, 4, 5, 6, 7, 8 allows protecting the heat transfer fluid from contamination by the flux, especially in the case of using a heat transfer fluid of the dielectric heat transfer fluid type.

[0324] Many operating modes of the thermal regulation system are feasible. Figures 8 to 10 Different operating methods of the regulation system as described above are shown. In these figures, the part corresponding to the fluid flow through each of the circuits 10, 20 is shown as a thick solid line, and the part of the circuit through which no fluid flows is shown as a thin dashed line. In these figures, white arrows indicate the flow direction of the refrigerant, and black arrows indicate the flow direction of the heat transfer liquid.

[0325] Figure 8 The operating method of the thermal regulation system 100 as described above in the so-called driveline and passenger compartment cooling modes is schematically shown, where:

[0326] - The refrigerant flow Qr circulates in the compressor 15, where the refrigerant flow Qr becomes high-pressure refrigerant, and successively circulates in the first heat exchanger 1 where it releases heat to the heat transfer fluid, in the expansion device 31 where it becomes low-pressure refrigerant, in the second heat exchanger 2 where it receives heat from the heat transfer fluid, and returns to the compressor 15,

[0327] - The first heat transfer fluid flow Qc1 successively circulates in the primary loop 20A, in the first pump 21, in the first heat exchanger 1 where it receives heat from the refrigerant, in the primary loop 20A, in the first bypass branch 20C, in the fourth bypass branch 20F, in the sixth exchanger 6 where it releases heat to the external air flow Fe, in the second bypass branch 20D, and returns to the first pump 21,

[0328] - The second heat transfer fluid flow Qc2 circulates in the secondary loop 20B, in the third pump 23, in the second heat exchanger 2 where it releases heat to the refrigerant, circulates in the secondary loop 20B, and divides at the sixth connection point 56 into:

[0329] -- The third heat transfer fluid flow Qc3, which circulates in the third bypass branch 20E, in the fifth heat exchanger 5 where it receives heat from the internal air flow Fi, and joins the fifth connection point 55,

[0330] -- The fourth heat transfer fluid flow Qc4, which circulates in the secondary loop 20B between the sixth connection point 56 and the ninth connection point 59, and divides at the ninth connection point 59 into:

[0331] --- The fifth heat transfer fluid flow Qc5, which circulates in the secondary loop 20B, successively circulates in the second pump 22, in the fourth heat exchanger 4, and

[0332] --- The sixth heat transfer fluid flow Qc6, which circulates in the fifth bypass branch 20G and in the seventh heat exchanger 7,

[0333] --- The fifth heat transfer fluid flow Qc5 and the sixth heat transfer fluid flow Qc6 merge at the tenth connection point 60,

[0334] -- The thus formed fourth heat transfer fluid flow Qc4 circulates between the tenth connection point 60 and the fifth connection point 55,

[0335] -- The fourth heat transfer fluid flow Qc4 converges with the third heat transfer fluid flow Qc3 at the fifth connection point 55,

[0336] - And the thus formed second heat transfer fluid flow Qc2 returns to the third pump 23.

[0337] In this operating mode, the internal air flow Fi is cooled in the fifth heat exchanger 5. The heat dissipated by the components of the electric powertrain in the fourth exchanger 4 and the seventh exchanger 7 is transferred to the refrigerant in the second exchanger 2. The components of the powertrain are thus cooled.

[0338] The heat received by the heat transfer fluid in the first heat exchanger 1 is dissipated to the external air flow Fe in the sixth heat exchanger 6.

[0339] The heat transfer fluid does not circulate in the third heat exchanger 3 and thus does not heat the internal air flow Fi. Since the shut-off valve 25 is open, the fifth heat exchanger 5 cools the internal air flow Fi.

