Thermal conditioning system

Abstract

The invention relates to a thermal conditioning system (100) for a motor vehicle, comprising a refrigerant circuit (10) including: - A main refrigerant circulation loop (A) comprising successively: - a compressor (7), - a first heat exchanger (1) thermally coupled with an interior airflow (Fi) to a vehicle passenger compartment, - a first expansion valve (31), - a second heat exchanger (2) configured to exchange heat with an exterior airflow (Fe) to the vehicle passenger compartment, - a refrigerant accumulation device (8), - A first branch (B) comprising a second expansion valve (32) and a third heat exchanger (3), - A second branch (C) arranged in parallel with the first branch (B) comprising a third expansion valve (33) and a fourth heat exchanger (4), - A third branch (D), - A fourth branch derivation (E).Figure from the summary: Figure 1.

Description

Title of the invention: Thermal conditioning system technical field

[0001] The present invention relates to the field of thermal conditioning systems. Such systems can, for example, be fitted to motor vehicles. These systems ensure thermal regulation of various vehicle components, such as the passenger compartment or an electrical energy storage battery, when the vehicle is electrically powered. Heat exchange is managed primarily by the compression and expansion of a refrigerant circulating in a circuit containing several heat exchangers. A compressor forces the refrigerant into a high-pressure state, allowing its circulation within the circuit. Prior art

[0002] Chemical refrigerants generally have a high global warming potential (GWP), which is a disadvantage. Carbon dioxide can be used as a refrigerant, as it has a global warming potential of one. The thermodynamic properties of this gas mean that the compressor discharge pressure is generally in the range of 80 to 130 bar, in order for the system to provide sufficient heat output. The discharge temperature of the refrigerant at this pressure range can, in certain applications, be problematic for the compressor or for certain components through which the high-pressure, high-temperature refrigerant circulates.

[0003] There is therefore a need for a thermal conditioning system in which the discharge temperature of the refrigerant can be controlled. Summary

[0004] To this end, the present invention proposes a thermal conditioning system for a motor vehicle, comprising a refrigerant circuit configured to circulate a refrigerant, the refrigerant circuit comprising: - A main loop comprising successively, according to the direction of refrigerant flow: — a compressor, — a first heat exchanger thermally coupled with an airflow inside a vehicle's passenger compartment, — a first regulator, — a second heat exchanger configured to exchange heat with an outside airflow to the vehicle's passenger compartment, — a refrigerant accumulation device, the main loop comprising an internal exchanger configured to allow heat exchange between the refrigerant downstream of the first exchanger and upstream of the first expansion valve and the refrigerant downstream of the accumulation device and upstream of a compressor inlet, - A first branch connecting a first connection point located on the main loop downstream of the first exchanger and upstream of the first expansion valve to a second connection point located on the main loop downstream of the second heat exchanger and upstream of the storage device, the first branch comprising a second expansion valve and a third heat exchanger, - A second branch connecting a third connection point located on the main loop downstream of the first exchanger and upstream of the first connection point to a fourth connection point located on the main loop downstream of the second exchanger and upstream of the second connection point, the second branch comprising a third expansion valve and a fourth heat exchanger, - A third branch connecting a fifth connection point located on the main loop downstream of the compressor and upstream of the first heat exchanger to a sixth connection point located on the main loop downstream of the first heat exchanger and upstream of the fourth connection point, - A fourth branch connecting a seventh connection point located on the main loop downstream of the first interchange and upstream of the third connection point to an eighth connection point located on the main loop downstream of the second interchange and upstream of the fourth connection point.

[0005] This architecture allows control of the compressor discharge temperature, notably through the first expansion valve and the internal heat exchanger. Furthermore, the third and fourth bypass branches enable numerous operating modes, allowing for optimized energy recovery from various available heat sources.

[0006] The features listed in the following paragraphs can be implemented independently of each other or in any technically possible combination:

[0007] According to one embodiment, the first heat exchanger is configured to exchange heat with an airflow from inside the vehicle's passenger compartment.

[0008] According to one embodiment, the first heat exchanger is configured to exchange heat with a heat transfer fluid circulating in a closed heat transfer fluid circuit, the heat transfer fluid circuit comprising a heat exchanger configured to exchange heat with an airflow inside the vehicle's passenger compartment.

[0009] According to one embodiment of the thermal conditioning system, the third heat exchanger is thermally coupled with an element of an electric traction chain of a motor vehicle.

[0010] In this embodiment, the fourth heat exchanger is configured to exchange heat with the airflow inside the vehicle's passenger compartment.

[0011] The element of the vehicle's electric powertrain may include an electrical energy storage battery.

[0012] The element of the vehicle's electric powertrain may also include an electric vehicle traction motor.

[0013] The element of the vehicle's electric traction chain may also include an electronic control unit for the vehicle's electric traction motor.

[0014] According to another embodiment of the thermal conditioning system, the fourth heat exchanger is thermally coupled with an element of an electric drive chain of a motor vehicle.

[0015] In this case, the third heat exchanger is configured to exchange heat with the airflow inside the vehicle's passenger compartment.

[0016] The second expansion valve is located upstream of the third heat exchanger.

[0017] The third expansion valve is located upstream of the fourth heat exchanger.

[0018] According to one embodiment of the thermal conditioning system, the sixth connection point is arranged between the second exchanger and the fourth connection point.

[0019] According to another embodiment of the thermal conditioning system, the sixth connection point is located downstream of the first exchanger and upstream of the seventh connection point.

[0020] According to one aspect of the thermal conditioning system, the main loop includes a fourth expansion valve located downstream of the first exchanger and upstream of the seventh connection point.

[0021] The main loop includes a first shut-off valve disposed between the eighth connection point and the fourth connection point.

[0022] The main loop includes a first one-way valve disposed between the fourth connection point and the second connection point, the first one-way valve being configured to allow refrigerant fluid to circulate from the fourth connection point to the second connection point. connection and configured to prohibit refrigerant flow from the second connection point to the fourth connection point.

[0023] The first one-way valve is, for example, a first check valve.

[0024] According to one embodiment of the thermal conditioning system, the main loop includes a second one-way valve disposed between the seventh connection point and the third connection point, the second one-way valve being configured to allow refrigerant flow from the seventh connection point to the third connection point and configured to prohibit refrigerant flow from the third connection point to the seventh connection point.

[0025] According to another embodiment of the thermal conditioning system, the main loop includes a second one-way valve disposed between the first exchanger and the sixth connection point, the second one-way valve being configured to allow refrigerant flow from the first exchanger to the sixth connection point and configured to prohibit refrigerant flow from the sixth connection point to the first exchanger.

[0026] The second one-way valve is, for example, a second check valve.

[0027] According to one embodiment, the thermal conditioning system includes a fifth branch connecting a ninth connection point located on the main loop downstream of the fifth connection point and upstream of the first heat exchanger to a tenth connection point located on the main loop downstream of the fourth connection point and upstream of the storage device, the fifth branch including a fifth expansion valve.

[0028] The tenth connection point can be confused with the second connection point.

