Vehicle heat treatment module and system

Abstract

The invention relates to a vehicle heat treatment module 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 connections (2e, 2s, 3e, 3s, 9e, 9s, 30e, 30s) for the inlet and outlet of a refrigerant and second connections (2'e, 5'e, 5's, 9'e) for the inlet and outlet of a heat transfer fluid, characterized in that: - the first refrigerant connections are arranged at the first face (101), - the Second heat transfer fluid connections are located on the second face (102). Abbreviated figure = 6A

Description

Title of the invention: Heat treatment module and system for vehicles. Technical field

[0001] The invention relates to a heat treatment module for vehicles and a heat treatment system comprising such a module.

[0002] The invention relates to the technical field of heat treatment of fluids within a vehicle using plate heat exchangers. The vehicle is preferably a motor vehicle (car, truck, etc.), but more generally, can be of a 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 contribute to the thermal treatment of different areas or components of the vehicle. It is particularly known to use the refrigerant circuit and / or the heat transfer fluid circuit to thermally treat an airflow sent into the passenger compartment of a vehicle equipped with such a circuit and / or to cool components of the vehicle's powertrain (battery, engine, etc.).

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

[0005] A particularly compact vehicle heat treatment module incorporating several functions is known from patent document FR3126647. This module consists of a stack of plates arranged and configured to house several heat exchangers, including: a heat exchanger for heat exchange between the refrigerant and the heat transfer fluid, and an internal heat exchanger for heat exchange between the refrigerant at two different temperature levels. Connections for the inlet and outlet of the heat transfer fluid and the refrigerant are provided within the module. The arrangement of the connections is such that, in practice, significant pressure losses are observed in the module. In addition, the amount of fluid carried can be relatively large due to lost volumes inside the module and due to the fittings required to connect certain connectors together.

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

[0007] The invention aims to remedy all or part of the aforementioned drawbacks. In particular, the invention aims to achieve all or part of the following objectives: improve the overall efficiency of the heat treatment module; reduce the amount of fluid carried; reduce pressure losses within the heat treatment module; reduce the costs and operational time associated with maintenance or repair phases of the heat treatment module; and design a heat treatment module that remains particularly compact while incorporating more functions. Presentation of the invention

[0008] The solution proposed by the invention is a vehicle heat treatment module comprising: - a first and a second face with opposite ends, - 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 and a heat transfer fluid, the second end face being located at the level of said heat exchanger, - the first connections for the inlet and outlet of the refrigerant and the second connections for the inlet and outlet of the heat transfer fluid, fitted in said module, and in which: - The first refrigerant connections are located at the first end face, - the second heat transfer fluid connections are located at the second end face.

[0009] By positioning the first refrigerant connections at the internal heat exchanger and the second heat transfer fluid connections at the heat exchanger, the fluid manifolds inside the heat treatment module can be optimized and pressure losses reduced. In particular, the applicant has observed that the refrigerant circulating in the module is largely in a saturated vapor state or in a heterogeneous state (a mixture of liquid and vapor). For an equivalent circulation path, pressure losses are generally greater when the fluid is in these states than when it is in a liquid state. Thus, by positioning the first refrigerant connections at the internal heat exchanger, the length of the refrigerant manifolds can be reduced, thereby reducing both pressure losses and lost volumes.The same applies to the heat transfer fluid manifolds. The optimized arrangement of the connections thus minimizes pressure losses, reduces lost volumes, reduces the amount of fluid carried, and improves the thermal efficiency of the module.

[0010] This reduction in pressure losses results in lower mechanical stresses in the module and reduced 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, thus improving the system's compactness.

[0011] Furthermore, separating the connectors for the two types of fluids on opposite end faces simplifies assembly, maintenance, or repair operations, as they are easier to access and distinguish. This particular arrangement of the connectors also reduces wasted space, not only within the module but also between the shorter connectors, thus reducing the amount of fluid required.

