System and method for thermal management of a motor vehicle comprising an electric drive train and a fuel cell

Abstract

TITLE: System and method for thermal management of a motor vehicle comprising an electric drive chain and a fuel cell Thermal treatment system (1) of a motor vehicle comprising an electric drive chain and a fuel cell device (21), the system comprising a first circuit (10) for circulating a refrigerant fluid comprising at least one component of the electric drive chain and a first heat exchanger (14), a second circuit (20) for circulating a fluid comprising the fuel cell device (21) and a second heat exchanger (22), the system comprising a first heat exchanger (40) configured to implement a heat exchange between the first circuit (10) and the second circuit (20). Abstract figure: Figure 2

Description

Title of the invention: System and method for thermal management of a motor vehicle comprising an electric drive chain and a fuel cell

[0001] The invention relates to a system for heat treatment of a motor vehicle, in particular a vehicle comprising an electric drive chain and more particularly an electrically powered vehicle. The invention also relates to a motor vehicle equipped with said system. The invention also relates to a method for heat treatment of a motor vehicle.

[0002] One of the main issues to be addressed for electric vehicles is to offer the user autonomy, a range and a travel time approaching those of thermal vehicles, comprising an internal combustion engine, while maintaining suitable battery sizes. To this end, it is known to limit the size of the batteries so as to make them suitable for autonomy constraints required for 90 to 95% of journeys and to integrate a fuel cell into the vehicle to supplement the electric powertrain in order to carry out the rest of the journeys and maintain travel times similar to those of vehicles with internal combustion engines.

[0003] The use of fuel cells is accompanied by numerous technical problems relating to the heat treatment and the management of the heat treatment of the vehicle. Indeed, it is necessary to ensure the heat treatment of both the fuel cell and the electric drive train. However, the heat treatment of the fuel cell cannot be carried out using fluids or coolants conventionally used for the heat treatment of the powertrain, the battery and / or power electronics elements included in the drive train. It is therefore not possible to simply integrate such a fuel cell into an existing circuit or system for heat treatment of the electric drive train.

[0004] Also, the heat treatment of the electric drive chain must be carried out at lower temperatures than the heat treatment carried out at the fuel cell level.

[0005] Additionally, it is necessary to provide an integration of the fuel cell adapted to thermal treatments carried out when the vehicle is cold or when the outside temperatures are low, that is to say in a “cold environment”, corresponding to conditions in which, due to the low temperature, the performance of the battery is significantly degraded and in which it is necessary to implement the heating of all or part of the electric drive chain.

[0006] Finally, it is necessary to optimize the overall energy consumption of the vehicle between the thermal treatment of the battery, the passenger compartment thermal comfort and the energy consumption by the fuel cell and the battery. Indeed, the electric powertrain of an electric vehicle generates few calories when driving compared to internal combustion engines. The energy to be recovered is therefore not systematically sufficient to maintain the passenger compartment at the desired comfort temperatures while maintaining the battery at optimal operating temperatures.

[0007] Document WO2021170213 discloses an exemplary embodiment of a thermal treatment system for a motor vehicle comprising a fuel cell.

[0008] The invention falls within this context and aims to provide a system and a method for heat treatment of a motor vehicle remedying the above drawbacks. In particular, the invention proposes a system for heat treatment of a motor vehicle comprising a ventilation, heating and / or air conditioning installation, a fuel cell device and an electric drive chain comprising an electric powertrain of the vehicle, at least one power electronics element and an electric drive battery, the heat treatment system comprising: - a first circuit for circulating a refrigerant fluid comprising at least one of the components of the electric drive chain, in particular the electric powertrain of the vehicle, one or more power electronics element(s) and / or the electric drive battery, the first circuit further comprising a first heat exchanger configured to implement a heat exchange between the refrigerant fluid and an air flow outside the vehicle; - a second circuit for circulating a fluid, in particular a deionized fluid, comprising the fuel cell device and a second heat exchanger configured to implement a heat exchange between the refrigerant fluid and an air flow outside the vehicle; and - a first heat exchanger configured to implement a heat exchange between the first circuit and the second circuit.

[0009] The heat treatment system may comprise a third circuit for circulating a cooling fluid, separate from the first circuit and the second circuit and included in the ventilation, heating and / or air conditioning installation, the system comprising a second heat exchanger configured to implement a heat exchange between the first circuit and the third circuit.

[0010] The first circuit may comprise: - a first loop comprising the electric powertrain and at least one power electronics element; and / or - a second loop comprising the electric motor battery or a water-water heat exchanger configured to implement a heat exchange with an additional loop comprising the electric motor battery.

[0011] Optionally, the heat treatment system may comprise a plurality of components of the drive chain, the at least one power electronics element being able to be arranged upstream of the electric powertrain according to a direction of circulation of the refrigerant fluid and / or the at least one power electronics element being able to be selected from an on-board charger, a DC-DC converter and / or an inverter.

[0012] The first circuit may optionally comprise a plurality of power electronic elements comprising successively, according to a direction of circulation of the refrigerant fluid, at least one on-board charger and / or a DC-DC converter then an inverter.

[0013] Also, within the heat treatment system:

[0014] - the first circuit may comprise a first solenoid valve, configured to directing the refrigerant fluid selectively to the first heat exchanger or to bypass it according to a heat treatment mode implemented; and / or - the first circuit may comprise a second solenoid valve, configured to direct the refrigerant fluid selectively towards the first heat exchanger or to bypass it according to a heat treatment mode implemented; and / or - the second circuit may comprise a third solenoid valve, configured to direct the deionized fluid selectively towards the second heat exchanger or to bypass it according to a heat treatment mode implemented.