[0029] According to another embodiment, the thermal conditioning system includes a fifth branch connecting a ninth connection point located on the main loop downstream of the fifth connection point and upstream of the first exchanger to a tenth connection point located on the first branch between the second expansion valve and the third exchanger, the fifth branch comprising a fifth expansion valve.

[0030] According to an example embodiment of the thermal conditioning system, the main loop includes a fifth exchanger located downstream of the seventh connection point and upstream of the third connection point.

[0031] According to another embodiment of the thermal conditioning system, the main loop includes a fifth exchanger located downstream of the sixth connection point and upstream of the seventh connection point.

[0032] The fifth heat exchanger is thermally coupled with the element of the vehicle's electric powertrain.

[0033] According to one embodiment, the thermal conditioning system comprises a first three-way valve disposed jointly on the main loop and on the third branch, the first three-way valve being configured to selectively: - allow refrigerant to flow from the compressor outlet to the first heat exchanger and prohibit refrigerant to flow from the compressor outlet to the sixth connection point, or - allow refrigerant to flow from the compressor outlet to the sixth connection point and prohibit refrigerant to flow from the compressor outlet to the first heat exchanger.

[0034] According to another embodiment of the thermal conditioning system, the main loop includes a second shut-off valve disposed between the fifth connection point and the first exchanger.

[0035] The second shut-off valve is arranged between the fifth connection point and the ninth connection point.

[0036] In this embodiment, the third branch of the bypass includes a third shut-off valve.

[0037] According to one embodiment, the thermal conditioning system comprises a second three-way valve disposed jointly on the main loop and on the fourth branch, the second three-way valve being configured to selectively: - allow refrigerant to flow from the first heat exchanger to the third connection point and prohibit refrigerant to flow from the first heat exchanger to the eighth connection point, or - allow refrigerant flow from the first exchanger to the eighth connection point and prohibit refrigerant flow from the first exchanger to the third connection point.

[0038] According to one embodiment, the second three-way valve and the fourth regulator are arranged in the same body, for example in the same cast body.

[0039] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a so-called passenger compartment cooling mode in which: - a flow of refrigerant circulates in the compressor where it passes through a high pressure, and circulates successively through the third bypass branch, the second heat exchanger where it gives heat to the outside airflow, the first expansion valve where it passes through an intermediate pressure, the internal heat exchanger, the third expansion valve where it passes through a low pressure, the fourth heat exchanger where it receives heat from the inside airflow, the accumulation device, the internal heat exchanger and returns to the compressor, and in which the fifth expansion valve is in at least a partially open position so that the refrigerant contained in the first exchanger is at low pressure.

[0040] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a so-called series dehumidification mode in which: - a flow of refrigerant circulates in the compressor where it passes at high pressure, and circulates successively in the main loop, in the first exchanger where it gives up heat to the internal airflow, in the fourth bypass branch, in the second heat exchanger where it gives up heat to the external airflow, in the first expansion valve, in the internal exchanger, in the third expansion valve where it passes at low pressure, in the fourth exchanger where it receives heat from the internal airflow, in the accumulation device, in the internal exchanger, and returns to the compressor.

[0041] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a so-called energy recovery mode in which: - a total flow of refrigerant circulates through the compressor where it passes under high pressure, circulates in the main loop and is divided between: — a second flow circulating in the fifth branch of the bypass, — a third flow circulating in the main loop, in the first exchanger where it gives up heat to the internal airflow, in the second expansion valve where it passes to low pressure, in the third exchanger, and joins the second flow, the total flow circulates in the accumulation device and returns to the compressor.

[0042] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a so-called passenger compartment heating and battery heating mode in which: - a flow of refrigerant circulates in the compressor where it passes through high pressure, and circulates successively in the main loop, in the first heat exchanger where it transfers heat to the internal airflow, in the fifth heat exchanger, in the first expansion valve where it passes through low pressure, in the second heat exchanger where it receives heat from the outside airflow, in the accumulation device and returns to the compressor.

[0043] Also disclosed here is a method of operation of a thermal conditioning system as described above, in a so-called passenger compartment cooling mode in which: - a flow of refrigerant circulates in the compressor where it passes at high pressure, and circulates successively in the third bypass branch, in the fifth exchanger, in the fourth bypass branch, in the second heat exchanger where it gives up heat to the outside airflow, in the first expansion valve, in the third expansion valve where it passes at low pressure, in the fourth exchanger where it receives heat from the inside airflow, in the accumulation device and returns to the compressor.

[0044] The disclosure also relates to a method of operating a thermal conditioning system as described above, in a so-called passenger compartment heating and battery heating mode, in which: - a flow of refrigerant circulates in the compressor where it passes at high pressure, and circulates successively in the main loop, in the first exchanger where it gives up heat to the indoor airflow, in the fifth exchanger, in the first expansion valve where it passes at low pressure, in the second exchanger where it receives heat from the outdoor airflow, in the accumulation device and returns to the compressor. Brief description of the drawings

[0045] Other features, details and advantages will become apparent upon reading the detailed description below, and upon analysis of the accompanying drawings, on which:

[0046] [Fig-1] is a schematic view of a thermal conditioning system according to a first embodiment of the invention,

[0047] [Fig.2] is a schematic view of a thermal conditioning system according to a first variant of the first embodiment of the invention,

[0048] [Fig.3] is a schematic view of a thermal conditioning system according to a second variant of the first embodiment of the invention,

[0049] [Fig.4] is a schematic view of a thermal conditioning system according to a second embodiment of the invention,

[0050] [Fig.5] is another schematic view of the thermal conditioning system of [Fig.4],

[0051] [Fig.6] is a schematic view of the thermal conditioning system of the [Fig.2], operating according to a first mode of operation, called passenger compartment cooling mode,

[0052] [Fig.7] is a schematic view of the thermal conditioning system of the [Fig.2], operating according to a second mode of operation, called series dehumidification mode,

[0053] [Fig.8] is a schematic view of the thermal conditioning system of the [Fig.2], operating according to a third mode of operation, called energy recovery mode,

[0054] [Fig.9] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a fourth mode of operation, called passenger compartment heating and battery heating mode,

[0055] [Fig. 10] is a schematic view of the thermal conditioning system of the [Fig. 4], operating according to a mode of operation, called passenger compartment cooling mode,

[0056] [Fig. 11] is a schematic view of the thermal conditioning system of the [Fig.4], operating according to an operating mode, called passenger compartment heating and battery heating. Description of the embodiments

[0057] To facilitate reading the figures, the various elements are not necessarily drawn to scale. In these figures, identical elements bear the same reference numerals. Certain 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 a priority of one element or parameter over another, and the designations may be interchanged.

[0058] In the following description, the expression "a first element upstream of a second element" means that the first element is placed before the second element with respect 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 placed after the second element with respect to the direction of flow, or path, of the fluid in question. In the case of the refrigerant circuit, the term "a first element is 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..

[0059] 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.

[0060] When it is specified that a subsystem includes a given element, this does not exclude the presence of other elements in that subsystem.