[0012] Other advantageous features of the invention are listed below. Each of these features may be considered alone or in combination with the notable 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 participate. 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 heat exchanger for heat exchange between the refrigerant subjected to a first level of pressure and the heat transfer fluid, and a second heat exchanger for heat exchange between the refrigerant subjected to a second level of pressure and a heat transfer fluid, the second end face being located at the level of 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 distinct 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 gap ensuring thermal insulation; and / or - common plates define the condenser and the heat exchanger, which plates have a structure forming an air gap ensuring thermal insulation.

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

[0021] According to an embodiment in which 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 airflow sent into a vehicle's passenger compartment. Brief description of the figures

[0022] Other advantages and features of the invention will become more apparent from the description of the embodiments which will follow, with reference to the attached drawings, made by way of indicative and non-limiting examples and on which: [Fig.1] schematically shows a first example of a heat treatment system for motor vehicles, comprising a heat treatment module according to a first embodiment. [Fig.2] schematically illustrates a second example of a heat treatment system for motor vehicles, comprising a heat treatment module according to the first embodiment. [Fig.3] schematically illustrates a third example of a heat treatment system for motor vehicles, comprising a heat treatment module according to a second embodiment. [Fig.4] schematically illustrates a fourth example of a heat treatment system for motor vehicles, comprising a heat treatment module according to the second embodiment. [Fig.5] is an enthalpy diagram illustrating the refrigerant fluid cycle in a heat treatment system according to the invention. [Fig. A] is a perspective representation of a heat treatment module according to the invention, viewed from a first end face. [Fig. B] is a perspective representation of a heat treatment module according to the invention, viewed 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 part of the condenser. [Fig.8C] represents a set of common plates dedicated to the second chiller and part of the condenser. [Fig.9] schematically illustrates an example of the circulation of the refrigerant and heat transfer fluid in the different stages of the thermal treatment module. [Fig. 10] schematically illustrates another example of the circulation of the refrigerant and heat transfer fluid in the different stages of the thermal processing module. Description of the implementation methods

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

[0024] Fig. 1 represents a heat pump type thermal treatment system 100 for a motor vehicle. This system includes a first refrigerant fluid loop 101, shown in solid line, in which a refrigerant fluid circulates (e.g., R 134a, R1234yf, Propane, R744), and one or more heat transfer fluid loops 102i, 1022, shown in dashed line, in which a heat transfer fluid circulates (e.g., glycol water).

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

[0026] The condenser 2 is preferably a water-cooled condenser or WCDS (Water Cooled Condenser). It is a two-fluid heat exchanger, located downstream of the compressor 1, and configured to extract heat from the condensing refrigerant and transfer it to the heat transfer fluid circulating in the heat transfer fluid loop 102i. The condenser 2 has a refrigerant inlet 2e and an outlet 2s, and a heat transfer fluid inlet 2'e and an outlet 2's. The inlet 2e is fluidly connected to the outlet 1s of the compressor 1. The refrigerant and heat transfer fluids circulate preferably in counter-current flow to optimize heat exchange.

[0027] LTHX 3 is configured for heat exchange between the refrigerant subjected to two different temperature levels. In particular, LTHX 3 allows the refrigerant to be cooled by heat exchange between the high-temperature, high-pressure refrigerant from condenser 2 and the low-temperature, low-pressure refrigerant from chiller 5. On the high-temperature side, LTHX 3 has an inlet 3e fluidically connected to the outlet 2s of condenser 2, and an outlet 3s fluidly connected to the expansion device 4. On the low-temperature side, it has an inlet 30s fluidly connected to the output 6s of the accumulator 6, and an output 30s fluidly connected to the inlet le of the compressor 1.

[0028] The expansion valve 4 is, for example, of the EXV type (for the English acronym for Electronic Expansion Valve). It is configured to expand the high-pressure refrigerant to a first pressure level (low pressure), this pressure reduction being accompanied by a temperature decrease. This expansion valve provides a fluidic connection between the IHX 3 and the chiller 5. In particular, it has an inlet 4e fluidically 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. On the refrigerant side, it has an inlet 5e associated with the expansion valve 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 for the heat transfer fluid. The circulation of the refrigerant and heat transfer fluids is preferably counter-current to optimize heat exchange.

