Thermal conditioning system

Abstract

Thermal conditioning system (100) for a motor vehicle, comprising: • - a refrigerant circuit (11) comprising: • - - a compressor (15), • -- a first two-fluid exchanger (1), arranged jointly on a heat-transfer liquid circuit (13), • -- a first expansion valve (31), • -- a second two-fluid exchanger (2), • - a dielectric heat-transfer fluid circuit (12), comprising: • - - a primary loop (12A) comprising the second two-fluid exchanger (2) and a third exchanger (3) which is thermally coupled to a first element (41) of an electric drivetrain of the vehicle, • - - a first bypass branch (12B) comprising a fourth exchanger (4) and a fifth exchanger (5) which are thermally coupled to a second element (42) and to a third element (43) of the drivetrain, respectively, • - - a second bypass branch (12C) comprising a sixth exchanger (6) configured to exchange heat with an external air flow (Fe).

Description

Description Title: Thermal Conditioning System technical field [1] The present invention relates to the field of thermal conditioning systems. These systems can be fitted to a motor vehicle. Such systems allow for the thermal regulation of various vehicle components, such as the passenger compartment or an electrical energy storage battery, in the case of an electric vehicle. Heat exchange is managed primarily by the compression and expansion of a refrigerant within various heat exchangers, enabling the heating or cooling of different components. Previous technique [2] Thermal conditioning systems commonly use a refrigerant loop and a heat transfer fluid loop that exchanges heat with the refrigerant. Such systems are therefore called indirect. Patent EP2933586 B1 is an example. The refrigerant loop is designed so that the refrigerant transfers heat to a heat transfer fluid in a first two-fluid heat exchanger. The heat transferred to the heat transfer fluid can then be dissipated into an airflow intended for the passenger compartment to heat it. The heat transfer fluid circuit also cools heat-dissipating components of the vehicle's powertrain, such as the vehicle's electric traction motor or the power electronics controlling the electric motor. For this purpose, another two-fluid heat exchanger facilitates heat exchange between the heat transfer fluid and the refrigerant to cool the heat transfer fluid. [3] Furthermore, the need for rapid battery charging requires increased available cooling power. To achieve high battery cooling capacity and good temperature uniformity, it is known to circulate a dielectric heat transfer fluid within the battery cells. In this case, an additional two-fluid heat exchanger is used to perform heat exchange between the fluid refrigerant and the dielectric heat transfer fluid. This configuration is complex and expensive to implement because many heat exchangers are used, in particular many dual-fluid heat exchangers. [4] There is therefore a need for thermal conditioning systems that are easier to integrate, using a reduced number of heat exchangers and simplified circulation circuits for the different fluids. Summary [5] To this end, the present invention proposes a thermal conditioning system for electric or hybrid motor vehicles, comprising: - a refrigerant circuit comprising a main circulation loop including successively, according to a direction of refrigerant flow: -- a compression device, -- a first two-fluid heat exchanger, arranged jointly on the main refrigerant loop and on a heat transfer fluid circuit so as to allow heat exchange between the refrigerant and the heat transfer fluid, -- a first regulator, -- a second two-fluid heat exchanger, - a dielectric heat transfer fluid circuit, comprising: -- a primary circulation loop, comprising successively, according to a direction of circulation of the dielectric heat transfer fluid: — the second two-fluid heat exchanger, arranged jointly on the main refrigerant loop and on the primary dielectric heat transfer fluid loop so as to allow heat exchange between the refrigerant and the dielectric heat transfer fluid, — a third heat exchanger configured to be thermally coupled to a first element of an electric powertrain of the vehicle, -- a first branch connected to the primary loop in parallel with the third heat exchanger, the first branch comprising a fourth heat exchanger configured to be thermally coupled to a second element of the vehicle's electric powertrain and a fifth heat exchanger configured to be thermally coupled to a third element of the vehicle's electric powertrain, -- a second branch of bypass connected to the primary loop in parallel with the second two-fluid exchanger, the second branch of bypass comprising a sixth heat exchanger configured to exchange heat with an outside airflow to a vehicle cabin. [6] This architecture makes it possible to ensure high cooling capacity for the various components of the vehicle's powertrain using only two dual-fluid heat exchangers. This facilitates the integration of the thermal conditioning system. [7] The features listed in the following paragraphs can be implemented independently of each other or in any technically possible combination: [8] The first element of the vehicle's electric powertrain can be an electrical energy storage battery. The battery can supply the energy needed to power an electric traction motor for the vehicle. [9] The second element of the vehicle's electric powertrain can be an electronic control unit for an electric traction motor.

[0010] The third element of the vehicle's electric powertrain can be an electric vehicle traction motor.

[0011] According to one aspect of the thermal conditioning system, the heat transfer fluid circuit comprises a primary circulation loop including, successively according to a direction of heat transfer fluid circulation: - the first two-fluid heat exchanger, arranged jointly on the main refrigerant loop and on the primary heat transfer fluid circulation loop so as to allow heat exchange between the refrigerant and the heat transfer fluid, - a seventh heat exchanger configured to exchange heat with an internal airflow to the vehicle's passenger compartment.

[0012] The heat recovered from the outside airflow by the dielectric heat transfer fluid at the sixth heat exchanger can then be transferred to the interior airflow into the passenger compartment, thus heating the cabin. This energy recovery can be achieved even at very low ambient temperatures because the fluid The dielectric heat transfer fluid typically has a low viscosity. This allows the heating and cooling system to heat the passenger compartment even in low ambient temperatures.

[0013] According to another aspect of the thermal conditioning system, the heat transfer fluid circuit includes a bypass branch connected to the primary loop in parallel with the first two-fluid exchanger, the bypass branch including an eighth heat exchanger configured to exchange heat with an outside airflow to the vehicle's passenger compartment.

[0014] This bypass branch and the associated heat exchanger allow the condensation heat of the refrigerant to be dissipated into the outside air, for example when cooling of one or more elements of the vehicle's powertrain is desired.

[0015] The bypass branch of the heat transfer fluid circuit connects a first connection point located on the primary loop of the heat transfer fluid circuit between a first inlet / outlet of the first two-fluid exchanger and a first inlet / outlet of the eighth heat exchanger to a second connection point located on the primary loop of the heat transfer fluid circuit between a second inlet / outlet of the eighth heat exchanger and a second inlet / outlet of the first two-fluid exchanger.

