Vehicle heat treatment module and system

Abstract

The invention relates to a heat treatment module for a vehicle comprising: - a first and a second end face (101, 102) opposite each other, - a stack of plates (P) defining: o an internal heat exchanger (3), the first end face (101) being located at said internal heat exchanger, o at least one heat exchanger (5), the second end face (102) being located at said heat exchanger, - first connectors (2e, 2s, 3e, 3s, 9e, 9s, 30e, 30s) for the inlet and outlet of a refrigerant fluid and second connectors (2'e, 5'e, 5's, 9'e,) for the inlet and outlet of a heat transfer fluid, characterized in that: - the first refrigerant fluid connectors are arranged at the first face (101), - the second heat transfer fluid connections are arranged at the level of the second face (102). Abbreviated figure = 6A

Description

Title of the invention: Module and system for thermal treatment for vehicle Technical field

[0001] The subject of the invention is a heat treatment module for a vehicle as well as a heat treatment system comprising such a module.

[0002] The invention relates to the technical field of heat treatment of fluid within a vehicle by plate exchangers. The vehicle is preferably a motor vehicle (car, truck, etc.), but more generally, it can be of the land, sea or air type. State of the art

[0003] Motor vehicles are commonly equipped with a refrigerant circuit and at least one heat transfer fluid circuit, both used to participate in a heat treatment of different zones or different components of the vehicle. It is in particular known to use the refrigerant circuit and / or the heat transfer fluid circuit to heat treat an air flow sent into a passenger compartment of the vehicle equipped with such a circuit and / or to cool components of the vehicle's powertrain (battery, engine, etc.).

[0004] The refrigerant fluid and the heat transfer fluid usually circulate within their respective circuits and interact with each other via a plurality of heat exchangers ensuring an exchange of calories between the two fluids. In order to improve the compactness of the heat treatment system, several of these heat exchangers can be grouped into a heat treatment module. Since automobile manufacturers are in a spirit of continuous improvement of their vehicles, one improvement objective is to group more elements of the heat treatment system within the heat treatment modules to reduce the space occupied by these elements.

[0005] We know from patent document FR3126647 a heat treatment module for a particularly compact vehicle and combining several functions. This module is formed by a stack of plates arranged and configured to group together several exchangers, and in particular: a heat exchanger for a heat exchange between the refrigerant fluid and the heat transfer fluid, and an internal heat exchanger for a heat exchange between the refrigerant fluid subjected to two different temperature levels. Connections for the inlet and outlet of the heat transfer fluid and the refrigerant fluid are provided in the module. The arrangement of the connections is such that in practice, significant pressure losses are observed in the module. In addition, the quantity of fluid on board can be relatively large due to volumes lost inside the module and due to the fittings required to connect certain connectors together.

[0006] Pressure drops within the module are likely to result in a decrease in the overall efficiency of the heat treatment, as the refrigerant and heat transfer fluids circulate less efficiently. This may result in insufficient cooling or heating capacity. In addition, pressure drops increase the load on the fluid circulation systems (compressor), thereby resulting in increased energy consumption and / or oversizing of these systems to maintain an adequate fluid flow rate. In addition, these pressure drops may cause undesirable pressure variations within the heat treatment module, which may generate mechanical stresses that may impact the long-term durability and reliability of said module, thus increasing the operational costs and times associated with maintenance or repair phases.

[0007] The invention aims to overcome all or part of the aforementioned drawbacks. The invention aims in particular to achieve all or part of the following objectives: improve the overall efficiency of the heat treatment module; reduce the quantity of fluid on board; reduce pressure losses within the heat treatment module; reduce the operational costs and times associated with the maintenance or repair phases of the heat treatment module; design a heat treatment module which remains particularly compact while grouping together more functions. Presentation of the invention

[0008] The solution proposed by the invention is a heat treatment module for a vehicle comprising: - a first and a second end face opposite each other, - a stack of plates defining: — an internal heat exchanger for heat exchange between the refrigerant subjected to two different temperature levels, the first end face being located at the level of said internal heat exchanger, — at least one heat exchanger for heat exchange between a refrigerant fluid and a heat transfer fluid, the second end face being located at the level of said heat exchanger, - first connectors for the inlet and outlet of the refrigerant fluid and second connectors for the inlet and outlet of the heat transfer fluid arranged in said module, and in which: - the first refrigerant fluid connections are fitted at the level of the first end face, - the second heat transfer fluid connections are arranged at the level of the second end face.