[0340] Figure 9 A method for operating the thermal regulation system 100 as described above in a so-called passenger compartment heating mode is shown, wherein:

[0341] - The refrigerant flow Qr circulates in the compressor 15 where it becomes high-pressure refrigerant and successively in the first heat exchanger 1 where it releases heat to the heat transfer fluid, in the expansion device 31 where it becomes low-pressure refrigerant, in the second heat exchanger 2 where it receives heat from the heat transfer fluid, and returns to the compressor 15,

[0342] - The first heat transfer fluid flow Qc1 successively circulates in the first pump 21, in the first heat exchanger 1 where it receives heat from the refrigerant, in the third heat exchanger 3 where it releases heat to the internal air flow Fi, and returns to the first pump 21,

[0343] - The second heat transfer fluid flow Qc2 circulates in the secondary loop 20B, in the third pump 23, and in the second heat exchanger 2 where it releases heat to the refrigerant, and at the second connection point 52 it divides into:

[0344] -- A third heat transfer fluid flow Qc3, which circulates in the secondary loop 20B and at the ninth connection point 59 divides into:

[0345] --- A fourth heat transfer fluid flow Qc4, which circulates in the secondary loop 20B, successively in the second pump 22, in the fourth heat exchanger 4, and

[0346] --- A fifth heat transfer fluid flow Qc5, which circulates in the fifth bypass branch 20G and in the seventh heat exchanger 7,

[0347] --- The fourth heat transfer fluid flow Qc4 and the fifth heat transfer fluid flow Qc5 merge at the tenth connection point 60,

[0348] -- The thus formed third heat transfer fluid flow Qc3 converges with the fourth connection point 54,

[0349] -- A sixth heat transfer fluid flow Qc6, which successively circulates in the first bypass branch 20C, in the fourth bypass branch 20F, in the sixth heat exchanger 6 where it receives heat from the external air flow Fe, in the second bypass branch 20D, and joins the fourth connection point 54,

[0350] -- The third heat transfer fluid flow Qc3 and the sixth heat transfer fluid flow Qc6 converge at the fourth connection point 54,

[0351] - And the thus formed second heat transfer fluid flow Qc2 returns to the third pump 23.

[0352] The internal air flow Fi is heated in the third heat exchanger 3.

[0353] The heat dissipated to the components of the electric powertrain is transferred to the heat transfer liquid in the fourth heat exchanger 4 and the seventh heat exchanger 7. This heat is transferred to the refrigerant in the second heat exchanger 2.

[0354] In addition, the heat transfer fluid can receive heat from the external air flow Fe in the sixth heat exchanger 6. Thus, the passenger compartment is heated by recovering energy from both the powertrain and the external air flow Fe (i.e., by performing dual energy recovery).

[0355] The primary loop 20A and the secondary loop 20B of the heat transfer fluid are not connected. The first three-way valve 26 prevents the heat transfer fluid from flowing between the first connection point 51 and the seventh connection point 57. The second three-way valve 27 prevents the heat transfer fluid from flowing between the eighth connection point 58 and the third connection point 53. The shut-off valve 25 is in the closed position, and the fifth heat exchanger 5 is inoperative.

[0356] Figure 10 A method of operating the thermal regulation system 100 as described above in a so-called passenger compartment heating and dehumidification mode is shown, in which:

[0357] - The refrigerant flow Qr flows through the compressor 15 where it becomes high-pressure refrigerant, and then in turn through the first heat exchanger 1 where it releases heat to the heat transfer fluid, in the expansion device 31 where it becomes low-pressure refrigerant, in the second heat exchanger 2 where it receives heat from the heat transfer fluid, and returns to the compressor 15,

[0358] - The first heat transfer fluid flow Qc1 flows in turn through the first pump 21, through the first heat exchanger 1 where it receives heat from the refrigerant, through the third heat exchanger 3 where it releases heat to the internal air flow Fi, and returns to the first pump 21,

[0359] - The second heat transfer fluid flow Qc2 flows in the secondary loop 20B, through the third pump 23, and through the second heat exchanger 2 where it releases heat to the refrigerant, and at the sixth connection point 56 divides into:

[0360] -- A third heat transfer fluid flow Qc3, which flows in the third bypass branch 20E, through the fifth heat exchanger 5 where it receives heat from the internal air flow Fi, and joins the fifth connection point 55,

[0361] -- A fourth heat transfer fluid flow Qc4, which flows in the secondary loop 20B and at the ninth connection point 52 divides into:

[0362] --- A fifth heat transfer fluid flow Qc5, which flows in the secondary loop 20B between the second connection point 52 and the ninth connection point 59 and divides into:

[0363] --- A sixth heat transfer fluid flow Qc6, which flows in the secondary loop 20B, in turn through the second pump 22, through the fourth heat exchanger 4, and

[0364] ---- A seventh heat transfer fluid flow Qc7, which flows in the fifth bypass branch 20G and through the seventh heat exchanger 7,

[0365] --- The sixth heat transfer fluid flow Qc6 and the seventh heat transfer fluid flow Qc7 converge at the tenth connection point 60,

[0366] --- The fifth heat transfer fluid flow Qc5 thus formed joins the fifth connection point 55.