[0015] Optionally, the first heat exchanger can be arranged: - upstream of the second heat exchanger and / or the first heat exchanger along a direction of circulation of the refrigerant fluid; and / or

[0016] - downstream of at least one component of the electric drive chain, in particular of at least one power electronic element and / or the powertrain.

[0017] The first circuit may comprise the electric drive battery and the first heat exchanger may then be arranged upstream of the latter and / or of the second heat exchanger depending on the direction of flow of the refrigerant fluid. Additionally or alternatively, the first heat exchanger may be arranged downstream of the fuel cell device depending on the direction of circulation of the fluid in the second circuit.

[0018] In particular, the first heat exchanger can be arranged downstream of the second solenoid valve and / or a second bypass branch of the first heat exchanger may be arranged downstream of the second solenoid valve, depending on the direction of circulation of the refrigerant fluid in the first circuit.

[0019] In particular, the first circuit may comprise a first reservoir, in particular a circulating or non-circulating jar, and / or the second circuit may comprise a second reservoir, in particular a circulating or non-circulating jar.

[0020] The invention also relates to an electrically powered motor vehicle comprising a ventilation, heating and / or air conditioning installation, a fuel cell device (and an electric drive train comprising the electric powertrain, the at least one power electronics element and / or the electric drive battery, the vehicle comprising a heat treatment system according to the invention, at least one member for measuring a temperature of a component of the electric drive train and at least one device for controlling the circulation of the refrigerant fluid in the first circuit and the circulation of the deionized fluid in the second circuit.

[0021] The invention finally relates to a method for heat treatment of a motor vehicle according to the invention, the method comprising:

[0022] - a step of measuring a temperature of at least one of the components of the first circuit and / or the second circuit, in particular one of the components of the electric drive chain and / or the fuel cell device, via the at least one measuring member;

[0023] - a step of determining a heat treatment mode to be applied;

[0024] - a step of applying the heat treatment mode determined by adjustment of the circulation of the refrigerant fluid in the first circuit and / or of the circulation of the deionized fluid in the second circuit by means of the control device.

[0025] Other details, characteristics and advantages will emerge more clearly on reading the detailed description given below, for informational and non-limiting purposes, in relation to the various exemplary embodiments illustrated in the following figures:

[0026] [Fig.l] is a simplified schematic representation of an exemplary embodiment of a vehicle equipped with a heat treatment system.

[0027] [Fig.2] is a schematic representation of an exemplary embodiment of the heat treatment system.

[0028] [Fig. 3] is a schematic representation of an exemplary execution of a first operating mode of the heat treatment system.

[0029] [Fig.4] is a schematic representation of an example of execution of a second mode of operation of the heat treatment system.

[0030] [Fig.5] is a schematic representation of an exemplary execution of a third mode of operation of the heat treatment system.

[0031] [Fig.6] is a schematic representation of an exemplary execution of a fourth operating mode of the heat treatment system.

[0032] [Fig.7] is a schematic representation of an example of execution of a fifth mode of operation of the heat treatment system.

[0033] [Fig.8] is a schematic representation of an alternative embodiment of the heat treatment system of [Fig.2].

[0034] Figures 1 and 2 schematically illustrate a motor vehicle 100 equipped with an embodiment of a heat treatment system 1. The vehicle 100 can be of any type, that is to say it can be a private vehicle, a utility vehicle, a truck or a bus. Also, the vehicle 100 can be an autonomous or non-autonomous vehicle.

[0035] In particular, the vehicle 100 is electrically powered. In this sense, it comprises an electric drive chain comprising an electric powertrain 11 of the vehicle 100, at least one power electronics element 12 and an electric drive battery 13, also capable of being described as a “battery”, “battery module” or even “battery pack” in English, allowing the storage of electrical energy and the supply of at least one component of the drive chain with such electrical energy.

[0036] The vehicle 100 also comprises a ventilation, heating and / or air conditioning installation 2 for the passenger compartment allowing the thermal treatment of an air flow sent towards a passenger compartment of the vehicle 100 so as to heat or cool the latter.

[0037] Furthermore, the vehicle 100 comprises a fuel cell device 21 comprising at least one fuel cell, in particular a hydrogen fuel cell, configured to supplement the capacities of the electric drive battery 13 and to give the vehicle 100 additional autonomy, in addition to the autonomy provided by said battery 13. The fuel cell device 21 comprises one or more fuel cells of limited size and power, so as to limit the addition of mass to the motor vehicle 100. In particular, the fuel cell or cells considered have a power less than or equal to 50kW, or even 30kW. Exemplary embodiments of the fuel cell device 21 will be explained in more detail below.

[0038] Generally, the heat treatment system 1 comprises a first circuit 10 for circulating a refrigerant fluid, such as glycolated water, comprising at least a portion of the electric drive chain of the vehicle 100. In this case, the first circuit 10 comprises, among the components of the drive chain, the electric powertrain 11 of the vehicle 100, the at least one power electronics element 12 and the electric drive battery 13.

[0039] The first circuit 10 also comprises a first heat exchanger 14 configured to implement a heat exchange between the refrigerant fluid and a outside air flow FAI' to the vehicle 100. In particular, the first heat exchanger 14 may act as a radiator, i.e. it is configured to transfer calories to the outside air flow FAI' so as to allow the cooling of the refrigerant fluid and, by extension, of all or part of the components arranged on the first circuit 10. In particular, the first heat exchanger 14 is a low-temperature radiator, the refrigerant fluid having, for example, temperatures less than or equal to 60°C, or even 55°C at said first heat exchanger 14. Also, the first heat exchanger 14 may optionally be arranged on the front of the vehicle 100 or in any suitable location.