[0061] The thermal conditioning system 100, which will be described below, comprises an electronic control unit 44 that receives information from various sensors measuring, in particular, the characteristics of the refrigerant at various points in the circuit. The electronic control unit 44 also receives instructions from the vehicle occupants, such as the desired temperature inside the passenger compartment. The electronic control unit 44 can also receive instructions from other electronic subsystems, such as the electrical energy storage battery management system. The electronic control unit 44 implements control laws to operate the various actuators in order to control the thermal conditioning system 100 and ensure compliance with the received instructions.

[0062] A compression device 7, also called a compressor, allows a refrigerant to circulate in a refrigerant circulation circuit 10. The compression device 7 can be an electric compressor, that is, a compressor whose moving parts are driven by an electric motor. The compression device 7 has a low-pressure refrigerant intake side, also called the inlet 7a of the compression device, and a high-pressure refrigerant discharge side, also called the outlet 7b of the compression device 7. The internal moving parts of the compressor 7 cause the refrigerant to pass from a low pressure at the inlet 7a to a high pressure at the outlet 7b. After expansion in one or more expansion chambers and circulation in at least part of the circuit, the refrigerant returns to the inlet 7a of the compressor 7 and begins a new thermodynamic cycle.

[0063] The refrigerant circuit 10 forms a closed circuit in which the refrigerant can circulate. The refrigerant circuit 10 is leak-proof when it is in its nominal operating condition, i.e., without any faults or leaks. Each connection point of the circuit 10 allows the refrigerant to flow into one or the other of the circuit sections that converge at that connection point. The distribution of the refrigerant between the circuit sections that converge at a connection point is achieved by opening or closing the shut-off valves, check valves, or expansion devices included on each of these sections. In other words, each connection point is a means of redirecting the refrigerant arriving at that connection point. Various shut-off valves and check valves are used to control the flow of refrigerant. return lines thus allow the refrigerant to be selectively directed into the different branches of the refrigerant circuit, in order to ensure different modes of operation, as will be described later.

[0064] The refrigerant used by the refrigerant circuit 10 is here a natural fluid such as R744. A chemical refrigerant such as R1234yf, or 134a can also be used.

[0065] Each refrigerant expansion device, also called an expansion valve, can be an electronic expansion valve. In an electronic expansion valve, the passage area through which the refrigerant passes can be continuously adjusted between a closed position and a maximum open position. To achieve this, an electronic control module for the expansion valve drives an electric motor that moves a movable shutter, thus controlling the passage area available to the refrigerant.

[0066] The term "interior airflow Fi" refers to an airflow directed towards the passenger compartment of the motor vehicle. This interior airflow Fi may circulate within a heating, ventilation, and / or air conditioning (HVAC) system. This system is not shown in the various figures. A first fan-motor unit, not shown, is located within the HVAC system to increase the flow rate of the interior airflow Fi if necessary.

[0067] The term "external airflow Fe" refers to an airflow that is not directed towards the vehicle's passenger compartment. In other words, this airflow Fe remains outside the vehicle's passenger compartment. A second motor-fan unit, also not shown, can be activated to increase the flow rate of the external airflow Fe if necessary. The airflow provided by both the first and second motor-fan units can be adjusted in real time according to heat exchange requirements, for example, by the electronic control unit 44 of the climate control system 100.

[0068] The term "first exchanger" is equivalent to the term "first heat exchanger". Similarly, the term "internal exchanger" is equivalent to the term "internal heat exchanger". The term "storage device" is equivalent to the term "refrigerant storage device".

[0069] The heat transfer fluid circuit(s) also form one or more closed and sealed circuits in which a heat transfer fluid can circulate.

[0070] Figure 1 shows a thermal conditioning system 100 for a motor vehicle, according to a first embodiment. The thermal conditioning system 100 comprises a refrigerant circuit 10 configured to circulate a refrigerant, the refrigerant circuit 10 comprising: - A main loop A comprising successively, according to the direction of refrigerant flow: — a compressor 7, — a first heat exchanger 1 thermally coupled with an internal airflow Fi to a vehicle passenger compartment, — a first expansion valve 31, — a second heat exchanger 2 configured to exchange heat with an outside airflow Fe to the vehicle's passenger compartment, — a refrigerant fluid accumulation device 8, the main loop A comprising an internal exchanger 6 configured to allow heat exchange between the refrigerant downstream of the first exchanger 1 and upstream of the first expansion valve 31 and the refrigerant downstream of the accumulation device 8 and upstream of an inlet 7a of the compressor 7, - A first branch branch B connecting a first connection point 11 located on the main loop A downstream of the first exchanger 1 and upstream of the first expansion valve 31 to a second connection point 12 located on the main loop A downstream of the second heat exchanger 2 and upstream of the storage device 8, the first branch branch B comprising a second expansion valve 32 and a third heat exchanger 3, - A second branch branch C connecting a third connection point 13 located on the main loop A downstream of the first exchanger 1 and upstream of the first connection point 11 to a fourth connection point 14 located on the main loop A downstream of the second exchanger 2 and upstream of the second connection point 12, the second branch branch B comprising a third expansion valve 33 and a fourth heat exchanger 4, - A third branch branch D connecting a fifth connection point 15 located on the main loop A downstream of the compressor 7 and upstream of the first exchanger 1 to a sixth connection point 16 located on the main loop A downstream of the first exchanger 1 and upstream of the fourth connection point 14, - A fourth branch branch E connecting a seventh connection point 17 located on the main loop A downstream of the first exchanger 1 and upstream of the third connection point 13 to an eighth connection point 18 located on the main loop A downstream of the second exchanger 2 and upstream of the fourth connection point 14.

[0071] This architecture allows control of the compressor discharge temperature, in particular thanks to the first expansion valve 31 and the internal heat exchanger 8. In addition, the third D and the fourth bypass branch E allow for numerous operating modes, making it possible to optimize energy recovery from the various available heat sources.

[0072] In this embodiment, the first heat exchanger 1 is configured to exchange heat with an interior airflow Fi to the vehicle's passenger compartment.

[0073] The first heat exchanger 1 is located in the vehicle's heating, ventilation and / or air conditioning system. The passenger compartment is heated directly, as the airflow Fi to the passenger compartment is heated by passing through the first heat exchanger 1.

[0074] According to an alternative embodiment, shown in [Fig.2], the first heat exchanger 1 is configured to exchange heat with a heat transfer fluid circulating in a closed heat transfer fluid circuit 30, the heat transfer fluid circuit 30 comprising a heat exchanger IB configured to exchange heat with an interior airflow Fi to the vehicle's passenger compartment.

[0075] In this variant, the passenger compartment is heated indirectly, since the refrigerant heats a heat transfer fluid which in turn heats the airflow Fi supplying the passenger compartment. The heat exchanger IB is located within the vehicle's heating, ventilation and / or air conditioning system.

[0076] According to the example illustrated here, the third heat exchanger 3 is thermally coupled with an element 25 of an electric drive chain of a motor vehicle.