[0367] --- The fifth heat transfer fluid flow Qc5 joins the third heat transfer fluid flow Qc3 at the fifth connection point 55.

[0368] -- The eighth heat transfer fluid flow Qc8 thus formed joins the fourth connection point 54.

[0369] -- The ninth heat transfer fluid flow Qc9 flows successively in the first bypass branch 20C, in the fourth bypass branch 20F, in the sixth heat exchanger 6 where it receives heat from the external air flow Fe, in the second bypass branch 20D, and joins the fourth connection point 54.

[0370] -- The eighth heat transfer fluid flow Qc8 and the ninth heat transfer fluid flow Qc9 merge at the fourth connection point 54.

[0371] - And the second heat transfer fluid flow Qc2 thus formed returns to the third pump 23.

[0372] The shut-off valve 25 is in the open position, allowing the heat transfer fluid to flow through the fifth heat exchanger 5. The internal air flow Fi is cooled in the fifth heat exchanger 5 and heated in the third heat exchanger 3. Thus, the internal air flow Fi is dehumidified. The amount of heat supplied by the third heat exchanger 3 is greater than the amount of heat absorbed by the fifth heat exchanger 5, and the air flow is thus heated.

[0373] The heat dissipated to the components of the electric powertrain is transferred to the heat transfer liquid in the fourth heat exchanger 4 and the seventh heat exchanger 7. This heat is transferred to the refrigerant in the second heat exchanger 2.

[0374] In addition, the heat transfer fluid can receive heat from the external air flow Fe in the sixth heat exchanger 6. Thus, the passenger compartment is heated by recovering energy from both the powertrain and the external air flow Fe (i.e., by performing dual energy recovery).

[0375] The primary loop 20A and the secondary loop 20B of the heat transfer fluid are not connected. The first three-way valve 26 prevents the heat transfer fluid from flowing between the first connection point 51 and the seventh connection point 57. The second three-way valve 27 prevents the heat transfer fluid from flowing between the eighth connection point 58 and the third connection point 53. The shut-off valve 25 is in the open position. In this operating mode, all the heat exchangers are active and participate in heat exchange.

[0376] Figure 11 A heat regulation system 100 according to a seventh variant embodiment is shown. In this seventh variant embodiment, the heat transfer fluid circuit 20 includes a fifth circulation pump 125 located on the fifth bypass branch 20G.

[0377] The fifth pump 125 is configured to direct the heat transfer fluid from the ninth connection point 59 towards the seventh heat exchanger 7.

[0378] According to the illustrated example, the fifth pump 125 is positioned between the ninth connection point 59 and the seventh heat exchanger 7.

[0379] According to a variant (not shown), the fifth pump 125 is positioned between the seventh heat exchanger 7 and the tenth connection point 60.

[0380] According to the illustrated example, the heat transfer fluid circuit 20 includes a third three-way valve 28, which is positioned on the second bypass branch 20B and the fifth bypass branch 20G.

[0381] The third three-way valve 28 is configured to selectively:

[0382] - Prevent the heat transfer fluid from flowing in the portion of the secondary loop 20B that includes the fourth heat exchanger 4, and allow the heat transfer fluid to flow between the remainder of the secondary loop 20B and the fifth bypass branch 20G, or

[0383] - Allow the heat transfer fluid to flow between the portion of the secondary loop 20B that includes the fourth heat exchanger 4 and the fifth bypass branch 50G, and prevent the heat transfer fluid from flowing in the remainder of the secondary loop 20B, or

[0384] - Allow the heat transfer fluid to flow between the secondary loop 20B and the fifth bypass branch 20G.