[0009] By positioning the first refrigerant fluid connectors at the internal heat exchanger and the second heat transfer fluid connectors at the heat exchanger, the fluid collectors inside the heat treatment module can be optimized and the pressure losses reduced. In particular, the applicant has found that the refrigerant circulating in the module is largely in the saturated vapor state or in a heterogeneous state (mixture of liquid and vapor). With an equivalent circulation path, the pressure losses are generally greater when the fluid is in these states than when it is in the liquid state. Thus, by positioning the first refrigerant fluid connectors at the internal heat exchanger, the length of the refrigerant fluid collectors can be reduced, so that the pressure losses are reduced as well as the lost volumes.The same applies to the heat transfer fluid collectors. The optimized layout of the connections thus makes it possible to minimize pressure losses, reduce lost volumes, reduce the quantity of fluid on board and improve the thermal efficiency of the module.

[0010] This reduction in pressure losses results in low mechanical stresses in the module and lower energy consumption for pump operation, which is beneficial in terms of durability, reliability and energy efficiency. It is also now possible to use more compact pumps to maintain adequate fluid flow, improving the compactness of the system.

[0011] Furthermore, the separation of the connectors for the two types of fluids on opposite end faces simplifies assembly, maintenance or repair operations, because it is easier to access and distinguish them. This particular arrangement of the connectors also makes it possible to reduce the lost volumes, not only inside the module, but also between the connections of the shorter connectors, and therefore to reduce the quantity of fluid on board.

[0012] Other advantageous features of the invention are listed below. Each of these features may be considered alone or in combination with the remarkable features defined above. Each of these features contributes, where appropriate, to the resolution of specific technical problems defined further in the description and in which the other features defined above do not necessarily contribute. The following features may thus be the subject, where appropriate, of one or more divisional patent applications:

[0013] According to one embodiment, the plates define a first exchanger heat exchanger for heat exchange between the refrigerant fluid subjected to a first pressure level and the heat transfer fluid, and a second heat exchanger for heat exchange between the refrigerant fluid subjected to a second pressure level and a heat transfer fluid, the second end face being located at at least one of the two heat exchangers.

[0014] According to one embodiment, the first heat exchanger, the second heat exchanger and the internal heat exchanger are arranged one above the other to form three separate stages.

[0015] According to another embodiment, the first heat exchanger and the internal heat exchanger are superimposed to form two separate stages, the second heat exchanger being adjacent to them.

[0016] According to one embodiment, the plates also define a condenser configured to condense the refrigerant fluid before it enters the internal heat exchanger.

[0017] According to one embodiment, the heat exchanger and the internal heat exchanger are superimposed to form separate stages, the condenser being adjacent to them, the second end face also being located at the level of said condenser.

[0018] According to one embodiment, the condenser is thermally insulated from the internal heat exchanger and / or the heat exchanger.

[0019] According to one embodiment: - common plates define the condenser and the internal heat exchanger, which plates have a structure forming an air blade ensuring thermal insulation; and / or - common plates define the condenser and the heat exchanger, which plates have a structure forming an air blade ensuring thermal insulation.

[0020] Another aspect of the invention relates to a heat treatment system for a vehicle, comprising a heat treatment module in accordance with one of the preceding characteristics.

[0021] According to an embodiment where the module comprises a first heat exchanger and a second heat exchanger, the heat transfer fluid treated by said first circulates in a circuit used for heat exchange with one or more components of the vehicle's powertrain; and the heat transfer fluid treated by said second exchanger circulates in a circuit for heat exchange with an air flow sent into a passenger compartment of the vehicle. Brief description of the figures

[0022] Other advantages and characteristics of the invention will appear more clearly on reading the description of the embodiments which follow, with reference to the appended drawings, produced as indicative and non-limiting examples and in which: [Fig.l] schematizes a first example of a heat treatment system for a motor vehicle, comprising a heat treatment module according to a first embodiment. [Fig.2] shows a diagram of a second example of a heat treatment system for a motor vehicle, comprising a heat treatment module according to the first embodiment. [Fig.3] shows a diagram of a third example of a heat treatment system for a motor vehicle, comprising a heat treatment module according to a second embodiment. [Fig.4] shows a diagram of a fourth example of a heat treatment system for a motor vehicle, comprising a heat treatment module according to the second embodiment. [Fig.5] is an enthalpy diagram illustrating the refrigerant cycle in a heat treatment system according to the invention. [Fig. 6A] is a perspective representation of a heat treatment module according to the invention, seen from a first end face. [Fig. 6B] is a perspective representation of a heat treatment module according to the invention, seen from a second end face. [Fig.7A] illustrates a first arrangement of exchangers in the heat treatment module. [Fig.7B] illustrates a second arrangement of exchangers in the heat treatment module. [Fig.7C] illustrates a third arrangement of exchangers in the heat treatment module. [Fig.8A] represents a set of common plates dedicated to the IHX and part of the condenser. [Fig.8B] represents a set of common plates dedicated to the first chiller and to a part of the condenser. [Fig.8C] represents a set of common plates dedicated to the second chiller and to a part of the condenser. [Fig.9] shows an example of the circulation of the refrigerant fluid and the heat transfer fluid in the different stages of the heat treatment module. [Fig. 10] shows another example of the circulation of the refrigerant and heat transfer fluid in the different stages of the heat treatment module. Description of the embodiments