[0077] Element 25 of the vehicle's electric drive chain may include an electrical energy storage battery. Element 25 of the vehicle's electric powertrain may also include an electric vehicle traction motor. Element 25 of the vehicle's electric powertrain may also include an electronic control unit for the vehicle's electric traction motor.

[0078] In this embodiment, the fourth heat exchanger 4 is configured to exchange heat with the interior airflow Fi to the vehicle's passenger compartment.

[0079] The fourth heat exchanger 4 is located in the vehicle's heating, ventilation and / or air conditioning system. The fourth heat exchanger 4 is located upstream of the first heat exchanger 1, or where applicable, of the heat exchanger IB, depending on the direction of flow of the interior airflow Fi.

[0080] According to another embodiment of the thermal conditioning system 100, not shown, the fourth heat exchanger 4 is thermally coupled with an element 25 of an electric powertrain of a motor vehicle. In this case, the third heat exchanger 3 is configured to exchange heat with the interior airflow Fi to the vehicle's passenger compartment. In other words, the roles of the third heat exchanger 3 and the fourth heat exchanger 4 can be interchanged.

[0081] The second expansion valve 32 is located upstream of the third heat exchanger 3. The third expansion valve 33 is located upstream of the fourth heat exchanger 4. The second expansion valve 32 thus supplies the third heat exchanger 3 with low-pressure refrigerant. Similarly, the third expansion valve 33 supplies the fourth heat exchanger 4 with low-pressure refrigerant.

[0082] The internal heat exchanger 6 comprises a first heat exchange section 6a located on the main loop A downstream of the first expansion valve 31 and upstream of the second expansion valve 32, and a second heat exchange section 6b located on the main loop A downstream of the accumulator 8 and upstream of the compressor inlet 7a. The internal heat exchanger 6 is configured to allow heat exchange between the refrigerant in the first heat exchange section 6a and the refrigerant in the second heat exchange section 6b. The refrigerant circulating at high pressure in the main loop A can thus transfer heat to the refrigerant circulating at a lower pressure in the main loop A.

[0083] According to the illustrated examples, the third heat exchanger 3 is thermally coupled to the element 25 of the electric traction chain via a heat transfer fluid circulating in a secondary loop 40 of heat transfer fluid. The heat transfer fluid circulating in the secondary loop 40 may be a dielectric fluid. Alternatively, the heat transfer fluid circulating in the secondary loop 40 of heat transfer fluid may be a mixture of water and glycol.

[0084]

[0085] According to the first embodiment of the thermal conditioning system 100 and its variants, shown in Figures 1 to 3, the sixth connection point 16 is arranged between the second exchanger 2 and the fourth connection point 14.

[0086] According to a second embodiment of the thermal conditioning system 100, illustrated in [Fig.4], the sixth connection point 16' is located downstream of the first exchanger 1 and upstream of the seventh connection point 17.

[0087] In other words, the sixth connection point 16' is in this case located between the first exchanger 1 and the seventh connection point 17.

[0088] The main loop A includes a fourth expansion valve 34 located downstream of the first exchanger 1 and upstream of the seventh connection point 17. The fourth expansion valve 34 is located between the first exchanger 1 and the seventh connection point 17.

[0089] The main loop A includes a first shut-off valve 41 disposed between the eighth connection point 18 and the fourth connection point 14.

[0090] The main loop A includes a first one-way valve 47 disposed between the fourth connection point 14 and the second connection point 12. The first one-way valve 47 is configured to allow refrigerant flow from the fourth connection point 14 to the second connection point 12 and configured to prohibit refrigerant flow from the second connection point 12 to the fourth connection point 14.

[0091] The first one-way valve 47 is, for example, a first check valve. A check valve is a passive device that does not require electrical control.

[0092] According to the first embodiment and its variants, the main loop A includes a second one-way valve 48 disposed between the seventh connection point 17 and the third connection point 13. The second one-way valve is configured to allow refrigerant flow from the seventh connection point 17 to the third connection point 13 and configured to prohibit refrigerant flow from the third connection point 13 to the seventh connection point 17.

[0093] According to the second embodiment of the thermal conditioning system 100, the main loop A includes a second one-way valve 48' disposed between the first heat exchanger 1 and the sixth connection point 16'. The second one-way valve 48' is configured to allow refrigerant flow from the first heat exchanger 1 to the sixth connection point 16' and configured to prohibit refrigerant flow from the sixth connection point 16' to the first heat exchanger 1.

[0094] The second one-way valve 48' is for example a second check valve.

[0095] According to the first embodiment and its variants, the thermal conditioning system 100 includes a fifth branch F connecting a ninth connection point 19 located on the main loop A downstream of the fifth connection point 15 and upstream of the first heat exchanger 1 to a tenth connection point 20 located on the main loop A downstream of the fourth connection point 14 and upstream of the storage device 8. The fifth branch F includes a fifth expansion valve 35.

[0096] The tenth connection point 20 can be confused with the second connection point 12, as shown in Figures 1 to 3. Similarly, the fourth connection point 14 can be confused with the second connection point 12. Likewise, the first connection point 11 and the third connection point 13 can be confused. The sixth connection point 16 and the eighth connection point 18 can also be confused.

[0097] According to the second embodiment, the thermal conditioning system 100 comprises a fifth branch F connecting to a ninth connection point 19 located on the main loop A downstream of the fifth point connection 15 and upstream of the first exchanger 1 to a tenth connection point 20' arranged on the first branch B between the second regulator 32 and the third exchanger 3. The fifth branch F comprising a fifth regulator 35.

[0098] The fifth bypass branch F allows the high-pressure refrigerant from the compressor 7 to return to the compressor inlet 7a without passing through the first heat exchanger 1 or the second heat exchanger 2. In the first embodiment, the fifth bypass branch F returns the high-pressure refrigerant to the inlet of the accumulator 8. The refrigerant therefore does not circulate through the third heat exchanger 3. In the second embodiment, the fifth bypass branch F returns the high-pressure refrigerant to a point in the circuit located downstream of the second expansion valve 32 and upstream of the third heat exchanger 3. The high-pressure refrigerant from the fifth bypass branch F therefore circulates through the third heat exchanger 3 before returning to the accumulator 8.

[0099] In the variant of the first embodiment, illustrated in [Fig.3], the main loop A includes a fifth exchanger 5 disposed downstream of the seventh connection point 17 and upstream of the third connection point 13. The fifth exchanger 5 is disposed between the second one-way valve 48 and the seventh connection point 17.

[0100] In the second embodiment, illustrated in [Fig.4], the main loop A includes a fifth interchange 5' located downstream of the sixth connection point 16' and upstream of the seventh connection point 17.

[0101] In each of the embodiments, the fifth heat exchanger 5, 5' is thermally coupled with the element 25 of the vehicle's electric drive chain.

[0102] The fifth heat exchanger 5, 5' is thermally coupled to the element 25 of the electric traction chain via a heat transfer fluid circulating in a tertiary loop 40B of heat transfer fluid. This tertiary loop 40B is shown schematically in [Fig. 5]. In this figure, the refrigerant circuit 10 is represented by a dashed line, and some circuit portions have been omitted to minimize crossings between the lines of the different circuits and simplify the figure. The heat transfer fluid loops 40 and 40B are shown by solid lines. The tertiary loop 40B is not shown in Figures 3, 4, 9, 10, and 11, in order to simplify the representation.