[0385] According to the illustrated example, the ninth connection point 59 of the heat transfer fluid circuit 20 forms part of the third three-way valve 28. Two of the three inlets / outlets of the first three-way valve 28 form part of the secondary loop 20B, and the last inlet / outlet forms part of the fifth bypass branch 20G.

[0386] According to the illustrated example, the heat transfer fluid circuit 20 includes a fourth three-way valve 29, which is positioned on the second bypass branch 20B and the first bypass branch 20C.

[0387] The fourth three-way valve 29 is configured to selectively:

[0388] - Prevent the heat transfer fluid from flowing in the portion of the secondary loop 20B that includes the second heat exchanger 2, and allow the heat transfer fluid to flow between the remainder of the secondary loop 20B and the first bypass branch 20C, or

[0389] - Allow the heat transfer fluid to flow between the secondary loop 20B and the first bypass branch 20C.

[0390] According to the example shown, the second connection point 52 of the heat transfer fluid circuit 20 forms part of the fourth three-way valve 29. Two of the three inlets / outlets of the fourth three-way valve 29 form part of the secondary loop 20B, and the last inlet / outlet forms part of the first bypass branch 20C.

[0391] Figure 12 Schematically shown is a method of operating the thermal regulation system 100 as described above in a mode of cooling the electronic control unit of the electric motor and / or the electric motor itself by means of the sixth heat exchanger, the thermal regulation system 100 including a fifth pump 125, wherein:

[0392] - The heat transfer fluid flow Qc successively flows through the fifth pump 125, through the fifth bypass branch 20G, through the seventh heat exchanger 7, through the fifth bypass branch 20G, through the secondary loop 20B, through the second bypass branch 20D, through the fourth bypass branch 20F, through the sixth heat exchanger 6 where it releases heat to the external air flow Fe, through the fourth bypass branch 20F, through the first bypass branch 20C, through the secondary loop 20B, through the fifth bypass branch 20G, and returns to the fifth pump 125.

[0393] The heat dissipated into the second element 42 of the electric drive train is transferred to the heat transfer fluid in the seventh heat exchanger 7. This heat is transferred to the external air flow Fe in the sixth heat exchanger 6.

[0394] The primary loop 20A and the secondary loop 20B of the heat transfer fluid are not connected. The first three-way valve 26 and the second three-way valve 27 prevent the heat transfer fluid from flowing between the seventh connection point 57 and the eighth connection point 58. The third three-way valve 28 prevents the heat transfer fluid from flowing between the ninth connection point 59 and the tenth connection point 60. The fourth three-way valve 29 prevents the heat transfer fluid from flowing between the second connection point 52 and the fourth connection point 54. The shut-off valve 25 is in the closed position. The compression device 15 is stopped, so the refrigerant fluid circuit 10 is inactive. The first heat exchanger 1, the second heat exchanger 2, the third heat exchanger 3, the fourth heat exchanger 4, and the fifth heat exchanger 5 are thus inactive.

[0395] Figure 13 Schematically shown is a method of operating the thermal regulation system 100 as described above in a mode of heating the battery by means of the electronic control unit of the electric motor and / or the electric motor itself, the thermal regulation system 100 including a fifth pump 125, wherein:

[0396] - The heat transfer fluid flow Qc continuously circulates successively in the fifth pump 125, in the fifth bypass branch 20G, in the seventh heat exchanger 7, in the fifth bypass branch 20G, in the secondary loop 20B, in the fourth heat exchanger 4 where it releases heat to the first element 41 of the vehicle's electric driveline, in the secondary loop 20B, in the fifth bypass branch 20G, and returns to the fifth pump 125. The heat dissipated into the second element 42 of the driveline is transferred to the heat transfer fluid in the seventh heat exchanger 7. This heat is transferred to the external air flow Fe in the sixth heat exchanger 6.

[0397] The heat dissipated into the second element 42 of the driveline is transferred to the heat transfer fluid in the seventh heat exchanger 7. This heat is transferred to the first element 41 of the driveline in the fourth heat exchanger 4.