[0040] The heat treatment system 1 also comprises a second circuit 20 for circulating a fluid, in particular a deionized fluid such as, for example, a mixture consisting by volume of 50% water and 50% deionized ethylene glycol, distinct from the refrigerant fluid circulating in the first circuit 10. The second circuit 20 comprises the fuel cell device 21 as explained above. The first circuit 10 and the second circuit 20 are thus fluidically independent closed circuits, that is to say that a fluid circulating in the first circuit 10 is not caused to circulate in the second circuit 20 and vice versa.

[0041] The second circuit 20 further comprises a second heat exchanger 22, configured to implement a heat exchange between the deionized fluid and an external air flow FAI” to the vehicle 100. In particular, the second heat exchanger 22 may act as a radiator, i.e. it is configured to transfer calories to the external air flow FAI” so as to allow the cooling of all or part of the components arranged on the second circuit 20, i.e. here the fuel cell device 21. In particular, the second heat exchanger 22 is a high-temperature radiator, the deionized fluid having, for example, temperatures greater than or equal to 65°C, or even greater than or equal to approximately 95°C, at said second heat exchanger 22.

[0042] In particular, the fluids of the first and second circuits 10, 20 are based on glycolated water, the glycol content of which varies depending on whether the fluid in question is intended for the first circuit 10 or the second circuit 20.

[0043] Also, the heat treatment system 1 according to the invention comprises a first heat exchanger 40 configured to implement a heat exchange between the first circuit 10 and the second circuit 20 and a second heat exchanger 50 configured to implement a heat exchange between the first circuit 10 and a circuit for circulating a cooling fluid included in the heating, ventilation and / or air conditioning installation of the vehicle 100, hereinafter called third circuit 30.

[0044] In this sense, optionally, the heat treatment system 1 can include the third circuit 30 for circulating a cooling fluid, for example a two-phase fluid. Such a third circuit 30 is particularly included in the ventilation, heating and / or air conditioning installation 2 which is intended to implement, at a given moment, the heat treatment of a passenger compartment of the vehicle 100. The third circuit can have any type of architecture conventionally implemented in a ventilation, heating and / or air conditioning installation 2, therefore, it will not be explained in detail. For example, the third circuit can include at least one exchanger 31, in particular an exchanger having the function of a condenser. Also, the third circuit 30 includes the second heat exchanger 50.

[0045] Throughout the description below, the terms “upstream”, “downstream”, “inlet” and “outlet” refer to a direction of circulation of the fluid specific to the circuit in question, illustrated by arrows. Also, terms such as “first”, “second” or even “primary” and “secondary” are intended to distinguish similar components and not to define a hierarchy within the present invention.

[0046] According to a preferred embodiment of the heat treatment system 1, illustrated in Figures 2 to 7, the first circuit 10 comprises a first branch 101 on which the electric powertrain 11 and the at least one power electronics element 12 are arranged. Additionally, the first circuit 10 comprises a second branch 102 comprising the electric motor battery 13 included in the drive chain of the vehicle 100. According to an alternative embodiment not shown, the second branch 102 may comprise a water-water heat exchanger configured to implement a heat exchange with an additional independent loop which comprises the electric battery 13.

[0047] In particular, the at least one power electronic element 12 is preferably arranged upstream of the electric powertrain 11 in the direction of circulation of the refrigerant fluid. Indeed, the power electronic elements conventionally have greater sensitivity to temperature variations than the electric powertrain 11.

[0048] Also, the at least one power electronics element 12 may be selected from an on-board charger 12a, a DC-DC converter 12b and / or an inverter 12c. The on-board charger 12a may in particular be a DC-DC converter charger 12b, or OBC+DCDC for “On Board Charger”. For example, the converter may be specific to the fuel cell device 21.

[0049] Advantageously, the first circuit 10 may comprise a plurality of power electronic elements 12. These are preferably arranged on the first branch 101 as previously explained. In addition, the plurality of power electronic elements 12 is preferably arranged upstream of the power unit 11 in the direction of circulation of the refrigerant fluid. According to an example illustrated embodiment, the plurality of electronic elements 12 is arranged in a particular order successively comprising, according to the direction of circulation of the refrigerant fluid, the on-board charger 12a then the DC-DC converter 12b then the inverter 12c. Such an arrangement allows the optimization of the heat treatment of these components and makes it possible to avoid “derating” situations depending on the life cases. Indeed, DC / DC chargers and converters are conventionally more sensitive to temperature increases and tend to give off fewer calories to the refrigerant fluid compared to the inverter 12c. It is therefore advantageous to place them upstream of the inverter 12c within the first circuit 10, and in particular the first branch 101. Also, temperature stresses tend to impact the power electronic elements 12 and their aging.For example, the heat treatment requirements of the inverter 12c are typically cyclical because they are linked to the power / torque requirements and demands of the powertrain 11. This results in significant temperature cycling which causes thermomechanical stress and, in the long term, a risk of thermal shock and premature aging. By positioning the on-board charger 12a upstream of the powertrain 11 and the inverter 12c, the on-board charger 12a is advantageously less stressed by temperature cycling since it is not stressed during the driving phase.

[0050] In the illustrated example, the first circuit 10 also comprises a third branch 103, comprising the first heat exchanger 14, a fourth branch 104 comprising the first heat exchanger 40 and / or a fifth branch 105 comprising the second heat exchanger 50.

[0051] The different branches are connected to each other so as to define different refrigerant circulation loops connected to each other, capable of implementing different heat treatment modes.

[0052] The circuit comprises in particular a first loop 110 on which are arranged at least the first heat exchanger 14, the powertrain 11 and the at least one power electronic element 12. In this case the first loop thus comprises at least the first branch 101 and the third branch 103.