[0023] To possibly complete their current definition, the following clarifications are made to certain terms used in the claims and the description: - As used herein, unless otherwise indicated, the possible use of the ordinal adjectives "first," "second," etc., to describe an object merely indicates that different occurrences of similar objects are being referred to and does not imply that the objects so described must be in any given sequence, whether in time, space, ranking, or otherwise. - “X and / or Y” means: X alone or Y alone or X+Y. - Generally speaking, it will be appreciated that on the various attached drawings, the objects are arbitrarily drawn to facilitate their reading.

[0024] [Fig.l] represents a heat treatment system 100 of the heat pump type, for a motor vehicle. This system comprises a first refrigerant fluid loop 101, represented in solid lines, in which a refrigerant fluid (e.g.: R134a, R1234yf, Propane, R744) circulates, and one or more heat transfer fluid loops 102i, 1022, represented in dotted lines, in which a heat transfer fluid (e.g.: glycolated water) circulates.

[0025] The first refrigerant fluid loop 101 comprises, in the direction of circulation of the refrigerant fluid: a compressor 1, a condenser 2, an internal heat exchanger 3 or IHX (for the English acronym of Internai Heat EXchanger), an expansion member 4, an internal heat exchanger 5, or chiller in English, and an accumulator 6.

[0026] The condenser 2 is preferably a water condenser or WCDS (for the English acronym for Water Cooled Condenser). It is a two-fluid heat exchanger, arranged downstream of the compressor 1, and configured to extract heat from the refrigerant fluid which condenses, and transfer it to the heat transfer fluid circulating in the heat transfer fluid loop 102i The condenser 2 has an inlet 2e and an outlet 2s of the refrigerant fluid, and an inlet 2'e and an outlet 2's of the heat transfer fluid. The inlet 2e is fluidically connected to the outlet 1s of the compressor 1. The circulation of the refrigerant and heat transfer fluids is preferably countercurrent to optimize the exchanges.

[0027] LTHX 3 is configured for heat exchange between the refrigerant subjected to two different temperature levels. LTHX 3 makes it possible in particular to cool the refrigerant by heat exchange between the high temperature and high pressure refrigerant coming from the condenser 2 and the low temperature and low pressure refrigerant coming from the chiller 5. On the high temperature side, the IHX 3 has an inlet 3e fluidly connected to the outlet 2s of the condenser 2, and an outlet 3s fluidly connected to the expansion member 4. On the low temperature side, it has an inlet 30e fluidly connected to the outlet 6s of the accumulator 6, and an outlet 30s fluidly connected to the inlet 1e of the compressor 1.

[0028] The expansion member 4 is for example of the EXV type (for the English acronym of Electronic expansion Valve). It is configured to expand the fluid re high pressure refrigerant at a first pressure level (low pressure), this pressure reduction being accompanied by a reduction in temperature. This expansion device provides a fluid connection between the IHX 3 and the chiller 5. In particular, it has an inlet 4e fluidly connected to the outlet 3s of the IHX 3 and an outlet 4s fluidly connected to the inlet 5e of the chiller 5.

[0029] The chiller 5 is configured to extract heat from the heat transfer fluid circulating in the heat transfer fluid loop 1022 and transfer it to the refrigerant fluid. On the refrigerant side, it has an inlet 5e associated with the expansion member 4 and an outlet 5s fluidically connected to the inlet 6e of the accumulator 6. The chiller 5 also has an inlet 5'e and an outlet 5's of the heat transfer fluid. The circulation of the refrigerant and heat transfer fluids is preferably countercurrent to optimize the exchanges.

[0030] The accumulator 6 is configured to remove a liquid fraction of the refrigerant fluid which has not been evaporated in the chiller 5.