[0398] The third three-way valve 28 prevents the heat transfer fluid from flowing between the ninth connection point 59 and the second connection point 52, isolating the part of the secondary loop 20B including the fourth heat exchanger 4 and the fifth bypass branch 20G including the seventh heat exchanger 7 from the rest of the heat transfer fluid circuit 20. The second pump 22 is left free so as not to impede the flow of the heat transfer fluid. The compression device 15 is stopped, so the refrigerant fluid circuit 10 is inactive. Only the fourth exchanger 4 and the seventh exchanger 7 are active.

[0399] Many other operating modes, not shown, are also possible.

Claims

1. A thermal regulation system (100) for a motor vehicle, comprising: - A heat transfer fluid circuit (20), in particular a heat transfer fluid circuit (20) for a dielectric heat transfer fluid, said heat transfer fluid circuit (20) comprising: - A primary heat transfer fluid circulation loop (20A), - A secondary heat transfer fluid circulation loop (20B), - A refrigerant circuit (10), said refrigerant circuit including a main refrigerant circulation loop (10A), said main loop (10A) successively comprising in the flow direction of the refrigerant: - A compression device (15), - A first heat exchanger (1) which is arranged on both the main refrigerant loop (10A) and the primary heat transfer fluid loop (20A) so as to allow heat exchange between the refrigerant and the heat transfer fluid, - An expansion device (31), - A second heat exchanger (2) which is arranged on both the main refrigerant loop (10A) and the secondary heat transfer fluid loop (20B) so as to allow heat exchange between the refrigerant and the heat transfer fluid, wherein: - The primary heat transfer fluid loop (20A) includes a third heat exchanger (3) which is configured to exchange heat with an air flow (Fi) inside the passenger compartment of the vehicle, and - The secondary heat transfer fluid loop (20B) includes a fourth heat exchanger (4) which is configured to be thermally coupled to a first element (41) of the electric powertrain of the vehicle, wherein, the heat transfer fluid circuit (20) includes: - A first bypass branch (20C) which connects a first connection point (51) to a second connection point (52), the first connection point (51) being located on the primary loop (20A) between a first outlet (1B-1) of the first heat exchanger (1) and a first inlet (3-1) of the third heat exchanger (3), the second connection point (52) being located on the secondary loop (20B) between a first outlet (2B-1) of the second heat exchanger (2) and a first inlet (4-1) of the fourth heat exchanger (4), - A second bypass branch (20D) which connects a third connection point (53) to a fourth connection point (54), the third connection point (53) being located on the primary loop (20A) between a second inlet (1B-2) of the first heat exchanger (1) and a second outlet (3-2) of the third heat exchanger (3), the fourth connection point (54) being located on the secondary loop (20B) between a second inlet (2B-2) of the second heat exchanger (2) and a second outlet (4-2) of the fourth heat exchanger (4), and wherein: - The heat transfer fluid circuit (20) includes a third bypass branch (20E) that connects a fifth connection point (55) to a sixth connection point (56). The fifth connection point (55) is located on the secondary loop (20B) between the second outlet (4-2) of the fourth heat exchanger (4) and the fourth connection point (54). The sixth connection point (56) is located on the secondary loop (20B) between the first outlet (2B-1) of the second heat exchanger (2) and the first inlet (4-1) of the fourth heat exchanger (4). The third bypass branch (20E) includes a fifth heat exchanger (5) configured to exchange heat with the air flow (Fi) in the passenger compartment of the vehicle.

2. The thermal regulation system (100) according to the preceding claim, wherein, The heat transfer fluid circuit (20) includes a fourth bypass branch (20F) that connects a seventh connection point (57) located on the first bypass branch (20C) to an eighth connection point (58) located on the second bypass branch (20D). The fourth bypass branch (20F) includes a sixth heat exchanger (6), where the sixth heat exchanger (6) is configured to exchange heat with the air flow (Fe) outside the passenger compartment of the vehicle.

3. The thermal regulation system (100) according to any one of the preceding claims, wherein, The heat transfer fluid circuit (20) includes a fifth bypass branch (20G) that is located on the secondary loop (20B) and is parallel to the fourth heat exchanger (4). The fifth bypass branch (20G) connects a ninth connection point (59) located on the secondary loop (20B) to a tenth connection point (60) located on the secondary loop (20B). The fifth bypass branch (20G) includes a seventh heat exchanger (7) configured to be thermally coupled to a second element (42) of the electric powertrain of the vehicle.