[0053] The first circuit 10 also comprises a second loop 120 on which is at least arranged the second heat exchanger 50. In particular, in the illustrated embodiment, the second loop 120 comprises the electric drive battery 13 and the second heat exchanger 50. In other words, in the illustrated example, the second loop 120 comprises at least the second branch 102 and the fifth branch 105.

[0054] The first loop 110 and the second loop 120 may in particular be configured to be fluidically independent of each other as required. Thus, they can be arranged so that the electric drive battery 13 can be fluidically independent of the electric powertrain 11 and / or of the at least one power electronics element 12 by an architecture of the circuit in parallel of the first and second loops 110, 120, as illustrated in [Fig. 5]. Also, the first loop 110 and the second loop 120 can in particular be arranged so that the electric drive battery 13 can be fluidically connected to the electric powertrain 11 and / or to the at least one power electronics element 12 by an architecture of the circuit in series of the first and second loops 110, 120, as illustrated in [Fig. 4].

[0055] In particular, the first loop 110 and the second loop 120 are connected to each other so that, depending on the heat treatment mode implemented as described below, one of the first loop 110 and / or the second loop 120 may be in operation. In particular, the first loop 110 and the second loop 120 may operate at least partly independently of each other, that is to say that, for a defined mode, a portion of the refrigerant fluid of the first circuit 10 passes into the first loop 110 without joining the second loop 120 and vice versa.

[0056] In this sense, the first circuit 10 may also comprise at least one pump 15. In particular, each of the first loop 110 and the second loop 120 may comprise a pump 15 of its own. For example, a first pump 15a may be arranged upstream of the at least one power electronic element 12. In particular, the first pump 15a is included in the first loop 110, for example in the first branch 101. Also, a second pump 15b may be arranged upstream of the electric drive battery 13 and / or the second heat exchanger 50. In particular, the second pump 15b is included in the second loop 120, for example in the fifth branch 105 or in the second branch 102.

[0057] Additionally, the first circuit 10, and more particularly the second loop 120, may comprise a PTC thermistor 16, i.e. with a positive temperature coefficient, allowing the temperature of the refrigerant fluid to rise as required.

[0058] Furthermore, the first circuit 10 comprises at least one first reservoir 17. For example, the first reservoir 17 comprises a circulating or non-circulating jar. The presence of a circulating jar makes it possible in particular to improve the performance and duration of the filling and degassing procedures of the circuit. The first reservoir 17 may be arranged on the second loop 120, for example on the second branch 102 or, as illustrated, the fifth branch 105. Optionally, the first circuit 10 may comprise a plurality of reservoirs.

[0059] The first loop 110 and the second loop 120 are fluidically connected by a plurality of branches. For example, in the illustrated embodiment, the second loop 120 is connected to the first loop 110 via a connecting branch 106. The first loop 110 and the second loop 120 are also connected by a first bypass branch 107 of the first heat exchanger 14 on the one hand, and / or by a second bypass branch 108 of the first heat exchanger 40 on the other hand.

[0060] The first circuit 10 preferably comprises a plurality of solenoid valves configured to selectively direct the refrigerant fluid towards the different branches and / or loops, in particular so as to bypass or not a determined component of the first circuit 10. In the figures illustrated, each solenoid valve comprises one inlet and two possible outlets.

[0061] The first circuit 10 comprises in particular a first solenoid valve 18, configured to direct the refrigerant fluid selectively towards the first heat exchanger 14 or to bypass it depending on a heat treatment mode implemented. The first solenoid valve 18 can operate according to an ON / OFF principle, that is to say according to a principle of opening and closing access to a defined branch. Alternatively, the first solenoid valve 18 can be of the “proportional” type so as to ensure the circulation of the refrigerant fluid with more or less flow rate depending on the need. In this case, the first solenoid valve 18 is in particular connected to the third branch 103. In the example illustrated, the third solenoid valve is also connected to the first bypass branch 107.

[0062] The first circuit 10 also comprises a second solenoid valve 19, configured to direct the refrigerant fluid selectively towards the first heat exchanger 40 or to bypass it depending on the heat treatment mode implemented. Similar to the first solenoid valve 18, the second solenoid valve 19 can operate according to an ON / OFF principle or be of the “proportional” type. In this case, the second solenoid valve 19 is at least connected to the fourth branch 104 and to the second bypass branch 108. Also, the second solenoid valve 19 is connected to the first branch 101.

[0063] The following description sets out in more detail the architecture of the first circuit 10. It is understood that such an architecture is representative of a particular embodiment and that other connections of the branches and / or arrangements of the components may be envisaged as needed insofar as they do not affect the operation of the heat treatment system according to the invention. In the particular embodiment illustrated, one end of the first branch 101 is connected to the fourth branch 104 and to the second bypass branch 108 via the second solenoid valve 19 so that the outgoing refrigerant of the first branch 101 can selectively be sent to the first heat exchanger 40 or bypass said exchanger. The second bypass branch 108 joins the fourth branch 104 downstream of the first heat exchanger 40 at a first convergence point. The fourth branch 104 is, for its part, connected to the third branch 103 and to the first bypass branch 107, making it possible to bypass the first heat exchanger 14, via the first solenoid valve 18. The refrigerant fluid from the first branch 101, whether or not passing through the first heat exchanger 40, can thus be sent to the first heat exchanger 14, in particular so as to transfer calories to the outside air flow FAI' and thus be cooled. The refrigerant fluid then continues to circulate on the first loop 110.Additionally or alternatively, the refrigerant may be sent to the second loop 120 via the first bypass branch 107.

[0064] The first bypass branch 107 is connected to the second loop 120 at a second convergence point. The second branch 102, the fifth branch 105 and the first bypass branch 107 are thus connected at this point. The refrigerant fluid can then circulate in the second loop 120, comprising at least the second branch 102 and the fifth branch 105, and then be returned to the first loop 110 via the connecting branch 106. The first branch 101 is thus connected to the second loop 120 at a first divergence point and to the first loop 110 at a third convergence point.