[0016] According to one embodiment of the thermal conditioning system, the refrigerant circuit includes a bypass branch arranged in parallel with the first expansion device and the second two-fluid exchanger, the bypass branch comprising successively a second expansion device and a ninth heat exchanger configured to exchange heat with an airflow inside the vehicle's passenger compartment.

[0017] This bypass branch and the associated heat exchanger allow the vehicle's passenger compartment to be cooled.

[0018] The refrigerant circuit bypass branch connects a first connection point located on the main loop downstream of the first two-fluid heat exchanger and upstream of the second two-fluid heat exchanger to a second connection point located on the main loop downstream of the second heat exchanger. bifluid and upstream of the compression device. The bypass branch includes a second expansion device located upstream of a ninth heat exchanger.

[0019] The first branch of the dielectric heat transfer fluid circuit connects a first connection point located on the primary loop of the dielectric heat transfer fluid circuit between a first inlet / outlet of the dielectric heat transfer fluid of the second two-fluid exchanger and a first inlet / outlet of the third heat exchanger to a second connection point located on the primary loop of the dielectric heat transfer fluid circuit between a second inlet / outlet of the third heat exchanger and a second inlet / outlet of the dielectric heat transfer fluid of the second two-fluid exchanger.

[0020] The second branch of the dielectric heat transfer fluid circuit connects a third connection point located on the primary loop of the dielectric heat transfer fluid circuit between the second two-fluid exchanger and the first connection point to a fourth connection point located on the primary loop of the dielectric heat transfer fluid circuit between the second connection point and the second two-fluid exchanger.

[0021] The sixth heat exchanger is preferably positioned upstream of the eighth heat exchanger in the direction of the flow of outside air.

[0022] The ninth heat exchanger is positioned upstream of the seventh heat exchanger in the direction of the flow of the internal airflow.

[0023] According to one aspect of the thermal conditioning system, the primary loop of the dielectric heat transfer fluid circuit includes a first circulation pump.

[0024] The first circulation pump is configured to circulate the dielectric heat transfer fluid from the second two-fluid exchanger to the third heat exchanger.

[0025] The first circulation pump is located between the fourth connection point of the dielectric heat transfer fluid circuit and the second two-fluid exchanger.

[0026] According to yet another aspect of the thermal conditioning system, the primary loop of the heat transfer fluid circuit includes a second circulation pump.

[0027] The second circulation pump is configured to circulate the heat transfer fluid from the first two-fluid exchanger to the seventh heat exchanger.

[0028] According to an example of implementation of the thermal conditioning system, the primary loop of the dielectric heat transfer fluid circuit includes a third circulation pump configured to move the dielectric heat transfer fluid from the third heat exchanger to the sixth heat exchanger without passing through the second two-fluid exchanger.

[0029] According to one embodiment of the thermal conditioning system, the main refrigerant loop includes an internal heat exchanger having a first heat exchange section disposed downstream of the first two-fluid exchanger and upstream of the second two-fluid exchanger and a second heat exchange section disposed downstream of the second two-fluid exchanger and upstream of the compression device, the internal heat exchanger being configured to allow heat exchange between the refrigerant in the first heat exchange section and the refrigerant in the second heat exchange section.

[0030] According to an example embodiment of the thermal conditioning system, the primary heat transfer fluid loop includes an electric heating device configured to selectively heat the heat transfer fluid.

[0031] The electric heating device can be selectively activated to accelerate the temperature rise of the heat transfer fluid.

[0032] In one example of a thermal conditioning system, the eighth heat exchanger is positioned upstream of the sixth heat exchanger, aligned with the direction of the outside airflow. The eighth heat exchanger can then be used as a hot shield for defrosting, particularly by using an electric heating device to heat the heat transfer fluid.

[0033] According to one embodiment of the thermal conditioning system, the dielectric heat transfer fluid circuit includes a first three-way valve arranged jointly on the primary loop and on the first branch of the bypass.

[0034] A single component thus allows the respective flow rate to be adjusted in two different parts of the dielectric heat transfer fluid circuit, namely the primary loop containing the third heat exchanger and the first branch branch containing the fourth and fifth heat exchangers.

[0035] The first three-way valve is a proportional valve.

[0036] The dielectric heat transfer fluid circuit may include a second three-way valve arranged jointly on the primary loop and on the second branch of the bypass.

[0037] A single component thus allows the respective flow rate to be adjusted in two different parts of the dielectric heat transfer fluid circuit, namely the primary loop and the second branch of the bypass.

[0038] The second three-way valve is preferably a proportional valve.

[0039] According to an example of the thermal conditioning system implementation, the heat transfer fluid circuit includes a third three-way valve arranged jointly on the primary loop and on the bypass branch.

[0040] A single component thus makes it possible to adjust the respective flow rate in two different parts of the heat transfer fluid circuit, namely the primary loop and the bypass branch.

[0041] The third three-way valve is preferably a proportional valve.

[0042] According to one embodiment of the thermal conditioning system, the main loop of the refrigerant circuit includes a refrigerant accumulation device located downstream of the second two-fluid exchanger and upstream of the compression device.

[0043] In one implementation example, the refrigerant fluid accumulation device is located upstream of the second heat exchange section of the internal exchanger.

[0044] The disclosure also relates to a method of operation of a thermal conditioning system as described above, in a passenger compartment heating mode, in which: - the refrigerant circulates in the compression device where it passes through high pressure, and circulates successively in the first two-fluid exchanger where it transfers heat to the heat transfer fluid, in the first expansion device where it passes through low pressure, in the second two-fluid exchanger where it absorbs heat from the dielectric heat transfer fluid, and returns to the compression device, - The dielectric heat transfer fluid circulates in the second two-fluid heat exchanger where it transfers heat to the refrigerant, and separates into: -- a first flow circulating in the primary loop and -- a second flow circulating in the second bypass branch, the second flow circulating in the sixth heat exchanger where it absorbs heat from the outside airflow, the first flow dividing into a third flow circulating in the third heat exchanger where it absorbs heat, and a fourth flow circulating successively in the fourth heat exchanger where it absorbs heat, and in the fifth heat exchanger where it absorbs heat, the third and fourth flows joining and then joining the second flow, - the heat transfer fluid circulates in the first two-fluid exchanger where it receives heat from the refrigerant fluid, and circulates in the seventh heat exchanger where it gives up heat to the internal airflow.