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

[0031] According to one embodiment, the heat transfer fluid loop 102i is used for heat exchange with an airflow sent into the vehicle's passenger compartment, for example by being connected to the radiator 110 of said passenger compartment for heating. And the heat transfer fluid loop 1022 allows 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 powertrain (or PEEM for the English acronym for Power Electronics and Electric Machinery), with the motor and / or with the batteries.

[0032] In the embodiment shown in [Fig. 2], the heat treatment system 1 is substantially similar to that of [Fig. 1]. However, the accumulator is replaced by a desiccant bottle 7 configured to remove a gaseous fraction of the refrigerant that has not been condensed in the condenser 2. The desiccant bottle 7 is located between the condenser 2 and the IHX 3. More specifically, the desiccant bottle 7 comprises an inlet 7e fluidically 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. The second chiller 9 is associated with a second component of Expansion valve 8 is configured to expand the refrigerant (high pressure) to a second pressure level (low pressure). The second expansion valve 8 provides a fluidic connection between the IHX 3 and the second chiller 9. Specifically, it has 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 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 of the heat transfer fluid.

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

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

[0037] Figure 5 is an enthalpy diagram illustrating the refrigerant cycle in system 1. The different points correspond to the inlets / outlets 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, high-temperature gaseous refrigerant passes through condenser 2. The refrigerant gives up its heat to the heat transfer fluid and condenses to return to a liquid state. - [3e-3s]: The high-pressure, high-temperature liquid refrigerant passes through the IHX 3 where it transfers 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 temperature (low temperature). The expansion level allows the pressure and temperature to be adjusted at point 5e (or 9e). - [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 a liquid to a 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 is therefore in different thermodynamic states, notably as a saturated vapor or in a heterogeneous state (a mixture of liquid and vapor), which 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 fluid velocity in the heat treatment module and, consequently, an increase in pressure losses. Also, in the heterogeneous state, the mixing of gaseous and liquid phases can create turbulence and non-uniform flow in the module, which increase pressure losses. In this context, a reduction in pressure losses appears desirable.

[0039] Referring to Figures 6A and 6B, the module 10 is formed by a stack of plates P defining the aforementioned heat exchangers. These plates define manifolds and fluid circulation passages 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 for the module 10 and / or heat exchange plates constituting the aforementioned exchangers.

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

[0042] In [Fig. 7A], the plates define the IHX 3, the chiller 5, and the condenser 2, forming a multifunctional module 10, i.e., 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, with the condenser 2 being added in this case. Such a module 10 is suitable for integration into a system of the type illustrated in Figures 1 and 2. According to a preferred embodiment, the IHX 3 and the chiller 5 are stacked along the stacking axis A to form separate stages. By separating the IHX 3 and the chiller 5 into separate stages, the fluid manifolds can be shaped to minimize bends, changes of direction or intersections that are 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 preferentially extends over the entire height of the module 10. In other words, the condenser 2 has a height that is the sum of the heights of the IHX 3 and the chiller 5. This configuration not only makes it possible to obtain a particularly compact module 10, 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, with 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 and 9 is also conceivable, with the condenser 2 being added in this case. 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 and 9 are stacked 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 allows the configuration of the fluid manifolds to be optimized to reduce pressure losses.Advantageously, and for the same reasons as those mentioned previously, condenser 2 is adjacent to IHX 3 and chillers 5, 9 and preferentially extends throughout the height of module 10, its height being the sum of the heights of said IHX and said chillers.

[0045] Figure 7C is an alternative embodiment in which the IHX 3 and the first chiller 5 are stacked along the stacking axis A to form two distinct stages, with the second chiller 9 adjacent to them. The height of the second chiller 9 is then the sum of the heights of the IHX 3 and the first chiller 5. This configuration can offer several advantages. First, it reduces the overall height of the module 10 compared to the module in Figure 7B. It also maximizes the total surface area available for heat transfer in the second chiller 9. Furthermore, the manifolds associated with the second chiller 9 can be shorter and / or more direct, helping to reduce pressure losses.