[0065] As explained previously, the second circuit 20 comprises the fuel cell device 21. The fuel cell device 21 is arranged on a primary branch 201 of the second circuit 20. In general, the fuel cell device 21 is produced according to principles known to those skilled in the art. The fuel cell device 21, not detailed, may in particular comprise an internal loop which can be isolated from the rest of the second circuit 20 by means of a thermostat. The thermostat makes it possible in particular to limit the circulation of all or part of the deionized fluid to the internal loop for a period necessary for the temperature of the fuel cell to rise. The fuel cell device 21 may also comprise at least one of a pump, a PTC thermistor and / or a reservoir, for example of the circulating or non-circulating jar type as explained previously.

[0066] The first heat exchanger 40 is arranged downstream of the fuel cell device 21, in particular on the primary branch 201. The first heat exchanger 40 is also arranged upstream of the second heat exchanger 22. The second circuit 20 comprises, optionally but preferably, an auxiliary branch 210, connected to the primary branch 201 by a point of divergence and a point of convergence respectively arranged upstream and downstream of the first heat exchanger 40. Such an annex branch 210 allows the bypassing of the first heat exchanger 40 by a part of the deionized fluid so as to maintain the flow rate within the second circuit 20 and thus limit the pressure losses at the level of said exchanger.

[0067] The second circuit 20 also comprises a secondary branch 202, on which the second heat exchanger 22 is arranged, and a primary bypass branch 203, making it possible to bypass said second heat exchanger 22. The deionized fluid can thus bypass or not the second heat exchanger 22 as required. In this sense, the heat treatment system 1, and more particularly the second circuit 20, can comprise a third solenoid valve 23 configured to direct the refrigerant fluid selectively towards the second heat exchanger 22 or to bypass it depending on the heat treatment mode implemented. Preferably, the third solenoid valve 23 is of the “proportional” type.

[0068] Conventionally, the first circuit 10 and the second circuit 20 may each comprise sensors, in particular members 41 for measuring a temperature and / or a pressure of the fluid circulating in the circuit in question. [Fig. 2] illustrates examples of positioning a plurality of members 41 for measuring the temperature. For example, the measuring members 41 may be arranged on the first loop 110, for example at the level of the at least one power electronic element or each of the power electronic elements. Also, a measuring member may be arranged upstream of the first heat exchanger 14 and / or upstream of the electric drive battery 13. Members 41 for measuring the temperature may also be arranged on the second circuit 20 upstream of the second heat exchanger 22 and / or upstream of the fuel cell device 21 and / or upstream of the first heat exchanger 40.

[0069] Also, the second circuit 20 may comprise a second reservoir 24, in particular a circulating or non-circulating jar as previously described. Such a second reservoir 24 may be dedicated to degassing the second circuit 20. The second reservoir 24 may, for example, be arranged on the secondary branch 202 or on an ancillary branch 210', connected to the secondary branch 202.

[0070] The heat treatment system according to the invention thus allows, as required, heat exchanges between the first circuit 10 and the second circuit 20 on the one hand and between the first circuit 10 and the third circuit 30 on the other hand, allowing optimization of the redistribution of the calories generated by the vehicle 100. The heat treatment system is thus adapted to heat or cool the electric drive battery 13, one or more power electronic elements 12 and the powertrain 11 or to heat the passenger compartment via the second heat exchanger 50 while minimizing the electricity and hydrogen consumption required to implement the various heat treatments.

[0071] The invention also relates to a method for heat treatment of the motor vehicle 100. In other words, such a method can be considered as a method for operating or using a vehicle 100 equipped with the heat treatment system 1 according to the invention. Alternatively, such a method corresponds to a method for operating or using the heat treatment system 1.

[0072] The method comprises a step of measuring a temperature of a component of the first circuit 10 and / or of the second circuit 20 by means of one or more measuring members 4L. In particular, the method comprises measuring the temperature of a component of the electric drive chain selected from the electric powertrain 11, the at least one power electronics element 12 and / or the electric drive battery 13, and / or measuring the temperature of the fuel cell device 21.

[0073] The method then comprises a step of determining a heat treatment mode to be applied, corresponding to an operating mode of the heat treatment system 1. For example, such a determination can be carried out by comparing the temperature measurement data relating to one or more component(s) with data relating to optimal temperatures and / or operating limits of a component considered. Such data can be stored on one or more memory elements of the vehicle 100 while the comparisons can be carried out by a processing unit comprising a calculator or an on-board computer.

[0074] The method then comprises a step of applying the heat treatment mode determined by adjusting the circulation of the refrigerant fluid in the first circuit 10 and / or the circulation of the deionized fluid in the second circuit 20. The circulation of the refrigerant fluid and the circulation of the deionized fluid can in particular be directed by means of at least one control device equipped in the vehicle 100. The control device is in particular capable of actuating the first solenoid valve 18, the second solenoid valve 19 and / or the third solenoid valve 23 as required.

[0075] Figures 3 to 7 schematically illustrate non-limiting examples of execution of different operating modes of the heat treatment system 1 corresponding to different types of heat treatment that can be implemented.