[0045] This operating mode allows the interior air in the passenger compartment to be heated by absorbing heat from the various components of the vehicle's electric powertrain, as well as from the outside airflow. Because the dielectric heat transfer fluid remains low-viscosity at low temperatures, the circulation pump consumes little energy and thermal efficiency is improved at low ambient temperatures.

[0046] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a traction chain cooling mode, in which: - the refrigerant circulates in the compression device where it passes through high pressure, and circulates successively in the first two-fluid exchanger where it transfers heat to the heat transfer fluid, in the first expansion device where it passes through low pressure, in the second two-fluid exchanger where it absorbs heat from the dielectric heat transfer fluid, and returns to the compression device, - the dielectric heat transfer fluid circulates in the second two-fluid exchanger where it transfers heat to the refrigerant, and splits into a first flow circulating in the third heat exchanger where it absorbs heat, and a second flow circulating successively in the fourth heat exchanger where it absorbs heat and in the fifth heat exchanger where it absorbs heat, the second flow rejoining the first flow, - the heat transfer fluid circulates in the first two-fluid exchanger where it receives heat from the refrigerant fluid, and circulates in the eighth heat exchanger where it releases heat to the outside air flow.

[0047] This operating mode allows for the cooling of the first, second, and third elements of the vehicle's electric powertrain. The heat transferred from the refrigerant to the heat transfer fluid is dissipated into the outside airflow.

[0048] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a powertrain and passenger compartment cooling mode, in which: - The refrigerant circulates in the compression device where it is under high pressure, and then flows successively into the first two-fluid heat exchanger where it transfers heat to the heat transfer fluid, and is divided into: -- a first flow of refrigerant circulating in the first expansion device where it passes at low pressure, into the second two-fluid exchanger where it absorbs heat from the dielectric heat transfer fluid, -- a second flow of refrigerant circulating in the second expansion device where it passes at low pressure, in the ninth heat exchanger where it absorbs heat from the internal airflow, the first flow of refrigerant and the second flow of refrigerant joining before returning to the compression device, - the dielectric heat transfer fluid circulates in the second two-fluid exchanger where it transfers heat to the refrigerant, and splits into a first flow circulating in the third heat exchanger where it absorbs heat, and a second flow circulating successively in the fourth heat exchanger where it absorbs heat and in the fifth heat exchanger where it absorbs heat, the second flow rejoining the first flow, - the heat transfer fluid circulates in the first two-fluid exchanger where it receives heat from the refrigerant fluid, and circulates in the eighth heat exchanger where it releases heat to the outside air flow.

[0049] This operating mode allows for the cooling of the first, second, and third elements of the vehicle's electric powertrain. The heat transferred from the refrigerant to the heat transfer fluid is dissipated into the outside airflow. Brief description of the drawings

[0050] Other features, details, and advantages will become apparent upon reading the detailed description below and analyzing the attached drawings, on which:

[0051] [Fig. 1] is a schematic view of a thermal conditioning system according to one embodiment of the invention,

[0052] [Fig. 2] is a schematic view of a thermal conditioning system according to a variant of the embodiment of Figure 1,

[0053] [Fig. 3] represents a schematic view of the thermal conditioning system of figure 2 according to a first operating mode, called passenger compartment heating mode,

[0054] [Fig. 4] represents a schematic view of the thermal conditioning system of figure 2 according to a second operating mode, called the traction chain cooling mode,

[0055] [Fig. 5] represents a schematic view of the thermal conditioning system of figure 2 according to a third mode of operation, called the powertrain and passenger compartment cooling mode. Description of the implementation methods

[0056] To facilitate the reading of the figures, the different elements are not necessarily drawn to scale. In these figures, identical elements have the same reference numbers. Some elements or parameters may be indexed, that is, designated, for example, as first element or second element, or first parameter and second parameter, etc. This indexing aims to differentiate similar, but not identical, elements or parameters. This indexing does not imply any priority of one element or parameter over another. The designations 'first', 'second', 'third', etc., can therefore be interchanged. Similarly, the terms primary / secondary are used for indexing and do not imply any priority of one element over another.

[0057] In the following description, the term "a first element upstream of a second element" means that the first element is located before the second element relative to the direction of flow, or path, of a fluid. Similarly, the term "a first element downstream of a second element" means that the first element is located after the second element relative to the direction of flow, or path, of the fluid in question. In the case of a refrigerant circuit, the term "a first element upstream of a second element" means that the refrigerant flows successively through the first element, then the second element, without passing through the compression device. In other words, the refrigerant exits the compression device, possibly passes through one or more elements, then passes through the first element, then the second element, and then returns to the compression device, possibly after passing through other elements.

[0058] The expression "a second element is placed between a first element and a third element" means that the shortest path to go from the first element to the third element passes through the second element.

[0059] When it is specified that a subsystem includes a given element, this does not exclude the presence of other elements in that subsystem.

[0060] Each of the expansion devices used can be an electronic expansion valve, a thermostatic expansion valve, or a calibrated orifice. In the case of an electronic expansion valve, the passage area allowing the refrigerant to pass through can be continuously adjusted between a closed and open position. a maximum opening position. For this, an electronic controller drives an electric motor which moves a movable shutter controlling the passage area offered to the refrigerant.

[0061] The thermal conditioning system 100 described below can be installed in a motor vehicle. An electronic control unit (not shown) receives information from various sensors, notably those measuring the characteristics of the refrigerant. The electronic control unit also receives commands from the vehicle's occupants, such as the desired temperature inside the passenger compartment. The electronic control unit implements control laws to operate the various actuators, ensuring that the thermal conditioning system 100 is controlled in a way that maintains the received commands. A compression device 15 circulates the refrigerant in a closed refrigerant circuit. The compression device 15 can be an electric compressor, that is, a compressor whose moving parts are driven by an electric motor.The compression device 15 has a low-pressure refrigerant intake side, also called the inlet 15a of the compression device, and a high-pressure refrigerant discharge side, also called the outlet 15b of the compression device 15. The internal moving parts of the compressor 15 increase the refrigerant pressure from low pressure at the inlet 15a to high pressure at the outlet 15b. After expansion in one or more expansion chambers, the refrigerant returns to the inlet 15a of the compressor 15 and begins a new thermodynamic cycle.

[0062] Each connection point allows the refrigerant to flow into one of the circuit sections that converge at that point. The distribution of the refrigerant between these sections is achieved by adjusting the degree of opening of the expansion valves located on each branch connected to that point. In other words, each connection point acts as a means of redirecting the refrigerant arriving at that point.