[0046] Regardless of the arrangement of the various heat exchangers in module 10, the first end face 10i is located at the level of IHX 3 and the second end face 102 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 module 10 also incorporates 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], i.e., 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 includes an added condenser 2.

[0048] Referring to Figures 6A and 6B, the first connections 2e, 2s, 3e, 3s, 9e, 9s, 30e, 30s for the refrigerant inlet / outlet are located on the first end face 10i, i.e., on the side of IHX 3, and the second connections 2'e, 2's, 5'e, 5's, 9'e, 9's for the heat transfer fluid inlet / outlet are located on the second end face 102, i.e., on the side of chillers 5, 9 and condenser 2. For the sake of simplicity and clarity, the connections bear the same reference numbers as the inlets / outlets of the various heat exchangers illustrated in Figures 3 or 4, insofar as these connections are associated to said inputs / outputs.These connections can take the form of fittings, conduits, valves, flanges, and more generally any means, elements or components allowing a fluid connection between said inlets / outlets and the fluid manifolds formed in 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 portion of the condenser 2 are formed by alternating a first pair (or set) of stacked, one-piece common plates 231, 232. This heat exchange zone of the module 10 can, for example, be composed of a stack of two to ten of these plates. By way of example, the common plates 231, 232 have a rectangular outline and are produced by stamping sheet metal.

[0051] Each plate 23 b 232 includes an intercalated 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 areas.

[0052] On a first plate 23b, the region 23h forms a pass for the circulation of the high-pressure, 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, 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 23i, 232 include corrugations or elements for disturbing the fluid flow. In the example illustrated in [Fig.8A], the regions 2321-2322 dedicated to the condenser 2 include chevron-shaped corrugations 2320, and the regions 2311-2312 dedicated to the IHX 3 include boss-shaped corrugations 2310.

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

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

[0056] According to a preferred embodiment illustrated in [Fig. 8B], the first chiller 5 and part of the condenser 2 are formed by alternating a second set of stacked, single-piece common plates 251, 252. The plates 251, 252 are stacked below the stack of plates 231, 232 and have the same general shape. This heat 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 251, 252 includes an intercalated zone 250 similar to the aforementioned intercalated zone 230 and defining two regions 251r2512, 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 include 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 above, the condenser 2 is preferably thermally insulated from the first chiller 5, this insulation being able to be achieved by providing an air gap in the intercalated zone 250, which air gap is presented for example in the form of an opening formed in the rib forming said zone.

[0061] Similarly, to minimize unwanted heat transfer, the IHX 3 and the first chiller 5 are preferentially thermally insulated. This thermal insulation is advantageously achieved at the level of the plates forming the interface between these two exchangers, for example by inserting a thermal insulating material between these 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 part of the condenser 2.

[0063] According to a preferred embodiment illustrated in [Fig. 8C], the second chiller 9 and part of the condenser 2 are formed by alternating a third set of stacked, single-piece common plates 291, 292. The plates 291, 292 are stacked below the stack of plates 251, 252 and have the same general shape. This heat 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 includes an intercalated zone 290 similar to the intercalated zones 230, 250 mentioned above and defining two regions 291 r2912, 292r2922 dedicated respectively to the second chiller and 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 include the same type of corrugations or disturbance elements 2910, 2920 of the fluid flow as the aforementioned plates 23i, 232, 25i, 252.

[0067] For the same reasons as those mentioned above, the condenser 2 is preferentially thermally insulated from the second chiller 9, this insulation being able to be achieved by providing an air gap in each intercalated zone 290, which air gap is presented for example in the form of an opening formed in the rib forming said zone.

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

[0069] Opening arrangements made in the different plates.

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

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

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

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

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

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

[0076] And on plate 292, region 2912 has openings 9'e2, 9's2 in fluidic communication with connectors 9'e and 9's respectively. And region 2522 has openings 2'e2, 2's2 in fluidic communication with 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] schematically shows an example of the circulation of the refrigerant fluid (solid line) and the heat transfer fluid (dashed line) in the different stages of the module 10.