[0103] In the first embodiment and its variants, illustrated in particular in Figures 1 to 3, the following are found in order when traversing the main loop A from the compressor 7: the outlet 7b of the compressor 7, the fifth connection point 15, the ninth connection point 19, the first heat exchanger 1, the seventh point connection point 17, the third connection point 13, the first connection point 11, the second exchanger 2, the eighth connection point 18, the sixth connection point 16, the fourth connection point 14, the second connection point 12, the compressor inlet 7a.

[0104] In the second embodiment, illustrated in particular on [Fig.4], we find in order going through the main loop A from the compressor 7: the outlet 7b of the compressor 7, the fifth connection point 15, the ninth connection point 19, the first exchanger 1, the sixth connection point 16', the fifth exchanger 5', the seventh connection point 17, the third connection point 13, the first connection point 11, the second exchanger 2, the eighth connection point 18, the fourth connection point 14, the second connection point 12, the inlet 7a of the compressor.

[0105] The thermal conditioning system 100 according to the first embodiment comprises a first three-way valve 45 disposed jointly on the main loop A and on the third branch D. The first three-way valve 45 is configured to selectively: - allow refrigerant to flow from compressor outlet 7 to the first heat exchanger 1 and prohibit refrigerant to flow from compressor outlet 7 to the sixth connection point 16, or - allow refrigerant flow from compressor outlet 7 to sixth connection point 16 and prohibit refrigerant flow from compressor outlet 7 to first heat exchanger 21.

[0106] The first three-way valve 45 is an electrically operated valve. An electric motor moves a movable shutter to regulate the flow of refrigerant in the three ways, according to the opening law defined above.

[0107] In the thermal conditioning system 100 according to the second embodiment, the main loop A includes a second shut-off valve 42 disposed between the fifth connection point 15 and the first heat exchanger 1. The second shut-off valve 42 is disposed between the fifth connection point 15 and the ninth connection point 19. In this embodiment, the third branch branch D includes a third shut-off valve 43.

[0108] The second shut-off valve 42 and the third shut-off valve 43 allow the flow of refrigerant fluid exiting the compressor 7 to be distributed between a flow circulating in the main loop A and a flow circulating in the third branch of the bypass D.

[0109] In the illustrated example, the thermal conditioning system 100 includes a second three-way valve 46 arranged jointly on the main loop A and on the fourth branch E. The second three-way valve 46 is configured to selectively: - allow refrigerant to flow from the outlet of the first heat exchanger 1 to the third connection point 13 and prohibit refrigerant to flow from the outlet of the first heat exchanger 1 to the eighth connection point 18, or - allow refrigerant flow from the outlet of the first exchanger 1 to the eighth connection point 18 and prohibit refrigerant flow from the outlet of the first exchanger 1 to the third connection point 13.

[0110] The second three-way valve 46 is an electrically operated valve

[0111] According to the second embodiment, the second three-way valve 46 and the fourth expansion device 34 are arranged in the same body, for example in the same foundry body.

[0112] The body receiving the second three-way valve 46 and the fourth pressure-reducing device 34 can be a single unit. In other words, a single component integrates the functions of a three-way valve and a pressure-reducing device. This facilitates the mechanical integration of the component into the thermal conditioning system 100.

[0113] Fig. 6 illustrates a method of operation of a thermal conditioning system 100 as described above, in a so-called passenger compartment cooling mode. In this so-called cabin cooling mode: - a flow Q of refrigerant circulates in the compressor 7 where it passes at high pressure, and circulates successively in the third bypass branch D, in the second heat exchanger 2 where it gives up heat to the outside air flow Fe, in the first expansion valve 31 where it passes to an intermediate pressure, in the internal exchanger 6, in the third expansion valve 33 where it passes to low pressure, in the fourth exchanger 4 where it receives heat from the inside air flow Fi, in the accumulation device 8, in the internal exchanger 6 and returns to the compressor 7, and the fifth expansion valve 35 is in at least partially open position so that the refrigerant contained in the first exchanger 1 is at low pressure.

[0114] In this operating mode, the high-pressure refrigerant at the outlet of the compressor 7 is directed, at the fifth connection point 15, into the third bypass branch D. The first three-way valve 45 blocks the circulation of the refrigerant to the first heat exchanger 1. At the outlet of the third bypass branch D, at the sixth connection point 16, the high-pressure refrigerant is directed to the second heat exchanger 2. The first shut-off valve 41 is in the closed position, so that the circulation of the refrigerant in the main loop A between the sixth connection point 16 and the fourth connection point 14 is blocked. The second three-way valve 47 blocks the circulation of the refrigerant in the fourth bypass branch E between the eighth connection point 18 and the seventh connection point 17. The The refrigerant circulating in the second heat exchanger 2 is cooled by transferring heat to the outside airflow Fe. At the first expansion valve 31, the refrigerant undergoes partial expansion. This partial expansion reduces the temperature of the refrigerant entering the first heat exchange section 6a of the internal heat exchanger 6, thereby controlling the outlet temperature of the second heat exchange section 6b, and consequently the discharge temperature of the compressor 7. The degree of expansion, or pressure drop, generated by the first expansion valve 31 is controlled to maintain the discharge temperature of the compressor 7 below an acceptable maximum limit.

[0115] The intermediate-pressure refrigerant returns to the third connection point 13 and then to the third expansion valve 33 where it undergoes expansion and drops to low pressure. The so-called low pressure is lower than the so-called intermediate pressure. Similarly, the so-called intermediate pressure is lower than the so-called high pressure. The low-pressure refrigerant circulates in the fourth heat exchanger 4 and absorbs heat from the interior airflow Fi, thus cooling the passenger compartment. The low-pressure refrigerant then circulates in the accumulator 8, in the second heat exchange section 6b of the internal heat exchanger 6, and returns to the inlet 7a of the compressor 7, thus completing the thermodynamic cycle. The second expansion valve 32 is in the closed position, and the refrigerant does not circulate in the first bypass branch B.The internal heat exchanger 6 is active, since the first heat exchange section 6a and the second heat exchange section 6b are both traversed by a flow of refrigerant fluid.

[0116] The fifth expansion valve 35 is in at least a partially open position, so that the main loop section A between the fifth connection point 15 and the seventh connection point 17, including the first heat exchanger 1, is at the same pressure as the pressure at the tenth connection point 10, i.e., the low pressure. The amount of refrigerant contained in the first heat exchanger 1 and in the volume of the circuit section between the fifth connection point 15 and the seventh connection point 17 can thus be limited, thereby limiting the volume of the refrigerant accumulator 8.