[0063] The refrigerant used by refrigerant circuit 1 is a chemical fluid such as R1234yf. Other refrigerants could be used, such as R134a or R290.

[0064] Each connection point in the heat transfer fluid circuit allows the heat transfer fluid to flow into one of the sections of the circuit that converge at that point. Each connection point in the heat transfer fluid circuit is a means of redirecting the heat transfer fluid arriving at that point. Similarly, each connection point in the dielectric heat transfer fluid circuit allows the dielectric heat transfer fluid to flow into one of the sections of the circuit that converge at that point. Each connection point in the dielectric heat transfer fluid circuit is a means of redirecting the dielectric heat transfer fluid arriving at that point.

[0065] The term "interior airflow" (Fi) refers to the airflow directed towards the passenger compartment of the motor vehicle. This interior airflow may circulate through a heating, ventilation, and air conditioning (HVAC) system. This system is not shown in the various figures. A fan unit, not shown, can be activated to increase the flow rate of the interior airflow (Fi) as needed. The term "exterior airflow" (Fe) refers to the airflow that is not directed towards the passenger compartment of the vehicle. In other words, this airflow remains outside the vehicle. Another fan unit, not shown, can be activated to increase the flow rate of the exterior airflow (Fe) as needed.

[0066] Figure 1 shows a first embodiment of a thermal conditioning system 100 for an electric or hybrid motor vehicle, comprising: - a refrigerant circuit 1 1 comprising a main circulation loop 1 1 A comprising successively, according to a direction of refrigerant circulation: -- a compression device 15, -- a first two-fluid heat exchanger 1, arranged jointly on the main loop 1 1 A of refrigerant fluid and on a circuit 13 of heat transfer fluid so as to to allow heat exchange between the refrigerant and the heat transfer fluid, -- a first expansion valve 31, -- a second two-fluid heat exchanger 2, — a dielectric heat transfer fluid circuit 12, comprising: -- a primary 12A circulation loop, comprising successively, according to a direction of circulation of the dielectric heat transfer fluid: — the second two-fluid exchanger 2, arranged jointly on the main loop 1 1 A of refrigerant fluid and on the primary loop 12A of dielectric heat transfer fluid so as to allow heat exchange between the refrigerant fluid and the dielectric heat transfer fluid, — a third heat exchanger 3 configured to be thermally coupled to a first element 41 of an electric powertrain of the vehicle, -- a first branch 12B connected to the primary loop 12A in parallel with the third heat exchanger 3, the first branch 12B comprising a fourth heat exchanger 4 configured to be thermally coupled to a second element 42 of the vehicle's electric powertrain and a fifth heat exchanger 5 configured to be thermally coupled to a third element 43 of the vehicle's electric powertrain, -- a second branch branch 12C connected to the primary loop 12A in parallel with the second two-fluid exchanger 2, the second branch branch 12C comprising a sixth heat exchanger 6 configured to exchange heat with an outside airflow Fe to a vehicle cabin.

[0067] This architecture ensures high cooling capacity for the various components of the vehicle's powertrain using only two dual-fluid heat exchangers. This simplifies the integration of the thermal conditioning system.

[0068] The first element 41 of the vehicle's electric powertrain can be an electrical energy storage battery. The battery can supply the energy needed to power the vehicle's electric traction motor. The third heat exchanger 3 can be formed by the electrical energy storage battery. In other words, the battery cells are in direct contact with the fluid. dielectric heat transfer fluid. The dielectric heat transfer fluid thus performs a heat exchange with the elements of the battery to be cooled.

[0069] The second element 42 of the vehicle's electric powertrain can be an electronic control unit for an electric traction motor. The fourth heat exchanger 4 can be formed by the electric motor's electronic control unit; that is, the heat-dissipating electronic components are in direct contact with the dielectric heat transfer fluid. The dielectric heat transfer fluid circulates inside the housing of the electric motor's electronic control unit.

[0070] The third element 43 of the vehicle's electric powertrain can be a vehicle traction electric motor. The fifth heat exchanger 5 can be formed by the electric motor, meaning that the heat-dissipating motor components are in direct contact with the dielectric heat transfer fluid.

[0071] The dielectric heat transfer fluid is electrically insulating. Therefore, the dielectric fluid can be in direct contact with live components. The dielectric heat transfer fluid can be two-phase, meaning it comprises a mixture of liquid and vapor.

[0072] The first two-fluid exchanger 1 allows at least part of the high-temperature, high-pressure refrigerant fluid to be condensed at the outlet of the compression device 15. The second two-fluid exchanger 2 can allow at least part of the low-pressure refrigerant fluid to be evaporated at the outlet of the first expansion device 31.

[0073] The refrigerant circuit 11 forms a closed circuit configured to circulate a flow of refrigerant. The dielectric heat transfer fluid circuit 12 forms a closed circuit configured to circulate a flow of dielectric heat transfer fluid. The heat transfer fluid circuit 13 forms a closed circuit configured to circulate a flow of heat transfer fluid. In its nominal operating state, i.e., without any fault causing a leak, each of the circuits is leak-proof. The refrigerant circuit 11, the dielectric heat transfer fluid circuit 12, and the heat transfer fluid circuit 13 are separate. In other words, the refrigerant, dielectric heat transfer fluid and heat transfer fluid cannot mix when the thermal conditioning system is in a nominal operating state.

[0074] The refrigerant and the heat transfer fluid can exchange heat at the first two-fluid heat exchanger 1. The heat transfer fluid circulating in part of the first two-fluid heat exchanger 1 is, for example, a mixture of water and glycol. The first two-fluid heat exchanger 1 comprises a first heat exchange section 1a through which the refrigerant flows and a second heat exchange section 1b through which the heat transfer fluid flows. Heat exchange occurs between the first heat exchange section 1a and the second heat exchange section 1b of the first two-fluid heat exchanger 1.

[0075] Similarly, the refrigerant and the dielectric heat transfer fluid can exchange heat at the second two-fluid heat exchanger 2. This second two-fluid heat exchanger 2 comprises a first heat exchange section 2a through which the refrigerant flows and a second heat exchange section 2b through which the dielectric heat transfer fluid flows. Heat exchange occurs between the first heat exchange section 2a and the second heat exchange section 2b of the second two-fluid heat exchanger 2.