[0076] According to a first mode of operation, illustrated in [Fig. 3], the heat treatment system 1 can implement the heat treatment of the at least one power electronic element 12 and the powertrain 11. In such a operating mode, the fuel cell device 21 can be switched off and it is not necessary to carry out heat treatment of the electric drive battery 13 or even of the passenger compartment. The necessary cooling power can therefore be provided by the first heat exchanger 14 and it is not necessary to implement a heat exchange between the first circuit 10 and the second circuit 20. The refrigerant fluid thus passes through the first branch 101, captures calories from the at least one power electronic element 12 and from the powertrain 11. The refrigerant fluid then bypasses the first heat exchanger 40 and is then sent to the first heat exchanger 14.In the illustrated embodiment, the second solenoid valve 19 is therefore controlled so that the refrigerant is directed towards the second bypass branch 108 while the first solenoid valve 18 is pivoted in order to send the refrigerant towards the third branch 103. At the first heat exchanger 14, the refrigerant gives up calories to the outside air flow FAI', thereby allowing the fluid to be cooled. In such an operating mode, the circulation of the refrigerant is thus limited to the first loop 110.

[0077] [Fig. 4] illustrates a second operating mode, capable of being implemented in a conventional driving situation. In such a situation, it may be necessary to implement the heat treatment of the at least one power electronics element 12, the powertrain 11 and the electric drive battery 13. Similar to the first operating mode, the fuel cell device 21 can be switched off and the necessary cooling power can be provided by the first heat exchanger 14 without it being necessary to implement a heat exchange between the first circuit 10 and the second circuit 20. In such an operating mode, the refrigerant passes through the first branch 101, captures calories from the at least one power electronics element 12 and the powertrain 11 and then bypasses the first heat exchanger 40 as described previously.The refrigerant is then sent to the second loop 120 via the first solenoid valve 18 and the first bypass branch 107. A portion of the refrigerant is sent to the second branch 102 and the other portion to the fifth branch 105. At the second heat exchanger 50, the refrigerant transfers calories to the cooling fluid circulating in the third circuit 30, thus indirectly allowing the passenger compartment to be heated via the ventilation, heating and / or air conditioning system 2 if necessary. At the same time, the refrigerant passes to the electric drive battery 13 and captures calories from it so as to allow it to be cooled or heated. The refrigerant from the second branch 102, comprising the electric drive battery 13, and the fifth . branch 105, comprising the second heat exchange 50 is then returned to the first loop 110 via the connecting branch 106.

[0078] [Fig. 5] illustrates a third operating mode, capable of being implemented during recharging phases of the electric drive battery 13, when the vehicle 100 is stationary. Under such conditions, the at least one power electronic element 12 such as the on-board charger 12a requires heat treatment while the other power electronic elements or the powertrain 11 do not require such heat treatment. Also, the electric drive battery 13 may require heat treatment. In such an operating mode, the circulation of the refrigerant fluid may be limited to the first loop 110, similarly to what has been explained with reference to the first operating mode, when only the on-board charger 12a requires heat treatment.Alternatively, a portion of the refrigerant may circulate in the first loop 110 and a portion of the refrigerant may circulate in the second loop 120, as illustrated in [Fig. 5]. The two loops may then operate independently of each other within the first circuit 10, i.e. the portion of the fluid circulating in the first loop 110 is not sent to the second loop 120 and vice versa for a defined period. According to another alternative, the refrigerant may circulate in the first loop 110 and in the second loop 120 in a connected manner, similarly to what has been explained with reference to the second operating mode. Regardless of the implementation alternative implemented, the refrigerant bypasses the first heat exchanger 40 and the fuel cell device 21 is then switched off.

[0079] [Fig. 6] illustrates an example of execution of a fourth operating mode. Such an operating mode can be implemented in a “cold environment” situation, that is to say in particular in starting conditions and / or, for example, when the temperature outside the vehicle 100 is less than or equal to 10°C, or even less than or equal to 6°C or even 0°C. Under such conditions, it is necessary to heat all or part of the drive chain, in particular the at least one power electronics element 12, the powertrain 11 and possibly the electric drive battery 13. In such an operating mode, the fuel cell device 21 operates and heats up. It thus heats the deionized fluid circulating in the second circuit 20. Also, the deionized fluid bypasses the second heat exchanger 22 so as not to be cooled.The third solenoid valve 23 is thus controlled so as to direct the circulation of the deionized fluid from the primary branch 201 to the primary bypass branch 203. At the same time, in the first circuit 10, the refrigerant fluid passes through the first heat exchanger 40 at the level of which it recovers . calories given off by the deionized fluid. The refrigerant fluid then bypasses the first heat exchanger 14 and passes into the first bypass branch 107 and is then sent to the second loop 120. In the second loop 120, the heated refrigerant fluid allows the electric drive battery 13 to be heated to a more suitable temperature during “cold ambient” conditions. Similarly, the second heat exchanger 50 can give off calories to the third circuit 30 in order to allow the passenger compartment to be heated when this is required. The refrigerant fluid is then returned to the first loop 110 via the connecting branch 106. It then passes through the first branch 101, thus allowing the at least one power electronics element 12 and the powertrain 11 to be heated.The positioning of the first heat exchanger 40 upstream of the electric drive battery 13 and / or of the second heat exchanger 50 on the one hand and downstream of the at least one power electronics element 12 and of the powertrain 11 advantageously allows the implementation of a heat exchange with a refrigerant fluid having a higher temperature at the level of said battery 13 than at the level of the at least one power electronics element 12 in particular. Such an architecture is adapted and optimized to preserve the at least one power electronics element 12, more sensitive to temperature variations. Similarly, the deionized fluid being cooled by the various heat exchanges implemented, it also allows the at least partial cooling of the fuel cell device 21 when the latter has a heating unsuitable for its operation.

[0080] [Fig. 7] illustrates an example of execution of a fifth operating mode, aimed in particular at allowing the cooling of the fuel cell device 21. For example, such a situation may be similar to that described with reference to the fourth operating mode, but with a greater heating of the fuel cell device 21, which cannot be treated by the first heat exchanger 40 alone. In such an operating mode, in the second circuit 20, the deionized fluid leaving the first heat exchanger 40 can be sent, via the third solenoid valve 23, to the secondary branch 202. In the second heat exchanger 22, the deionized fluid gives up calories to the air flow and is thus cooled. It is then returned to the fuel cell device 21 which it can thus cool to a suitable temperature.Such a principle thus allows additional cooling of the fuel cell device 21.