[0031] According to one embodiment, the heat transfer fluid loop 102i is used for a heat exchange with an air flow sent into the passenger compartment of the vehicle, for example by being connected to the radiator 110 of said passenger compartment for its heating. And the heat transfer fluid loop 1022 allows a heat exchange with one or more components 111 of the vehicle's powertrain for their cooling or heat recovery, for example with the electronic part of said chain (or PEEM for the English acronym for Power Electronics and Electric Machinery), with the engine and / or with the batteries.

[0032] In the embodiment of [Fig. 2], the heat treatment system 1 is substantially similar to that of [Fig. 1]. The accumulator is however substituted by a desiccant bottle 7 configured to remove a gaseous fraction of the refrigerant fluid which has not been condensed in the condenser 2. The desiccant bottle 7 is arranged between the condenser 2 and the IHX 3. More particularly, the desiccant bottle 7 comprises an inlet 7e fluidly connected to the outlet 2s of the condenser 2 and an outlet 7s fluidly connected to the inlet 3e of the IHX 3.

[0033] In the embodiment of [Fig. 3], the system 1 comprises a second chiller 9, in parallel with the first chiller 5, and configured to extract heat from the heat transfer fluid circulating in a heat transfer fluid loop 1023 and transfer it to the refrigerant fluid. The second chiller 9 is associated with a second expansion member 8 configured to expand the refrigerant fluid (high pressure) to a second pressure level (low pressure). The second expansion member 8 provides a fluid connection between the IHX 3 and the second chiller 9. It has in particular an inlet 8e fluidically connected to the outlet 3s of the IHX 3 and an outlet 8s fluidically connected to the inlet 9e of the second chiller 9.

[0034] On the refrigerant fluid side, the second chiller 9 has an inlet 9e associated with the second expansion member 8 and an outlet 9s fluidically connected to the inlet 6e of the accumulator 6. It also has an inlet 9'e and an outlet 9's for the heat transfer fluid.

[0035] According to one embodiment, the second level of expansion pressure provided by the second member 8 is different from the first level of expansion pressure provided by the first member 4. Thus, the heat transfer fluids circulating respectively in the loops 1022, 1023 can be cooled to different temperatures and be used separately. For example, the loop 1023 can be connected to another component of the vehicle's powertrain, and / or be used for heat exchange with an air flow sent into the passenger compartment of the vehicle, and be for example connected to the cooler 112 (air conditioning) of the passenger compartment of the vehicle for cooling said passenger compartment. It will be understood that a greater number of chillers can be envisaged.

[0036] The embodiment of [Fig.4] uses system 1 of [Fig.3], the accumulator being replaced by the desiccant bottle 7.

[0037] [Fig.5] is an enthalpy diagram illustrating the refrigerant cycle in system 1. The different points correspond to the inputs / outputs defined previously. The cycle is as follows: - [le-ls]: The gaseous refrigerant is compressed by compressor 1. This compression increases the pressure and temperature of the refrigerant (high pressure and high temperature). - [2e-2s]: The high pressure and high temperature gaseous refrigerant passes through condenser 2. The refrigerant gives up its heat to the heat transfer fluid and condenses to return to the liquid state. - [3e-3s]: The high pressure, high temperature liquid refrigerant passes through the IHX 3 where it gives off heat to the low pressure, low temperature refrigerant coming from the chiller 5. The liquid refrigerant is thus pre-cooled before it enters the expansion valve 4. - [4e-4s] (and possibly [8e-8s]): The high-pressure liquid refrigerant passes through expansion valve 4, reducing its pressure (low pressure) and its temperature (low temperature). The expansion level allows the pressure and temperature to be adjusted at point 5 (or 9). - [5e-5s] (and possibly [9e-9s]): The low-pressure, low-temperature liquid refrigerant passes through chiller 5 (and possibly chiller 9) where it absorbs heat from the heat transfer fluid. It changes from liquid to gaseous state. - [30e-30s]: Before compression, the low pressure, low temperature gaseous refrigerant passes through the IHX 3. It is preheated by heat exchange with the high pressure, high temperature refrigerant coming from the condenser 2. This increases the efficiency of the cycle by reducing the workload on the compressor 1.

[0038] During this cycle, the refrigerant fluid is therefore in different thermodynamic states, in particular in the saturated vapor state or in a heterogeneous state (mixture of liquid and vapor), which states have an impact on the pressure losses in the system. Indeed, in the saturated vapor state, the volume of the fluid is greater. This increase in volume is accompanied by an increase in the speed of the fluid in the heat treatment module and, consequently, an increase in pressure losses. Also, in the heterogeneous state, the mixing of the gaseous and liquid phases can create turbulence and non-uniform flows in the module which increase the pressure losses. In this context, a reduction in pressure losses appears desirable.