[0117] Fig. 7 illustrates an operating method of a thermal conditioning system 100 as described above, in a so-called series dehumidification mode. In this mode of operation: - a flow Q of refrigerant circulates in the compressor 7 where it passes through high pressure, and circulates successively in the main loop A, in the first exchanger 1 where it gives up heat to the indoor airflow Fi, in the fourth bypass branch E, in second heat exchanger 2 where it gives up heat to the outdoor airflow Fe, in first expansion valve 31, in internal exchanger 6, in third expansion valve 33 where it goes to low pressure, in fourth exchanger 4 where it receives heat from the indoor airflow Fi, in storage device 8, in internal exchanger 6, and returns to compressor 7.

[0118] In this operating mode, the high-pressure refrigerant from the compressor 7 is directed, at the fifth connection point 15, to the first heat exchanger 1, circulating in the main loop A. At the first heat exchanger 1, the refrigerant transfers heat to the incoming airflow and warms it. The refrigerant then returns to the seventh connection point 17 and is directed to the eighth connection point 18, circulating in the fourth branch E. The second three-way valve 46 blocks the flow of refrigerant to the third connection point 13. At the eighth connection point 18, the refrigerant is directed to the second heat exchanger 2, where it transfers heat to the outside airflow Fe. The first shut-off valve 41 is in the closed position.The refrigerant then reaches the third connection point 13 after passing through the first expansion valve 31 and the first heat exchange section 6a of the internal heat exchanger 6. The refrigerant is expanded at the third expansion valve 33 and circulates through the fourth heat exchanger 4, absorbing heat from the interior airflow Fi. The interior airflow Fi is thus cooled at the fourth heat exchanger 4 and heated at the first heat exchanger 1, thereby dehumidifying this airflow for the passenger compartment. The low-pressure refrigerant exiting the fourth heat exchanger 4 then passes through the accumulator 8, the second heat exchange section 6b of the internal heat exchanger 6, and reaches the inlet 7a of the compressor 7. The internal heat exchanger 6 is active, since both the first heat exchange section 6a and the second heat exchange section 6b carry a flow of refrigerant.The third heat exchanger 3 does not carry a flow of refrigerant and does not participate in heat exchange.

[0119] Fig. 8 illustrates a method of operation of a thermal conditioning system 100 as described above, in a so-called energy recovery mode. According to this mode of operation: - A total flow rate Q1 of refrigerant circulates in the compressor 7 where it is under high pressure, circulates in the main loop A and is divided into: — a second flow rate Q2 circulating in the fifth branch of the bypass F, — a third flow rate Q3 circulating in the main loop A, in the first heat exchanger 1 where it transfers heat to the internal airflow Fi, in the second pressure reducer 32 where it passes to low pressure, in the third exchanger 3, and joins the second flow Q2, The total flow Q1 circulates through the accumulation device 8 and returns to the compressor 7.

[0120] In this operating mode, the high-pressure refrigerant fluid at the outlet 7b of the compressor 7 is directed, at the fifth connection point 15, to the ninth connection point 19, circulating in the main loop A. At the ninth connection point 19, a portion Q2 of the total refrigerant flow Q1 enters the fifth bypass branch F, because the fifth expansion valve 35 is open. The remaining portion Q3 of the total flow Q1 continues in the main loop A and circulates through the first heat exchanger 1, transferring heat to the internal airflow Fi. At the seventh connection point 17, the second three-way valve 46 directs the refrigerant fluid to the third connection point 13 and blocks the refrigerant flow in the fourth bypass branch E.The refrigerant reaches the first connection point 11, is redirected to the first branch line B, passes at low pressure through the second expansion valve 32, and circulates through the third heat exchanger 3. The refrigerant thus absorbs heat from the component 25 of the electric drive system. The refrigerant flow rate Q3 exiting the third heat exchanger 3 joins the flow rate Q2 from the fifth branch line F. The total refrigerant flow rate Q1 then passes through the accumulator 8, the second heat exchange section 6b of the internal heat exchanger 6, and reaches the inlet 7a of the compressor 7. The internal heat exchanger 6 is inactive, as the first heat exchange section 6a does not carry any refrigerant. Similarly, the second heat exchanger 2 and the fourth heat exchanger 4 do not carry any refrigerant and do not participate in heat exchange.

[0121] In this operating mode, the passenger compartment is heated by means of heat recovered from the element 25 of the electric drive system at the third heat exchanger 3, and by means of heat supplied by the compressor 7 to the refrigerant. The flow rate Q2 circulating in the fifth branch of the bypass F increases the total flow rate of refrigerant supplied by the compressor 7 and thus increases the heating power supplied to the passenger compartment.

[0122] Fig. 9 illustrates a method of operation of a thermal conditioning system 100 as described above, in a mode called cabin heating and battery heating. In this mode of operation: - a flow Q of refrigerant circulates in the compressor 7 where it passes through high pressure, and circulates successively in the main loop A, in the first exchanger 1 where it gives up heat to the indoor airflow Fi, in the fifth exchanger 5, in the first expansion valve 31 where it goes to low pressure, in the second heat exchanger 2 where it receives heat from the outdoor airflow Fe, in the storage device 8 and returns to the compressor 7.

[0123] The thermal conditioning system 100 is shown here according to the second variant of the first embodiment. The high-pressure refrigerant from the compressor 7 is directed, at the fifth connection point 15, to the first heat exchanger 1, circulating in the main loop A. At the first heat exchanger 1, the refrigerant transfers heat to the interior airflow and warms it, thus heating the vehicle's passenger compartment. The refrigerant then returns to the seventh connection point 17 and is directed to the fifth heat exchanger 5. The refrigerant transfers heat as it passes through the fifth heat exchanger 5, which heats the component 25 of the vehicle's electric powertrain. For example, heating the electrical energy storage battery can be provided. The second three-way valve 46 blocks the flow of refrigerant to the fourth branch E.The refrigerant then passes through the first heat exchange section 6a of the internal heat exchanger 6, then through the first expansion valve 31 where the refrigerant is reduced to a low-pressure state, and circulates through the second heat exchanger 2, absorbing heat from the outside airflow Fe. The first shut-off valve 41 is opened, allowing the low-pressure refrigerant from the second heat exchanger 2 to reach the fourth connection point 14. The refrigerant then passes through the accumulator 8, the second heat exchange section 6b of the internal heat exchanger 6, and reaches the inlet 7a of the compressor 7. The internal heat exchanger 6 is active, since both the first heat exchange section 6a and the second heat exchange section 6b carry a flow of refrigerant. The third heat exchanger 3 and the fourth heat exchanger 4 do not carry the refrigerant and do not participate in heat exchange.

[0124] In this operating mode, the refrigerant circulates exclusively in the main loop A. The direction of circulation in the first expansion valve 31 and in the second exchanger 2 is reversed compared to the operating modes described previously and corresponding to figures 7 and 8.

[0125] Fig. 10 illustrates a method of operation of a thermal conditioning system 100 according to the second embodiment, in a so-called passenger compartment cooling mode. In this mode of operation: - a flow Q of refrigerant circulates in the compressor 7 where it passes under high pressure, and circulates successively in the third bypass branch D, in the fifth exchanger 5, in the fourth branch E, in the second heat exchanger 2 where it gives up heat to the outside airflow Fe, in the first expansion valve 31, in the third expansion valve 33 where it goes to low pressure, in the fourth exchanger 4 where it receives heat from the inside airflow Fi, in the storage device 8 and returns to the compressor 7.