[0081] The vehicle 100 according to the invention thus comprises on the one hand an electric drive battery 13, in particular adapted to most of the journeys likely to be made by a user, and a fuel cell device 21 making it possible to increase the autonomy of the vehicle 100 while limiting the size and the increase in mass conventionally observed when the number of modules or cells of the driving battery 13 are increased. The heat treatment system 1 according to the invention is adapted to such a vehicle in order to allow optimization of the vehicle 100 by improving the distribution of the calories available within different circuits according to the need. The heat treatment system 1 is in particular capable of implementing the cooling of the fuel cell device 21 by evacuating the calories at the level of a heat exchanger having in particular the function of a radiator on the one hand and by heat exchange with the circuit comprising all or part of the electric drive chain of the vehicle 100 on the other hand.The heat treatment system 1 is also capable of implementing the cooling of all or part of the components of the drive chain, in particular by means of a heat exchanger having the function of a radiator, and the heating of these same components by means of a heat exchange with the circuit comprising the fuel cell device 21. Also, the heat treatment system 1 is suitable for implementing the heating of the components of the drive chain and / or of the passenger compartment by using the calories released by the fuel cell device 21, in particular in a cold ambient situation. It thus allows an optimization of the performances of these components but also a reduction of their wear or even their premature aging.

[0082] The calories generated at the fuel cell device 21 are redistributed more efficiently within the vehicle 100, thus allowing the reduction of the electrical consumption relating to the different thermal treatments of the vehicle 100 and the optimization of the overall energy consumption between the thermal treatment of the components of the drive chain, the passenger compartment thermal comfort and the production / consumption of energy by the fuel cell device 21.

[0083] Furthermore, the cooperation between the different circuits and the resulting optimization of the distribution of calories advantageously allows the reduction of the dimensions of the heat exchangers on air flow, such as radiators, in particular radiators arranged on the front face. The space requirement conventionally generated by the heat treatment systems of the ventilation, heating and / or air conditioning installation 2 within the vehicle 100, more particularly on the front face, can thus be reduced. Also, the dimensions and the number of openings allowing the passage of outside air flows can be limited, or even reduced. This thus results in a reduction of aerodynamic drag.

[0084] The positioning of the fuel cell device 21 and the drive chain on separate circuits advantageously allows the protection of the fuel cell device 21, the very structure of which is unsuitable for the refrigerant fluids conventionally used in the context of the heat treatment of the chain. drive. The stack of electrodes, or "stack" in English, of the fuel cell device 21 is thus preserved by the use of a deionized fluid having low electrical conductivity. In addition, the circuits being separate, the number of components arranged on the circuit comprising the fuel cell device 21 is advantageously limited, thereby reducing the risk of contamination of the deionized fluid used.

[0085] Furthermore, such positioning on separate circuits is particularly suited to the specific features of the components of the drive chain or of the fuel cell device 21 such as their variable sensitivities to temperature variations or their operation at different temperatures.

[0086] An alternative to the previously described heat treatment system is illustrated in [Fig. 8]. It differs from the previous description by the positioning of the first heat exchanger 40, configured to implement a heat exchange between the first circuit 10 and the second circuit 20, within the second loop 120 instead of upstream of said loop as described above. It is understood that the preceding description applies mutatis mutandis to the present alternative. The first heat exchanger 40 is particularly arranged downstream of the electric drive battery 13 or, as mentioned above, of a water-water heat exchanger configured to implement a heat exchange with an independent additional loop which includes the electric drive battery 13.

[0087] This alternative arrangement advantageously makes it possible to transfer the calories from the second circuit 20 directly into the second loop 120 specific to the thermal treatment of the electric motor battery 13.

[0088] The invention thus has numerous advantages. In the case of the exemplary embodiment illustrated in Figures 2 to 7 in particular, the first loop 110, comprising at least one of the components of the electric drive chain and in particular the electric powertrain 11 of the vehicle 100, and the second loop 120, comprising the electric drive battery 13 or the water-water heat exchanger, can be physically separated from each other if necessary so that said loops are independent of each other. Such a principle can, for example, be implemented in the event of heating of one of the components of the electric drive chain, in particular the electric powertrain 11, beyond predefined temperature thresholds.The refrigerant fluid is then sent to the first heat exchanger 14 and the first heat exchanger 40 does not implement a heat exchange capable of allowing thermal treatment of the electric drive battery 13 as long as the temperature of the component(s) of the electric drive chain concerned is not strictly lower than the predefined temperature thresholds.

[0089] In the embodiment illustrated in [Fig. 8], the installation of the first heat exchanger 40 in the second loop 120 advantageously allows the implementation of the heat exchange between the first circuit 10 and the second circuit 20 in order to heat the electric drive battery 13 independently of the thermal situation of the first loop 110 or of the first branch 101 on which the components of the electric drive chain are arranged, more particularly the electric powertrain 11 and the at least one power electronics element 12. Thus, the heat exchange between the first and second circuits 10 and 20 is effective, in particular for the purpose of heating the electric drive battery 13 regardless of whether the first loop 110 and the second loop 120 operate independently or not.

[0090] Also, advantageously, the heat treatment system as illustrated in [Fig. 8] can allow a permanent heat exchange from the second circuit 20 to the first circuit 10 so that the second heat exchanger 50 can be supplied with heated refrigerant fluid, in particular by the first heat exchanger 40, which makes it possible to transfer without discontinuity a portion of the calories that the fuel cell device 21 is capable of transmitting to the first circuit 10 via the first heat exchanger 40.