[0076] Each two-fluid heat exchanger 1, 2 allows for heat exchange between two fluids, each circulating in a closed circuit. The first two-fluid heat exchanger 1 is separate from the second two-fluid heat exchanger 2. In other words, the first two-fluid heat exchanger 1 and the second two-fluid heat exchanger 2 do not share any common sections.

[0077] The heat transfer fluid circuit 13 comprises a primary circulation loop 13A, which includes successively, according to a direction of heat transfer fluid circulation: - the first two-fluid exchanger 1, arranged jointly on the main refrigerant loop 11 A and on the primary heat transfer fluid circulation loop 13A so as to allow heat exchange between the refrigerant and the heat transfer fluid, - a seventh heat exchanger 7 configured to exchange heat with an interior airflow Fi to the vehicle's passenger compartment.

[0078] The heat transferred from the refrigerant to the heat transfer fluid at the first two-fluid heat exchanger 1 can thus be dissipated into the interior airflow Fi, thereby heating the passenger compartment. Furthermore, the heat recovered from the outside airflow Fe by the dielectric heat transfer fluid at the sixth heat exchanger 6 can be transferred to the interior airflow Fi within the passenger compartment, also heating the passenger compartment. This energy recovery can be achieved even at very low ambient temperatures because the dielectric heat transfer fluid typically has a low viscosity. The climate control system can therefore provide heating for the passenger compartment even in low ambient temperatures.

[0079] The heat transfer fluid circuit 13 includes a branch 13B connected to the primary loop 13A in parallel with the first two-fluid heat exchanger 1. This branch 13B includes an eighth heat exchanger 8 configured to exchange heat with an outside airflow Fe into the vehicle's passenger compartment. This branch 13B and the associated heat exchanger 8 allow the heat of condensation of the refrigerant to be dissipated into the outside airflow Fe, for example, when cooling of one or more components of the vehicle's powertrain is required.

[0080] The branch branch 13B of the heat transfer fluid circuit 13 connects a first connection point 71 arranged on the primary loop 13A of the heat transfer fluid circuit 13 between a first inlet / outlet of the first two-fluid exchanger 1 and a first inlet / outlet of the eighth heat exchanger 8 to a second connection point 72 arranged on the primary loop 13A of the heat transfer fluid circuit 13 between a second inlet / outlet of the eighth heat exchanger 8 and a second inlet / outlet of the first two-fluid exchanger 1.

[0081] The refrigerant circuit 11 includes a bypass branch 11B arranged in parallel with the first expansion device 31 and the second two-fluid heat exchanger 2. This bypass branch 11B comprises, successively, a second expansion device 32 and a ninth heat exchanger 9 configured to exchange heat with an interior airflow Fi to the vehicle passenger compartment. This bypass branch 11B and the associated heat exchanger 9 cool the vehicle passenger compartment by evaporating refrigerant at low pressure.

[0082] The branch branch 11B of the refrigerant circuit 11 connects a first connection point 51 located on the main loop 11A downstream of the first two-fluid heat exchanger 1 and upstream of the second two-fluid heat exchanger 2 to a second connection point 52 located on the main loop 11A downstream of the second two-fluid heat exchanger 2 and upstream of the compression device 15. The branch branch 11B includes a second expansion device 32 located upstream of a ninth heat exchanger 9.

[0083] The first branch branch 12B of the dielectric heat transfer fluid circuit 12 connects a first connection point 61 arranged on the primary loop 12A of the dielectric heat transfer fluid circuit 12 between a first inlet / outlet of the second two-fluid exchanger 2 and a first inlet / outlet 3a of the third heat exchanger 3 to a second connection point 62 arranged on the primary loop 12A of the dielectric heat transfer fluid circuit 12 between a second inlet / outlet 3b of the third heat exchanger 3 and a second inlet / outlet of the dielectric heat transfer fluid of the second two-fluid exchanger 2.

[0084] The second branch 12C of the dielectric heat transfer fluid circuit 12 connects a third connection point 63 arranged on the primary loop 12A of the dielectric heat transfer fluid circuit 12 between the second bifluid exchanger 2 and the first connection point 61 to a fourth connection point 64 arranged on the primary loop 12A of the dielectric heat transfer fluid circuit 12 between the second connection point 62 and the second bifluid exchanger 2.

[0085] More specifically, the third connection point 63 is located on the primary loop 12A between the first inlet / outlet of the dielectric heat transfer fluid of the second two-fluid exchanger 2 and the first connection point 61. The fourth connection point 64 is located on the primary loop 12A between the second connection point 62 and the second inlet / outlet of the dielectric heat transfer fluid of the second two-fluid exchanger 2.

[0086] The sixth heat exchanger 6 is positioned upstream of the eighth heat exchanger 8, in the direction of the outside air flow Fe. ninth heat exchanger 9 is arranged upstream of the seventh heat exchanger 7 in a direction of flow of the internal air flow Fi.

[0087] The primary loop 12A of the dielectric heat transfer fluid circuit 12 includes a first circulation pump 21. The first circulation pump 21 is configured to circulate the dielectric heat transfer fluid from the second two-fluid heat exchanger 2 to the third heat exchanger 3. The first circulation pump 21 is located between the fourth connection point 64 of the dielectric heat transfer fluid circuit 12 and the second two-fluid heat exchanger 2.

[0088] According to one mode of operation, the dielectric heat transfer fluid at the outlet of the first circulation pump 21 circulates successively in the two-fluid exchanger 2, divides into a flow which circulates in the third heat exchanger 3 and a complementary flow which circulates successively in the fourth heat exchanger 4 and the fifth heat exchanger 5, the two flows joining before returning to the inlet of the first circulation pump 21.

[0089] According to one mode of operation, the dielectric heat transfer fluid at the outlet of the first circulation pump 21 circulates successively in the two-fluid exchanger 2, divides into a flow which circulates towards the third heat exchanger 3 as well as towards the fourth heat exchanger 4 and the fifth heat exchanger 5, and a complementary flow which circulates in the second branch of bypass 12C towards the sixth heat exchanger 6, the two flows joining before returning to the inlet of the first circulation pump 21.

[0090] The primary loop 13A of the heat transfer fluid circuit 13 includes a second circulation pump 22. The second circulation pump 22 is configured to circulate the heat transfer fluid from the first two-fluid heat exchanger 1 to the seventh heat exchanger 7. The second circulation pump 22 is located here between the second connection point 72 of the heat transfer fluid circuit 13 and the first two-fluid heat exchanger 1.