[0126] The high-pressure refrigerant exiting the compressor 7 is directed, at the fifth connection point 15, to the third branch line D. The third shut-off valve 43 is open, while the second shut-off valve 42 is closed, blocking circulation in the main loop A to the first heat exchanger 1. The high-pressure refrigerant from the third branch line D passes through the fifth heat exchanger 5', releasing heat, which heats the component 25 of the vehicle's electric drive system. The refrigerant then reaches the seventh connection point 17 and is directed to the eighth connection point 18 via the fourth branch line E. The second three-way valve 46 blocks the refrigerant flow to the third connection point 13.At the eighth connection point 18, the refrigerant is directed to the second heat exchanger 2, where it transfers heat to the outside airflow Fe. The first shut-off valve 41 is in the closed position. The refrigerant then reaches the third connection point 13 after passing through the first expansion valve 31 and the first heat exchange section 6a of the internal heat exchanger 6. The refrigerant is expanded at the third expansion valve 33 and circulates through the fourth heat exchanger 4, absorbing heat from the inside airflow Fi. This cools the inside airflow Fi, thus cooling the passenger compartment. The low-pressure refrigerant exiting the fourth heat exchanger 4 then passes through the accumulator 8, the second heat exchange section 6b of the internal heat exchanger 6, and reaches the inlet 7a of the compressor 7.The internal heat exchanger 6 is active, since the first heat exchange section 6a and the second heat exchange section 6b are both traversed by a flow of refrigerant. The first heat exchanger 1 and the third heat exchanger 3 are not traversed by the refrigerant and do not participate in heat exchange.

[0127] Fig. 11 illustrates a method of operation of a thermal conditioning system 100 according to the second embodiment, in a mode known as passenger compartment heating and battery heating. In this mode of operation: - a flow Q of refrigerant circulates in the compressor 7 where it passes through high pressure, and circulates successively in the main loop A, in the first heat exchanger 1 where it transfers heat to the internal airflow Fi, in the fifth heat exchanger 5, in the first expansion valve 31 where it passes through low pressure, in the second exchanger 2 where it receives heat from the outside airflow Fe, in the accumulation device 8 and returns to the compressor 7.

[0128] The high-pressure refrigerant from the compressor 7 is directed, at the fifth connection point 15, to the first heat exchanger 1. The second shut-off valve 42 is open, while the third shut-off valve 43 is closed and blocks circulation in the third branch D. The refrigerant flow Q passes through the first heat exchanger 1, transferring heat to the interior airflow Fi, and then passes through the fifth heat exchanger 5', also transferring heat. The vehicle passenger compartment and the component 25 of the vehicle's electric powertrain are both heated. The refrigerant then reaches the seventh connection point 17 and is directed to the third connection point 13. The second three-way valve 46 blocks the circulation of the refrigerant to the fourth branch E.The refrigerant then passes through the first heat exchange section 6a of the internal heat exchanger 6, then through the first expansion valve 31 where the refrigerant is reduced to a low-pressure state, and circulates through the second heat exchanger 2, absorbing heat from the outside airflow Fe. The first shut-off valve 41 is opened, allowing the low-pressure refrigerant from the second heat exchanger 2 to reach the fourth connection point 14. The refrigerant then passes through the accumulator 8, the second heat exchange section 6b of the internal heat exchanger 6, and reaches the inlet 7a of the compressor 7. The internal heat exchanger 6 is active, since both the first heat exchange section 6a and the second heat exchange section 6b carry a flow of refrigerant. The third heat exchanger 3 and the fourth heat exchanger 4 do not carry the refrigerant and do not participate in heat exchange.

[0129] Many other modes of operation are also possible, and have not been shown.

Claims

1. Claims Thermal conditioning system (100) for a motor vehicle, comprising a refrigerant circuit (10) configured to circulate a refrigerant, the refrigerant circuit (10) comprising: - A main loop (A) comprising successively according to the direction of circulation of the refrigerant fluid: — a compressor (7), — a first heat exchanger (1) thermally coupled with an interior air flow (Fi) to a passenger compartment of the vehicle, — a first regulator (31), — a second heat exchanger (2) configured to exchange heat with an outside air flow (Fe) to the passenger compartment of the vehicle, — a refrigerant accumulation device (8), the main loop (A) comprising an internal exchanger (6) configured to allow heat exchange between the refrigerant downstream of the first exchanger (1) and upstream of the first expansion valve (31) and the refrigerant downstream of the accumulation device (8) and upstream of an inlet (7a) of the compressor (7), - A first bypass branch (B) connecting a first connection point (11) arranged on the main loop (A) downstream of the first exchanger (1) and upstream of the first expansion valve (31) to a second connection point (12) arranged on the main loop (A) downstream of the second heat exchanger (2) and upstream of the accumulation device (8), the first bypass branch (B) comprising a second expansion valve (32) and a third heat exchanger (3),. - A second bypass branch (C) connecting a third connection point (13) arranged on the main loop (A) downstream of the first exchanger (1) and upstream of the first connection point (11) to a fourth connection point (14) arranged on the main loop (A) downstream of the second exchanger (2) and upstream of the second connection point (12), the second bypass branch (B) comprising a third expansion valve (33) and a fourth heat exchanger (4), - A third branch branch (D) connecting a fifth connection point (15) located on the main loop (A) downstream of the compressor (7) and upstream of the first exchanger (1) to a sixth connection point (16) arranged on the main loop (A) downstream of the first exchanger (1) and upstream of the fourth connection point (14), - A fourth bypass branch (E) connecting a seventh connection point (17) arranged on the main loop (A) downstream of the first exchanger (1) and upstream of the third connection point (13) to an eighth connection point (18) arranged on the main loop (A) downstream of the second exchanger (2) and upstream of the fourth connection point (14), the thermal conditioning system being characterized in that the main loop (A) comprises a fourth expansion valve (34) arranged downstream of the first exchanger (1) and upstream of the seventh connection point (17).

2. Thermal conditioning system (100) according to claim 1, wherein the first heat exchanger (1) is configured to exchange heat with an interior air flow (Fi) in the passenger compartment of the vehicle, or wherein the first heat exchanger (1) is configured to exchange heat with a heat transfer fluid circulating in a closed circuit (30) of heat transfer fluid, the circuit (30) of heat transfer fluid comprising a heat exchanger (IB) configured to exchange heat with an interior air flow (Fi) in the passenger compartment of the vehicle.

3. Thermal conditioning system (100) according to claim 1 or 2, wherein: - the third heat exchanger (3) is thermally coupled with an element (25) of an electric powertrain of a motor vehicle, and wherein - the fourth heat exchanger (4) is configured to exchange heat with the interior air flow (Fi) in the passenger compartment of the vehicle, the element (25) of the electric powertrain of the vehicle comprising an electrical energy storage battery, or an electric traction motor of the vehicle, or an electronic control unit of the electric traction motor of the vehicle.