[0039] Referring to Figures 6A and 6B, the module 10 is formed from a stack of plates P defining the aforementioned exchangers. These plates define between them collectors and fluid circulation passes for each heat exchanger. The plates P are stacked along a stacking axis A which is perpendicular or substantially perpendicular to the planes of said plates.

[0040] This module 10 has a first end face 10i and a second end face 102, the two faces being opposite each other. These two end faces 10i and 102 can be materialized in the form of closing plates of the module 10 and / or heat exchange plates constituting the aforementioned exchangers.

[0041] Figures 7A, 7B and 7C illustrate arrangements of exchangers in this plate assembly.

[0042] In [Fig.7A], the plates define the IHX 3, the chiller 5 and the condenser 2, to form a module 10 of the multifunction type, that is to say performing three distinct heat exchange functions. Although not preferred, a configuration where the plates define only the IHX 3 and the chiller 5 is also conceivable, the condenser 2 being in this case added. Such a module 10 is suitable for integration into a system of the type illustrated in FIGS. 1 and 2. According to a preferred embodiment, the IHX 3 and the chiller 5 are superimposed along the stacking axis A to form distinct stages. By separating the IHX 3 and the chiller 5 into distinct stages, the fluid collectors can be shaped to minimize bends, changes of direction or intersections likely to increase pressure losses.

[0043] According to an advantageous embodiment, the condenser 2 is adjacent to the IHX 3 and the chiller 5 and preferably extends over the entire height of the module 10. In other words, the condenser 2 has a height which is the cumulative height of the IHX 3 and the chiller 5. This configuration not only makes it possible to obtain a module 10 particularly compact, but also to maximize the total surface area available for heat transfer in the condenser 2. By increasing this surface area, the fluid velocity is reduced and consequently the associated pressure losses.

[0044] In [Fig.7B], the plates define the IHX 3, the first chiller 5, the second chiller 9 and the condenser 2, the module 10 thus performing four distinct heat exchange functions. Although not preferred, a configuration where the plates define only the IHX 3 and the two chillers 5, 9 is also conceivable, the condenser 2 being in this case added. This module 10 is particularly suitable for integration into a system of the type illustrated in Figures 3 and 4. Preferably, the IHX 3 and the two chillers 5, 9 are superimposed along the stacking axis A to form three distinct stages. The position of the two chillers can be reversed, i.e. the first chiller 5 or the second chiller 9 can be adjacent to the IHX 3. As explained previously, this arrangement in separate stages makes it possible to optimize the configuration of the fluid collectors to reduce pressure losses.Advantageously, and for the same reasons as those mentioned previously, the condenser 2 is adjacent to the IHX 3 and to the chillers 5, 9 and preferably extends over the entire height of the module 10, its height being the cumulative height of said IHX and said chillers.

[0045] [Fig.7C] is an alternative embodiment where the IHX 3 and the first chiller 5 are superimposed along the stacking axis A to form two separate stages, the second chiller 9 being adjacent to them. The height of the second chiller 9 is then the cumulative height of the IHX 3 and the first chiller 5. This configuration can have several advantages. Firstly, it makes it possible to reduce the height compactness of the module 10 in comparison with the module of [Fig.7B]. It also makes it possible to maximize the total surface area available for heat transfer in the second chiller 9. The collectors associated with the second chiller 9 can also be shorter and / or more direct, helping to reduce pressure losses.

[0046] Whatever the arrangement of the various exchangers in the module 10, the first end face 10i is located at the level of the IHX 3 and the second end face 10 2 is located at the level of the first chiller 5 (figures 7A, 7C) or the second chiller 9 ([Fig.7B]). In the preferred case where the module 10 also integrates the condenser 2, the second end face 102 is also located at the level of the latter.

[0047] For reasons of brevity only, the following description refers only to a module 10 of the type illustrated in [Fig.7B], that is to say whose plates define the IHX 3, the first chiller 5, the second chiller 9 and the condenser 2. It will be understood that the various associated characteristics apply to other configurations of the module 10, including configurations where said module comprises an attached condenser 2.

[0048] Referring to Figures 6A and 6B, first connectors 2e, 2s, 3e, 3s, 9e, 9s, 30e, 30s for the inlet / outlet of the refrigerant fluid are arranged at the first end face 10i, i.e. on the side of the IHX 3, and second connectors 2'e, 2's, 5'e, 5's, 9'e, 9's for the inlet / outlet of the heat transfer fluid are arranged at the second end face 102, i.e. on the side of the chillers 5, 9 and the condenser 2. For the sake of simplification and understanding, the connectors bear the same references as the inlets / outlets of the different exchangers illustrated in Figures 3 or 4, insofar as these connectors are associated with said inputs / outputs.These connections can be in the form of fittings, conduits, valves, flanges, and more generally in the form of any means, elements or organs allowing a fluid connection between said inlets / outlets and the fluid collectors formed in the module 10.