4. The thermal regulation system (100) according to any one of the preceding claims, wherein: - The primary loop (20A) of the heat transfer fluid circuit (20) includes a first circulation pump (21). - The secondary loop (20B) of the heat transfer fluid circuit (20) includes a second circulation pump (22).

5. The thermal regulation system (100) according to any one of claims 3 and 4 in combination with claim 2, wherein, The heat transfer fluid circuit (20) includes: - A first three-way valve (26) positioned on both the first bypass branch (20C) and the fourth bypass branch (20F). - A second three-way valve (27) positioned on both the second bypass branch (20D) and the fourth bypass branch (20F).

6. The thermal regulation system (100) according to any one of the preceding claims, wherein, The third bypass branch (20E) includes a shut-off valve (25).

7. The thermal regulation system (100) according to any one of the preceding claims, wherein, The secondary loop (20B) of the heat transfer fluid circuit (20) includes a third circulation pump (23).

8. The thermal regulation system (100) according to any one of the preceding claims in combination with claim 4, wherein, At least the primary loop (20A) and / or the secondary loop (20B) includes at least one filtering device (71), particularly at the outlet of at least one of the pumps (21, 22) and / or at least one of the heat exchangers (1, 2, 3, 4, 5, 6, 7).

9. The thermal regulation system (100) according to any one of the preceding claims in combination with claims 4 to 7, wherein, The heat transfer fluid of the heat transfer fluid circuit (20) is a dielectric heat transfer fluid, and wherein at least one of the pumps (21, 22, 23) and / or at least one of the three-way valves (26, 27) and / or the shut-off valve (25) and / or the expansion device (31) includes a bypass circuit (72), the bypass circuit (72) connecting the heat transfer fluid circuit (20) to the electronic power and control components of at least one of the pumps (21, 22, 23) and / or the three-way valves (26, 27) and / or the shut-off valve (25) and / or the expansion device (31).

10. The thermal regulation system (100) according to any one of the preceding claims, wherein, The heat transfer fluid of the heat transfer fluid circuit (20) is a dielectric heat transfer fluid, and wherein at least one of the heat exchangers (1, 2, 3, 4, 5, 6, 7) includes a dryer (73).

11. The thermal regulation system (100) according to any one of the preceding claims in combination with claim 3, wherein, The heat transfer fluid of the heat transfer fluid circuit (20) is a dielectric heat transfer fluid, and wherein at least the secondary loop (20B) of the heat transfer fluid circuit (20) and / or the fifth bypass branch (20G) includes at least one sensor (74), the at least one sensor (74) being configured to measure at least one parameter related to the dielectric heat transfer fluid, such as resistivity and / or water content.

12. The thermal regulation system (100) according to any one of the preceding claims, wherein, The heat transfer fluid of the heat transfer fluid circuit (20) is a dielectric heat transfer fluid, and wherein the heat transfer fluid circuit (20) includes at least one electrostatic discharge device (75), the electrostatic discharge device (75) being configured to release the static charge from the dielectric heat transfer fluid.

13. The thermal regulation system (100) according to any one of the preceding claims, wherein, At least one of the heat exchangers (1, 2, 3, 4, 5, 6, 7) is obtainable by a vacuum welding process.

14. The thermal regulation system (100) according to any one of the preceding claims in combination with claim 3, wherein, The thermal regulation system (100) includes a dielectric fluid circuit (30), the dielectric fluid circuit (30) including an additional loop (30A) for the circulation of the dielectric fluid, the additional loop (30A) including, in the circulation direction of the dielectric fluid, in sequence:[[]] - an eighth heat exchanger (8) configured to be thermally coupled to a third element (43) of the electric powertrain of the vehicle,[[]] - a fourth pump (24),[[]] - the seventh heat exchanger (7) arranged on both the secondary heat transfer fluid loop (20B) and the additional dielectric fluid loop (30A) so as to allow heat exchange between the heat transfer fluid and the dielectric fluid.

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