[0091] According to the example shown, the primary loop 12A of the dielectric heat transfer fluid circuit 12 includes a third circulation pump 23 configured to pass the dielectric heat transfer fluid from the third heat exchanger 3 to the sixth heat exchanger 6 without passing through the second two-fluid exchanger 2. The third circulation pump 23 is arranged between the fourth connection point 64 of the dielectric heat transfer fluid circuit 12 and the second connection point 62 of the dielectric heat transfer fluid circuit 12.

[0092] Figure 2 represents a variant of the thermal conditioning system 100 comprising an internal heat exchanger. The main refrigerant loop 11A includes an internal heat exchanger 10 having a first heat exchange section 10a located downstream of the first two-fluid exchanger 1 and upstream of the second two-fluid exchanger 2 and a second heat exchange section 10b located downstream of the second two-fluid exchanger 2 and upstream of the compression device 15, the internal heat exchanger 10 being configured to allow heat exchange between the refrigerant in the first heat exchange section 10a and the refrigerant in the second heat exchange section 10b.

[0093] According to this variant of the heat transfer fluid system 100, the primary heat transfer fluid loop 13A includes an electric heating device 16 configured to selectively heat the heat transfer fluid. The electric heating device 16 can be selectively activated by the electronic control unit of the heat transfer fluid system. The electric heating device 16 thus accelerates the heating of the heat transfer fluid.

[0094] According to the embodiment illustrated in Figures 2 to 5, the dielectric heat transfer fluid circuit 12 includes a first three-way valve 26 arranged jointly on the primary loop 12A and on the first branch 12B. A single component thus makes it possible to regulate the respective flow rate in two different parts of the dielectric heat transfer fluid circuit 12, namely the primary loop 12A containing the third heat exchanger 3 and the first branch 12B containing the fourth heat exchanger 4 and the fifth heat exchanger 5.

[0095] The first three-way valve 26, for example, is a proportional valve. The first three-way valve 26 is thus configured to allow for a distribution The flow rate from the first inlet / outlet is continuous, flowing through a second inlet / outlet and a third inlet / outlet. The flow rate from the second inlet / outlet can vary continuously between zero and equal to the flow rate entering through the first inlet / outlet. The flow rate from the third inlet / outlet is equal to the flow rate entering through the first inlet / outlet minus the flow rate exiting through the second inlet / outlet.

[0096] The first connection point 61 of the dielectric heat transfer fluid circuit 12 is part of the first three-way valve 26. Two of the three inlets / outlets of the first three-way valve 26 are part of the primary loop 12A and the last inlet / outlet is part of the first branch branch 12B.

[0097] The dielectric heat transfer fluid circuit 12 here includes a second three-way valve 27 located on both the primary loop 12A and the second branch 12C. This second three-way valve 27 is preferably a proportional valve. A single valve thus allows the flow rate to be regulated in two different parts of the dielectric heat transfer fluid circuit 12, namely the primary loop 12A and the second branch 12C. The third connection point 63 of the dielectric heat transfer fluid circuit 12 is part of this second three-way valve 27.

[0098] The heat transfer fluid circuit 13 includes a third three-way valve 28 located on both the primary loop 13A and the bypass branch 13B. A single valve thus allows the flow rate to be regulated in two different parts of the heat transfer fluid circuit 13, namely the primary loop 13A and the bypass branch 13B. The third three-way valve 28 is preferably a proportional valve. The first connection point 71 of the heat transfer fluid circuit 13 is part of the third three-way valve 28.

[0099] According to unshown variants, the heat transfer fluid circuit 13 may have two-way valves instead of the third three-way valve 28. Similarly, the dielectric heat transfer fluid circuit 12 may have two-way valves instead of the first three-way valve 26 and the second three-way valve 27. According to another variant, the eighth heat exchanger 8 is positioned upstream of the sixth heat exchanger 6 in the direction of the outside air flow Fe. The eighth heat exchanger 8 can then be used like a hot mask for defrosting, in particular by using the electric heating device 16 to heat the heat transfer fluid.

[0100] The main loop 1 1 A of the refrigerant circuit 1 1 includes a refrigerant accumulation device 17 located downstream of the second two-fluid exchanger 2 and upstream of the compression device 15.

[0101] When the thermal conditioning system includes an internal heat exchanger, the refrigerant fluid storage device 17 is located upstream of the second heat exchange section 10b of the internal exchanger 10. The refrigerant fluid storage device 17 is thus located downstream of the second connection point 52 and upstream of the second heat exchange section 10b of the internal exchanger 10.

[0102] Figure 3 illustrates the operating method of a thermal conditioning system 100 as described above, in a passenger compartment heating mode. In this operating mode: - the refrigerant flows through the compression device 15 where it passes through high pressure, and flows successively through the first two-fluid exchanger 1 where it gives up heat to the heat transfer fluid, through the first expansion device 31 where it passes through low pressure, through the second two-fluid exchanger 2 where it absorbs heat from the dielectric heat transfer fluid, and returns to the compression device 15. - The dielectric heat transfer fluid circulates in the second two-fluid exchanger 2 where it transfers heat to the refrigerant, and separates into: -- a first flow Q1 circulating in the primary loop 12A and -- a second flow Q2 circulating in the second branch of the bypass 12C, the second flow Q2 circulating in the sixth heat exchanger 6 where it absorbs heat from the outside air flow Fe, the first flow Q1 divides into a third flow Q3 circulating in the third heat exchanger 3 where it absorbs heat, and a fourth flow Q4 circulating successively in the fourth heat exchanger 4 where it absorbs heat, and in the fifth heat exchanger 5 where it absorbs heat, the third flow Q3 and the fourth flow Q4 rejoin and then rejoin the second flow rate Q2. - the heat transfer fluid circulates in the first two-fluid exchanger 1 where it receives heat from the refrigerant fluid, and circulates in the seventh heat exchanger 7 where it gives up heat to the internal airflow Fi.

[0103] In Figure 3, as well as in Figures 4 and 5, the portions of the circuit traversed by a fluid are represented by thick solid lines, and the portions of the circuit which are not traversed by a fluid are represented by thin dashed lines.