[0049] Plates dedicated to the IHX 3 and to part of the condenser 2.

[0050] According to a preferred embodiment illustrated in [Fig.8A], the IHX 3 and a part of the condenser 2 are formed by the alternation of a first pair (or set) of stacked single-piece common plates 231, 232. This exchange zone of the module 10 may for example be composed of a stack of two to ten of these plates. For example, the common plates 231, 232 have a rectangular circumference, and are produced by stamping sheet metal.

[0051] Each plate 231, 232 comprises an intermediate zone 230, for example in the form of a wall or rib, defining two regions 2311-2312, 232r2322 dedicated respectively to the circulation of fluid in the IHX 3 and to the circulation of fluid in the condenser 2. These regions may have identical or different surface areas.

[0052] On a first plate 23b, the region 23h forms a pass for the circulation of the high-pressure and high-temperature refrigerant fluid in the IHX 3, the other region 232i forming a pass for the circulation of the refrigerant fluid in the condenser 2. On the second plate 232, the region 2312 forms a pass for the circulation of the low-pressure and low-temperature refrigerant fluid in the IHX 3, the other region 2322 forming a pass for the circulation of the heat-transfer fluid in the condenser 2.

[0053] The plates 23b 232 comprise corrugations or elements for disturbing the fluid flow. In the example illustrated in [Fig.8A], the regions 2321-2322 dedicated to the condenser 2 comprise corrugations 2320 in the form of chevrons, and the regions 2311-2312 dedicated to the IHX 3 comprise corrugations 2310 in the form of bosses.

[0054] The condenser 2 is preferably thermally insulated from the IHX 3 so as to minimize thermal interference between these exchangers and improve the overall efficiency of the system. According to an advantageous embodiment, this thermal insulation is achieved by arranging an air gap in each intermediate zone 230, which air blade is presented for example in the form of an opening shaped in the rib forming said zone.

[0055] Plates dedicated to the first chiller 5 and to a part of the condenser 2.

[0056] According to a preferred embodiment illustrated in [Fig.8B], the first chiller 5 and a part of the condenser 2 are formed by the alternation of a second set of stacked single-piece common plates 251, 252. The plates 251, 252 are stacked under the stack of the plates 231, 232 and have the same general shape. This exchange zone of the module 10 can for example be composed of a stack of five to twenty of these plates.

[0057] Each common plate 25b 252 comprises an intermediate zone 250 similar to the aforementioned intermediate zone 230 and defining two regions 2511-2512, 252r2522 dedicated respectively to the circulation of fluid in the first chiller 5 and to the circulation of fluid in the condenser 2.

[0058] On the first plate 25i, the region 2511 forms a pass for the circulation of the refrigerant fluid in the first chiller 5, the other region 252i forming a pass for the circulation of the refrigerant fluid in the condenser 2. On the second plate 252, the region 2512 forms a pass for the circulation of the heat transfer fluid in the first chiller 5, the other region 2522 forming a pass for the circulation of the heat transfer fluid in the condenser 2.

[0059] The plates 251, 252 comprise the same type of corrugations or disturbance elements 2510, 2520 of the fluid flow as the aforementioned plates 23b 232.

[0060] For the same reasons as those mentioned previously, the condenser 2 is preferably thermally insulated from the first chiller 5, this insulation being able to be achieved by arranging an air gap in the intermediate zone 250, which air gap is for example in the form of an opening shaped in the rib forming said zone.

[0061] Similarly, to minimize unwanted heat transfers, the IHX 3 and the first chiller 5 are preferably thermally insulated. This thermal insulation is advantageously carried out at the plates forming the interface between these two exchangers, for example by inserting a thermal insulating material between said plates and / or by providing a plate with a double wall containing an insulating material or an air gap to reduce thermal conduction.

[0062] Plates dedicated to the second chiller 9 and to a part of the condenser 2.

[0063] According to a preferred embodiment illustrated in [Fig.8C], the second chiller 9 and a part of the condenser 2 are formed by the alternation of a third set of stacked single-piece common plates 291, 292. The plates 291, 292 are stacked under the stack of the plates 251, 252 and have the same general shape. This exchange zone of the module 10 can for example be composed of a stack of five to twenty of these second pairs.