[0091] The present invention cannot, however, be limited to the means and configurations described and illustrated here and it also extends to any equivalent means or configuration and to any technically operative combination of such means insofar as they ultimately fulfill the functionalities described and illustrated in the present document.

Claims

Claims

1. Thermal treatment system (1) of a motor vehicle (100) comprising a ventilation, heating and / or air conditioning installation (2), a fuel cell device (21) and an electric drive chain comprising an electric powertrain (11) of the vehicle (100), at least one power electronics element (12) and an electric drive battery (13), the thermal treatment system (1) comprising: - a first circuit (10) for circulating a refrigerant fluid comprising at least one of the components of the electric drive chain, in particular the electric powertrain (11) of the vehicle (100), one or more power electronics element(s) (12) and the electric drive battery (13), the first circuit further comprising a first heat exchanger (14) configured to implement a heat exchange between the refrigerant fluid and an air flow (FAT) outside the vehicle (100);- a second circuit (20) for circulating a fluid, in particular a deionized fluid, comprising the fuel cell device (21) and a second heat exchanger (22) configured to implement a heat exchange between the refrigerant fluid and an external air flow (FAI”) to the vehicle (100); and - a first heat exchanger (40) configured to implement a heat exchange between the first circuit (10) and the second circuit (20).;

2. Heat treatment system (1) according to the preceding claim, comprising a third circuit (30) for circulating a cooling fluid, separate from the first circuit (10) and from the second circuit (20) and included in the ventilation, heating and / or air conditioning installation (2), the system comprising a second heat exchanger (50) configured to implement a heat exchange between the first circuit (10) and the third circuit (30).

3. Heat treatment system (1) according to one of the preceding claims, wherein the first circuit (10) comprises: - a first loop (110) comprising the electric powertrain (11) and the at least one power electronics element (12); and / or - a second loop (120) comprising the electric battery (13). motor or a water-water heat exchanger configured to implement a heat exchange with an additional loop comprising the electric motor battery (13).

4. Heat treatment system (1) according to one of the preceding claims, comprising a plurality of components of the drive chain, the at least one power electronics element (12) being arranged upstream of the electric powertrain (11) in a direction of circulation of the refrigerant fluid and / or the at least one power electronics element (12) being selected from an on-board charger (12a), a DC-DC converter (12b) and / or an inverter (12c).

5. Thermal treatment system (1) according to one of the preceding claims, in which the first circuit (10) comprises a plurality of power electronic elements (12) successively comprising, according to a direction of circulation of the refrigerant fluid, at least one on-board charger (12a) and / or a DC-DC converter (12b) then an inverter (12c).

6. Heat treatment system (1) according to one of the preceding claims, wherein: - the first circuit (10) comprises a first solenoid valve (18), configured to direct the refrigerant fluid selectively towards the first heat exchanger (14) or to bypass it according to a heat treatment mode implemented; and / or - the first circuit (10) comprises a second solenoid valve (19), configured to direct the refrigerant fluid selectively towards the first heat exchanger (40) or to bypass it according to a heat treatment mode implemented; and / or - the second circuit (20) comprises a third solenoid valve (23), configured to direct the deionized fluid selectively towards the second heat exchanger (22) or to bypass it according to a heat treatment mode implemented.

7. Heat treatment system (1) according to one of the preceding claims, wherein the first heat exchanger (40) is arranged: - upstream of the second heat exchanger (50) and / or of the first heat exchanger (14) along a direction of circulation of the refrigerant fluid; and / or - downstream of at least one component of the electric drive chain, in particular of the at least one electronic element of power (12) and / or powertrain (11).

8. Heat treatment system (1) according to one of claims 1 to 7, wherein: - the first circuit (10) comprises the electric drive battery (13), the first heat exchanger (40) being arranged upstream of the latter and / or of the second heat exchanger (50), depending on the direction of flow of the refrigerant fluid, and / or - the first heat exchanger (40) is arranged downstream of the fuel cell device (21) depending on the direction of circulation of the fluid in the second circuit (20).

9. Heat treatment system (1) according to one of the preceding claims in combination with claim 6, wherein the first heat exchanger (40) is arranged downstream of the second solenoid valve (19) and / or a second bypass branch (108) of the first heat exchanger (40) is arranged downstream of the second solenoid valve (19), depending on the direction of circulation of the refrigerant in the first circuit (10).

10. Heat treatment system (1) according to one of the preceding claims, wherein the first circuit (10) comprises a first reservoir (17), in particular a circulating or non-circulating jar, and / or the second circuit (20) comprises a second reservoir (24), in particular a circulating or non-circulating jar.

11. An electrically powered motor vehicle (100) comprising a ventilation, heating and / or air conditioning system (2), a fuel cell device (21) and an electric drive train comprising the electric powertrain (11), the at least one power electronics element (12) and / or the electric drive battery (13), the vehicle (100) comprising a heat treatment system (1) according to one of the preceding claims, at least one measuring member (41) for a temperature of a component of the electric drive train and at least one device for controlling the circulation of the refrigerant fluid in the first circuit (10) and the circulation of the deionized fluid in the second circuit (20).

12. Method for heat treatment of a motor vehicle (100) according to the preceding claim, the method comprising: - a step of measuring a temperature of at least one of the components of the first circuit (10) and / or of the second circuit (20), in particular one of the components of the electric drive chain and / or the fuel cell device (21), via the at least one measuring member (41); - a step of determining a heat treatment method to be applied; - a step of applying the heat treatment mode determined by adjusting the circulation of the refrigerant fluid in the first circuit (10) and / or the circulation of the deionized fluid in the second circuit (20) by means of the control device.

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