4. Thermal conditioning system (100) according to one of claims 1 to 3, wherein the sixth connection point (16) is arranged between the second exchanger (2) and the fourth connection point (14).

5. Thermal conditioning system (100) according to one of claims 1 to 3, wherein the sixth connection point (16') is arranged downstream of the first exchanger (1) and upstream of the seventh connection point (17).

6. Thermal conditioning system (100) according to one of claims 1 to 5, comprising a fifth bypass branch (F) connecting a ninth connection point (19) arranged on the main loop (A) downstream of the fifth connection point (15) and upstream of the first exchanger (1) to a tenth connection point (20) arranged on the main loop (A) downstream of the fourth connection point (14) and upstream of the accumulation device (8), the fifth bypass branch (F) comprising a fifth pressure reducer (35).

7. Thermal conditioning system (100) according to one of claims 1 to 5, comprising a fifth bypass branch (F) connecting a ninth connection point (19) arranged on the main loop (A) downstream of the fifth connection point (15) and upstream of the first exchanger (1) to a tenth connection point (20') arranged on the first bypass branch (B) between the second expansion valve (32) and the third exchanger (3), the fifth bypass branch (F) comprising a fifth expansion valve (35).

8. Thermal conditioning system (100) according to one of claims 1 to 7, in which the main loop (A) comprises a fifth exchanger (5) arranged downstream of the seventh connection point (17) and upstream of the third connection point (13).

9. Thermal conditioning system (100) according to one of claims 1 to 7, in which the main loop (A) comprises a fifth exchanger (5') arranged downstream of the sixth connection point (16') and upstream of the seventh connection point (17).

10. Thermal conditioning system (100) according to one of the preceding claims, comprising a first three-way valve (45) arranged jointly on the main loop (A) and on the third bypass branch (D), the first three-way valve (45) being configured to selectively: - allow circulation of the refrigerant fluid at the outlet of the compressor (7) towards the first exchanger (1) and prohibit circulation of the refrigerant fluid at the outlet of the compressor (7) towards the sixth connection point (16), or - allow circulation of the refrigerant fluid at the outlet of the compressor (7) towards the sixth connection point (16) and prohibit circulation of the refrigerant fluid at the outlet of the compressor (7) towards the first exchanger (21).

11. Thermal conditioning system (100) according to one of the preceding claims, comprising a second three-way valve (46) arranged jointly on the main loop (A) and on the fourth bypass branch (E), the second three-way valve (46) being configured to selectively: - allow circulation of the refrigerant fluid leaving the first exchanger (1) to the third connection point (13) and prohibit circulation of the refrigerant fluid leaving the first exchanger (1) to the eighth connection point (18), or - allow circulation of the refrigerant fluid leaving the first exchanger (1) to the eighth connection point (18) and prohibit circulation of the refrigerant fluid leaving the first exchanger (1) to the third connection point (13), and in which the second three-way valve (46) and the fourth expansion valve (34) are arranged in the same body,for example in the same foundry body.,

12. Method of operating a thermal conditioning system (100) according to one of claims 1 to 11 in combination with claim 6, in a so-called passenger compartment cooling mode in which: - a flow (Q) of refrigerant fluid circulates in the compressor (7) where it passes at high pressure, and circulates successively in the third bypass branch (D), in the second heat exchanger (2) where it gives off heat to the outside air flow (Fe), in the first expansion valve (31) where it passes at an intermediate pressure, in the internal exchanger (6), in the third expansion valve (33) where it passes at low pressure, in the fourth exchanger (4) where it receives heat heat of the interior air flow (Fi), in the accumulation device (8), in the internal exchanger (6) and returns to the compressor (7), and in which the fifth expansion valve (35) is in the at least partially open position so that the refrigerant fluid contained in the first exchanger (1) is at low pressure.

13. Method of operating a thermal conditioning system (100) according to one of claims 2 to 11, in a so-called serial dehumidification mode in which: - a flow (Q) of refrigerant fluid circulates in the compressor (7) where it passes at high pressure, and circulates successively in the main loop (A), in the first exchanger (1) where it gives off heat to the interior air flow (Fi), in the fourth bypass branch (E), in the second heat exchanger (2) where it gives off heat to the exterior air flow (Fe), in the first expansion valve (31), in the internal exchanger (6), in the third expansion valve (33) where it passes at low pressure, in the fourth exchanger (4) where it receives heat from the interior air flow (Fi), in the accumulation device (8), in the internal exchanger (6), and returns to the compressor (7).

14. Method of operating a thermal conditioning system (100) according to one of claims 2 to 11, in a so-called energy recovery mode in which: - a total flow rate (Ql) of refrigerant fluid circulates in the compressor (7) where it passes at high pressure, circulates in the main loop (A) and is divided between: - a second flow rate (Q2) circulating in the fifth bypass branch (F), - a third flow rate (Q3) circulating in the main loop (A), in the first exchanger (1) where it gives off heat to the interior air flow (Fi), in the second expansion valve (32) where it passes at low pressure, in the third exchanger (3), and joins the second flow rate (Q2), the total flow rate (Ql) circulates in the accumulation device (8) and returns to the compressor (7).

15. Method of operating a thermal conditioning system (100) according to one of claims 2 to 11 in combination with claim 8, in a mode known as passenger compartment heating and battery heating in which: - a flow (Q) of refrigerant fluid circulates in the compressor (7) where it passes at high pressure, and circulates successively in the main loop (A), in the fifth exchanger (5), in the first exchanger (1) where it gives off heat to the interior air flow (Fi), in the first expansion valve (31) where it passes at low pressure, in the second heat exchanger (2) where it receives heat from the exterior air flow (Fe), in the accumulation device (8) and returns to the compressor (7).

16. Method of operating a thermal conditioning system (100) according to one of claims 2 to 11 in combination with claim 9, in a so-called passenger compartment cooling mode in which: - a flow (Q) of refrigerant fluid circulates in the compressor (7) where it passes at high pressure, and circulates successively in the third bypass branch (D), in the fifth exchanger (5'), in the fourth bypass branch (E), in the second heat exchanger (2) where it gives up heat to the outside air flow (Fe), in the first expansion valve (31), in the third expansion valve (33) where it passes at low pressure, in the fourth exchanger (4) where it receives heat from the inside air flow (Fi), in the accumulation device (8) and returns to the compressor (7).

17. Method of operating a thermal conditioning system (100) according to one of claims 2 to 11 in combination with claim 10, in a mode called passenger compartment heating and battery heating, in which: - a flow (Q) of refrigerant fluid circulates in the compressor (7) where it passes at high pressure, and circulates successively in the main loop (A), in the first exchanger (1) where it gives off heat to the interior air flow (Fi), in the fifth exchanger (5), in the first expansion valve (31) where it passes at low pressure, in the second exchanger (2) where it receives heat from the exterior air flow (Fe), in the accumulation device (8) and returns to the compressor (7).

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