[0064] Each common plate 29i, 292 comprises an intermediate zone 290 similar to the aforementioned intermediate zones 230, 250 and defining two regions 291 r2912, 292 r2922 dedicated respectively to the second chiller and to the condenser.

[0065] On the first plate 29b, the region 2911 forms a pass for the circulation of the refrigerant fluid in the second chiller 9, the other region 292i forms a pass for the circulation of the refrigerant fluid in the condenser 2. On the second plate 292, the region 2912 forms a pass for the circulation of the heat transfer fluid in the second chiller 9, the other region 2922 forming a pass for the circulation of the heat transfer fluid in the condenser 2.

[0066] The plates 29i, 292 comprise the same type of corrugations or elements of disturbance 2910, 2920 of the fluid flow than the aforementioned plates 23b 232, 25 b 252.

[0067] For the same reasons as those mentioned previously, the condenser 2 is preferably thermally insulated from the second chiller 9, this insulation being able to be achieved by arranging an air blade in each intermediate zone 290, which air blade is for example in the form of an opening shaped in the rib forming said zone.

[0068] Similarly, to minimize unwanted heat transfers, the two chillers 5 and 9 are preferably thermally insulated. This thermal insulation is advantageously carried out at the plates forming the interface between these two exchangers, for example by inserting a thermal insulating material between said plates and / or by providing a plate with a double wall containing an insulating material or an air gap to reduce thermal conduction.

[0069] Arrangements of openings made in the different plates.

[0070] The plates 23b 232, 25 b 252, 29b 292 have openings for communicating with the aforementioned connectors. These openings are preferably circular, but can be of another shape (e.g. polygonal, oval, etc.).

[0071] In particular, on the plate 23b the region 23h has openings 3eb 3sien fluid communication with the connectors 3e and 3s respectively. And the region 232i has openings 2eb 2sien fluid communication with the connectors 2e and 2s respectively.

[0072] On the plate 232, the region 2312 has openings 30e2, 30s2 in fluid communication with the connectors 30e and 30s respectively. And the region 2322 has openings 2'e2, 2's2 in fluid communication with the connectors 2'e and 2's respectively.

[0073] On the plate 25b the region 2511 has openings 5eb 5sien fluid communication with the connectors 5e and 5s respectively. And the region 252i has the openings 2eb 2sien fluid communication with respectively the 2e and 2s connectors.

[0074] On the plate 252, the region 2512 has openings 5'e2, 5's2 in fluid communication with the connectors 5'e and 5's respectively. And the region 2522 has the openings 2'e2, 2's2 in fluid communication with the connectors 2'e and 2's respectively.

[0075] On the plate 29b, the region 2911 has openings 9eb 9sien for fluid communication with the connectors 9e and 9s respectively. And the region 292i has openings 2eb 2sien for fluid communication with the connectors 2e and 2s respectively.

[0076] And on the plate 292, the region 2912 has openings 9'e2, 9's2 in fluid communication with the connectors 9'e and 9's respectively. And the region 2522 has the openings 2'e2, 2's2 in fluid communication with the connectors 2'e and 2's respectively.

[0077] When the plates 23b 232, 25b 252, 29b 292 are stacked, these different openings form, by their arrangement, fluid collectors allowing the fluid flows to circulate through the different stages and the different exchange regions of the module 10. [Fig.9] shows schematically an example of circulation of the refrigerant fluid (solid line) and the heat transfer fluid (dotted line) in the different stages of the module 10.

[0078] These different openings can be in other arrangements than those shown in Figures 8A, 8B and 8C to form other collector configurations, for example that illustrated in [Fig. 10] in the condenser part 2.

[0079] In any event, the particular arrangement of the connectors makes it possible to reduce the length of the fluid collectors inside the module 10 and the associated pressure losses. Indeed, the IHX 3 is the exchanger through which the largest flow of refrigerant circulates. By arranging the first connectors on the first end face 10b, i.e. as close as possible to the IHX 3, the refrigerant collectors are more direct, i.e. rectilinear, without bends or changes of direction or intersections, and shorter, eliminating, or at least reducing, the need to pass said collectors through additional sections or stages and / or more sinuous paths to reach the IHX 3 and / or to be distributed from it.

[0080] Similarly, the flow of heat transfer fluid passes only through the chillers 5, 9 and the condenser 2. By arranging the second connectors on the second end face 102, that is to say as close as possible to these exchangers, the heat transfer fluid collectors are here even more direct and shorter.