[0104] In this operating mode, a flow of high-temperature, high-pressure refrigerant condenses in the first two-fluid heat exchanger 1. The heat of condensation is thus transferred to the heat transfer fluid. The heat transfer fluid circulates in the seventh heat exchanger 7. The interior airflow Fi to the passenger compartment is thereby heated. The condensed refrigerant is expanded in the first expansion valve 31 and evaporated in the second two-fluid heat exchanger 2, then passes through the storage device 17 and returns to the inlet 15a of the compressor 15. The heat required for the evaporation of the refrigerant is drawn from the dielectric heat transfer fluid. A portion of the dielectric heat transfer fluid, i.e., the third flow Q3, receives heat released by the operation of the battery at the third heat exchanger 3.Similarly, a portion of the dielectric heat transfer fluid, namely the fourth flow Q4, receives heat from the electronic control unit 42 at the fourth heat exchanger 4, and also receives heat from the electric motor 43 at the fifth heat exchanger 5. The second flow of dielectric heat transfer fluid, Q2, receives heat from the outside airflow Fe at the sixth heat exchanger 6. Controlling the total flow rate Q of the dielectric heat transfer fluid, as well as the distribution of this total flow rate Q between the first flow Q1 and the second flow Q2, allows for control of the amount of heat recovered from the various components of the powertrain and the amount of heat extracted from the outside air. This distribution is controlled by the first three-way valve 26. The flow rate is controlled by the circulation pumps.This operating mode offers good efficiency even at temperatures below 0°C due to the low viscosity of the dielectric heat transfer fluid.

[0105] Figure 4 illustrates an operating method of a thermal conditioning system 100 as described previously, in a mode of traction chain cooling. In this operating mode: - the refrigerant flows through the compression device 15 where it passes through high pressure, and flows successively through the first two-fluid exchanger 1 where it gives up heat to the heat transfer fluid, through the first expansion device 31 where it passes through low pressure, through the second two-fluid exchanger 2 where it absorbs heat from the dielectric heat transfer fluid, and returns to the compression device 15. - the dielectric heat transfer fluid circulates in the second two-fluid exchanger 2 where it gives up heat to the refrigerant fluid, and divides into a first flow Q1' circulating in the third heat exchanger 3 where it absorbs heat, and a second flow Q2' circulating successively in the fourth heat exchanger 4 where it absorbs heat and in the fifth heat exchanger 5 where it absorbs heat, the second flow Q2' joining the first flow Q1'. - the heat transfer fluid circulates in the first two-fluid exchanger 1 where it receives heat from the refrigerant fluid, and circulates in the eighth heat exchanger 8 where it gives up heat to the outside air flow Fe.

[0106] In this operating mode, a flow of high-temperature, high-pressure refrigerant condenses in the first two-fluid heat exchanger 1. The heat of condensation is thus transferred to the heat transfer fluid. The heat transfer fluid circulates in the eighth heat exchanger 8 and dissipates this heat into the outside air stream Fe. The condensed refrigerant is expanded in the first expansion valve 31 and evaporated in the second two-fluid heat exchanger 2, then passes through the storage device 17 and returns to the inlet 15a of the compressor 15. The heat required for the evaporation of the refrigerant is drawn from the dielectric heat transfer fluid, which is thus cooled. A portion of the dielectric heat transfer fluid, i.e., the first flow Q1', absorbs heat from the coil in the third heat exchanger 3, thereby cooling the coil.Similarly, part of the dielectric heat transfer fluid, i.e. the second flow Q2', absorbs heat from the electronic control unit 42 at the fourth exchanger 4, and also absorbs heat from the electric motor 43 at the fifth exchanger 5. The first flow Q1' of fluid. dielectric heat transfer fluid, circulating in the primary loop 12A, and the second flow Q2', circulating in the bypass branch 12B, join at the second connection point 62. Downstream of the second connection point 62, the total flow Q' of dielectric heat transfer fluid passes successively through the third pump 23 and the second pump 21.

[0107] The electronic control unit 42 and the electric motor 43 are thus cooled. Control of the total flow rate Q' of dielectric heat transfer fluid, as well as control of the distribution between the first flow rate Q1' and the second flow rate Q2', allows adjustment of the amount of heat extracted from the various components of the drive train, and thus the cooling of these components. The distribution between the first flow rate Q1' and the second flow rate Q2' is achieved by the second three-way valve 27. The total flow rate is controlled by the circulation pumps 21 and 23. The first three-way valve 26 prevents the circulation of dielectric heat transfer fluid in the second branch of the bypass 12C. The third three-way valve 28 prevents the circulation of heat transfer fluid in the portion of the primary loop 13A containing the seventh heat exchanger 7.The second expansion device 32 is in the closed position, so that all the refrigerant flow circulates in the main loop 1 1 A, and the ninth heat exchanger 9 is not traversed by the refrigerant.

[0108] Figure 5 illustrates the operating method of a thermal conditioning system 100, as described previously, in a powertrain and passenger compartment cooling mode. In this operating mode: - the refrigerant circulates in the compression device 15 where it is subjected to high pressure, and then circulates successively in the first two-fluid heat exchanger 1 where it transfers heat to the heat transfer fluid, and is divided into: -- a first flow QR1 of refrigerant circulates in the first expansion device 31 where it passes at low pressure, into the second two-fluid exchanger 2 where it absorbs heat from the dielectric heat transfer fluid, -- a second flow QR2” of refrigerant circulates in the second expansion device 32 where it passes at low pressure, into the ninth heat exchanger 9 where it absorbs heat from the internal airflow Fi, the first flow QR1” of refrigerant and the second flow QR2” of refrigerant join before returning to the compression device 15. - the dielectric heat transfer fluid circulates in the second two-fluid exchanger 2 where it gives up heat to the refrigerant, and divides into a first flow Q1” circulating in the third heat exchanger 3 where it absorbs heat, and a second flow Q2” circulating successively in the fourth heat exchanger 4 where it absorbs heat and in the fifth heat exchanger 5 where it absorbs heat, the second flow Q2” joining the first flow Q1”. - the heat transfer fluid circulates in the first two-fluid exchanger 1 where it receives heat from the refrigerant fluid, and circulates in the eighth heat exchanger 8 where it gives up heat to the outside air flow Fe.

[0109] This operating mode differs from the previous operating mode in that the refrigerant circulates in parallel in the second two-fluid exchanger 2 and in the ninth heat exchanger 9. The distribution of the total refrigerant flow between the first flow QR1” and the second flow QR2” is achieved by controlling the respective opening position of the first expansion valve 31 and the second expansion valve 32.