[0078] These different openings can be in arrangements other 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 specific arrangement of the connections makes it possible to reduce the length of the fluid manifolds inside the module 10 and the associated pressure losses. Indeed, the IHX 3 is the heat exchanger through which the largest flow of refrigerant circulates. By arranging the first connections on the first end face 10i, that is, as close as possible to the IHX 3, the refrigerant manifolds are more direct, that is, straight, without bends, changes of direction, or intersections, and shorter, eliminating, or at least reducing, the need to route said manifolds through additional sections or stages and / or more convoluted paths to reach the IHX 3 and / or to be distributed from it.

[0080] Similarly, the heat transfer fluid flow passes only through chillers 5, 9 and condenser 2. By arranging the second connections 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 manifolds also makes it possible to reduce the lost volumes as well as the quantity of fluid carried in module 10.

[0082] Locating the connectors near their respective heat exchangers also simplifies the connections between these connectors and / or between these connectors and the various components of system 100, particularly the compressor 1, the accumulator 6, or the desiccant bottle 7. In particular, the pipes, conduits, or fittings located outside the module 10 and connecting the connectors to each other or to the various components of system 100 can be shorter and more direct, thereby reducing the number of bends or changes of direction that could complicate the assembly and increase pressure losses. This reduction further reduces the lost volume as well as the amount of fluid carried in system 100.

[0083] The simplified arrangement of these pipes, conduits, or fittings also promotes more compact assembly, which is a major advantage in space-constrained environments such as vehicles. Furthermore, this simplicity speeds up assembly, maintenance, and repair operations and reduces the risk of errors—significant benefits 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 can 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 different heat exchangers are not necessarily monoblocs, but can be added and assembled together.

[0085] Furthermore, one or more features described only in one embodiment can be combined with one or more other features described only in another embodiment. Similarly, one or more features described only in one embodiment can be generalized to other embodiments, even if this or these features are described only in combination with other features.

Claims

Demands

1. Vehicle heat treatment module comprising: - a first and a second end face (10i, 102) opposite each other, - a stack of plates (P) defining: — an internal heat exchanger (3) for heat exchange between a refrigerant 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 and a heat transfer fluid, the second end face (102) being located at said heat exchanger, - first connections (2e, 2s, 3e, 3s, 9e, 9s, 30e, 30s) for the inlet and outlet of the refrigerant and second connections (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 connections are arranged at the first end face (10i), - the second heat transfer fluid connections are arranged at the second end face (102), so that, on the one hand, all the connections intended for the inlet and outlet of the refrigerant in the heat treatment module are arranged at the first end face (10i), and on the other hand, all the connections intended for the inlet and outlet of the heat transfer fluid in the heat treatment module are arranged at the second end face (102).

2. Module according to claim 1, wherein the plates define: - a first heat exchanger (5) for heat exchange between the refrigerant subjected to a first pressure level and the heat transfer fluid, - a second heat exchanger (9) for heat exchange between the refrigerant subjected to a second pressure level and a heat transfer fluid, - the second end face (102) being located at the level of 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 one above the other to form three distinct stages.

4. Module according to claim 2, wherein 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 any one of the preceding claims, wherein the plates also define a condenser (2) configured to condense the refrigerant fluid before its entry into 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 any one of claims 5 or 6, wherein the condenser (2) is thermally insulated from the internal heat exchanger (3) and / or the heat exchanger (5).

8. Module according to claim 7, wherein: - common plates (231, 232) define the condenser (2) and the internal heat exchanger (3), which plates have a structure (230) forming an air gap ensuring thermal insulation, and / or - common plates (25b 252) define the condenser (2) and the heat exchanger (5), which plates have a structure (250) forming an air gap ensuring thermal insulation.

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

10. A system according to claim 9, wherein the heat treatment module (10) conforms to any one of claims 3 to 8 in combination with claim 2 and wherein: - 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 airflow sent into a passenger compartment of the vehicle.

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