[0081] In addition to the resulting reduction in pressure losses, this configuration of the neck readers also help reduce lost volumes as well as the quantity of fluid carried in module 10.

[0082] The location of the connectors near their respective heat exchangers also simplifies the connections between these connectors and / or between these connectors and the various elements of the system 100, in particular the compressor 1, the accumulator 6 or the desiccant bottle 7. In particular, the pipes, conduits or connectors located outside the module 10 and which connect the connectors to each other or to the various elements of the system 100, can be shorter and more direct, thereby reducing the number of bends or changes of direction likely to complicate the assembly and increase the pressure losses. This reduction again makes it possible to reduce the lost volumes as well as the quantity of fluid carried in the system 100.

[0083] The simplified arrangement of these pipes, conduits or fittings also promotes a more compact assembly, which is a major advantage in contexts where space is restricted, such as vehicles. In addition, this simplicity speeds up assembly, maintenance or repair operations and reduces the risk of errors, significant advantages in large-scale production environments.

[0084] The arrangement of the various elements and / or means and / or steps of the invention, in the embodiments described above, should not be understood as requiring such an arrangement in all implementations. In any event, it will be understood that various modifications may be made to these elements and / or means and / or steps, without departing from the scope of the invention. In particular, the plates forming the various exchangers are not necessarily monobloc, but may be attached and assembled together.

[0085] Further, one or more features disclosed only in one embodiment may be combined with one or more other features disclosed only in another embodiment. Similarly, one or more features disclosed only in one embodiment may be generalized to other embodiments, even if that or those features are described only in combination with other features.

Claims

Claims

1. A heat treatment module for a vehicle comprising: - first and second end faces (10i, 102) opposite each other, - a stack of plates (P) defining: - an internal heat exchanger (3) for heat exchange between a refrigerant fluid subjected to two different temperature levels, the first end face (10i) being located at said internal heat exchanger, - at least one heat exchanger (5) for heat exchange between the refrigerant fluid and a heat transfer fluid, the second end face (102) being located at said heat exchanger, - first connectors (2e, 2s, 3e, 3s, 9e, 9s, 30e, 30s) for the inlet and outlet of the refrigerant fluid and second connectors (2'e, 2's, 5'e, 5's, 9'e, 9's) for the inlet and outlet of the heat transfer fluid arranged in said module (10),characterized in that: - the first refrigerant fluid connections are arranged at the first end face (10i), - the second heat transfer fluid connections are arranged at the second end face (102).,

2. Module according to claim 1, in which the plates define: - a first heat exchanger (5) for heat exchange between the refrigerant fluid subjected to a first pressure level and the heat transfer fluid, - a second heat exchanger (9) for heat exchange between the refrigerant fluid subjected to a second pressure level and a heat transfer fluid, - the second end face (102) being located at at least one of the two heat exchangers.

3. Module according to claim 2, wherein the first heat exchanger (5), the second heat exchanger (9) and the internal heat exchanger (3) are arranged above each other to form three separate stages.

4. Module according to claim 2, in which the first heat exchanger (5) and the internal heat exchanger (3) are superimposed to form two separate stages, the second heat exchanger (9) being adjacent to them.

5. Module according to one of the preceding claims, wherein the plates also define a condenser (2) configured to condense the refrigerant fluid before it enters the internal heat exchanger (3).

6. Module according to claim 5, wherein the heat exchanger (5) and the internal heat exchanger (3) are superimposed to form separate stages, the condenser (2) being adjacent to them, the second end face (102) also being located at said condenser.

7. Module according to one of claims 5 or 6, wherein the condenser (2) is thermally insulated from the internal heat exchanger (3) and / or from the heat exchanger (5).

8. Module according to claim 7, wherein: - common plates (23i, 232) define the condenser (2) and the internal heat exchanger (3), which plates have a structure (230) forming an air blade ensuring thermal insulation, and / or - common plates (25i, 252) define the condenser (2) and the heat exchanger (5), which plates have a structure (250) forming an air blade ensuring thermal insulation.

9. A heat treatment system for a vehicle, characterized in that it comprises a heat treatment module (10) according to one of the preceding claims.

10. System according to claim 9, in which the heat treatment module (10) is in accordance with one of claims 3 to 8 in combination with claim 2 and in which: - the heat transfer fluid treated by the first heat exchanger (5) circulates in a circuit (1022) used for heat exchange with one or more components (111) of the vehicle's powertrain, - the heat transfer fluid treated by the second heat exchanger (9) circulates in a circuit (1023) for heat exchange with an air flow sent into a passenger compartment of the vehicle.

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