[0110] Numerous other operating modes, not illustrated, are possible. For example, a mode of dehumidifying the passenger compartment air is possible by simultaneously circulating a flow of refrigerant fluid in the ninth exchanger 9 and a flow of heat transfer fluid in the seventh exchanger 7.

Claims

Demands

1. Thermal conditioning system (100) for electric or hybrid motor vehicles, comprising: - a refrigerant circuit (11) comprising a main circulation loop (11A) comprising successively, according to a direction of refrigerant circulation: -- a compression device (15), -- a first two-fluid heat exchanger (1 ), arranged jointly on the main loop (1 1 A) of refrigerant fluid and on a heat transfer fluid circuit (13) so as to allow heat exchange between the refrigerant fluid and the heat transfer fluid, -- a first expansion valve (31 ), -- a second two-fluid heat exchanger (2), - a dielectric heat transfer fluid circuit (12), comprising: -- a primary circulation loop (12A), comprising successively, according to a direction of circulation of the dielectric heat transfer fluid: — the second two-fluid exchanger (2), arranged jointly on the main loop (11 A) of refrigerant fluid and on the primary loop (12A) of dielectric heat transfer fluid so as to allow heat exchange between the refrigerant fluid and the dielectric heat transfer fluid, — a third heat exchanger (3) configured to be thermally coupled to a first element (41) of an electric powertrain of the vehicle, -- a first branch branch (12B) connected to the primary loop (12A) in parallel with the third heat exchanger (3), the first branch branch (12B) comprising a fourth heat exchanger (4) configured to be thermally coupled to a second element (42) of the vehicle's electric powertrain and a fifth heat exchanger (5) configured to be thermally coupled to a third element (43) of the vehicle's electric powertrain, -- a second branch branch (12C) connected to the primary loop (12A) in parallel with the second two-fluid exchanger (2), the second branch branch (12C) comprising a sixth heat exchanger (6) configured to exchange heat with an outside airflow (Fe) to a vehicle cabin.

2. Thermal conditioning system (100) according to claim 1, in which the heat transfer fluid circuit (13) comprises a primary circulation loop (13A) comprising successively, in a direction of heat transfer fluid circulation: - the first two-fluid exchanger (1 ), arranged jointly on the main loop (1 1 A) of refrigerant fluid and on the primary loop (13A) of heat transfer fluid circulation so as to allow heat exchange between the refrigerant fluid and the heat transfer fluid, - a seventh heat exchanger (7) configured to exchange heat with an interior airflow (Fi) to the vehicle's passenger compartment.

3. Thermal conditioning system (100) according to claim 1 or 2, wherein the heat transfer fluid circuit (13) includes a bypass branch (13B) connected to the primary loop (13A) in parallel with the first two-fluid exchanger (1), the bypass branch (13B) including an eighth heat exchanger (8) configured to exchange heat with an outside airflow (Fe) to the vehicle's passenger compartment.

4. Thermal conditioning system (100) according to any one of the preceding claims, wherein the refrigerant circuit (11) comprises a bypass branch (11B) arranged in parallel with the first expansion device (31) and the second two-fluid exchanger (2), the bypass branch (11B) comprising successively a second expansion device (32) and a ninth heat exchanger (9) configured to exchange heat with an interior airflow (Fi) to the vehicle's passenger compartment.

5. Thermal conditioning system (100) according to any one of the preceding claims, wherein the primary loop (12A) of the dielectric heat transfer fluid circuit (12) includes a first circulation pump (21).

6. Thermal conditioning system (100) according to any one of the preceding claims in combination with claim 2, wherein the primary loop (13A) of the heat transfer fluid circuit (13) includes a second circulation pump (22).

7. Thermal conditioning system (100) according to any one of the preceding claims, wherein the primary loop (12A) of the dielectric heat transfer fluid circuit (12) includes a third circulation pump (23) configured to move the dielectric heat transfer fluid from the third heat exchanger (3) to the sixth heat exchanger (6) without passing through the second two-fluid exchanger (2).

8. Thermal conditioning system (100) according to any one of the preceding claims, wherein the main refrigerant loop (11 A) comprises an internal heat exchanger (10) having a first heat exchange section (10a) disposed downstream of the first two-fluid exchanger (1) and upstream of the second two-fluid exchanger (2) and a second heat exchange section (10b) disposed downstream of the second two-fluid exchanger (2) and upstream of the compression device (15), the internal heat exchanger (10) being configured to permit heat exchange between the refrigerant in the first heat exchange section (10a) and the refrigerant in the second heat exchange section (10b).

9. Thermal conditioning system (100) according to any one of claims 3 to 8, wherein the dielectric heat transfer fluid circuit (12) comprises a first three-way valve (26) jointly disposed on the primary loop (12A) and on the first branch (12B), a second three-way valve (27) jointly disposed on the primary loop (12A) and on the second branch (12C), and wherein the heat transfer fluid circuit (13) comprises a third three-way valve (28) jointly disposed on the primary loop (13A) and on the branch (13B).

10. A method of operating a thermal conditioning system (100) according to any one of claims 2 to 9 in combination with claims 5 and 6, in a passenger compartment heating mode, wherein: - the refrigerant circulates in the compression device (15) where it passes through a high-pressure channel, and circulates successively in the first two-fluid heat exchanger (1) where it transfers heat to the heat transfer fluid, in the first expansion device (31) where it passes through a low-pressure channel, in the second two-fluid heat exchanger (2) where it absorbs heat from the dielectric heat transfer fluid, and returns to the compression device (15), - The dielectric heat transfer fluid circulates in the second two-fluid heat exchanger (2) where it transfers heat to the refrigerant, and is divided into: -- a first flow (Q1) circulating in the primary loop (12A) and -- a second flow (Q2) circulating in the second bypass branch (12C), the second flow circulating in the sixth heat exchanger (6) where it absorbs heat from the outside air flow (Fe), the first flow (Q1) dividing into a third flow (Q3) circulating in the third heat exchanger (3) where it absorbs heat, and a fourth flow (Q4) circulating successively in the fourth heat exchanger (4) where it absorbs heat, and in the fifth heat exchanger (5) where it absorbs heat, the third flow (Q3) and the fourth flow (Q4) joining and then joining the second flow (Q2), - the heat transfer fluid circulates in the first two-fluid exchanger (1) where it receives heat from the refrigerant fluid, and circulates in the seventh heat exchanger (7) where it gives up heat to the internal airflow (Fi).

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