MULTI-POSITION SOLENOID VALVE THERMAL MANAGEMENT INSTALLATION FOR AN ELECTRIC VEHICLE

Abstract

The installation is intended for an electric vehicle and comprises a solenoid valve (VA) for controlling the circulation of heat transfer fluid in three different sections. The solenoid valve comprises a first position allowing separate operation of the sections and other positions allowing pooling of thermal management resources between the sections.According to the invention, a second position (PV2) establishes a heat transfer fluid loop circuit (f23) in first and third sections with an electric pump (P3), a cooler (CL), heat exchange means of the storage unit (BAT_HV), a heater (RE) and a passenger compartment radiator (RH) connected in cascade, and a heat transfer fluid loop circuit (f22) in a second section with another electric pump (P2), heat exchange means of the electrical conversion means (CONV), heat exchange means of the powertrain (eGMP) and a cooling radiator (RR) connected in cascade. Figure 3.

Description

Title of the invention: THERMAL MANAGEMENT INSTALLATION WITH MULTI-POSITION SOLENOID VALVE FOR AN ELECTRIC VEHICLE

[0001] The present invention relates generally to thermal management in an electric vehicle. More particularly, the invention relates to a thermal management installation with a multi-position solenoid valve for an electric vehicle. The invention finds a preferred, but not exclusive, application in electric vehicles not equipped with an aerothermal heat pump for heating their passenger compartment.

[0002] The integration of the aerothermal heat pump is experiencing strong development in electric vehicles. The heat pump ensures the heating of the vehicle's passenger compartment in winter, with an energy balance favorable to the vehicle's driving range, particularly when its use is prolonged. The performance of the heat pump depends on the outside temperature and other parameters. Thus, for example, on a short journey in winter, after a cold start, the use of the heat pump can adversely affect the energy performance of the vehicle. Indeed, the energy performance of the vehicle on such a journey can then be impacted by recourse to heat generation by electrical resistance during the heat pump's power ramp-up phase.Furthermore, the heat pump represents additional weight and bulk which can be critical for certain vehicles, due to the heat exchangers, the compressor, the refrigerant and other components.

[0003] The air-source heat pump is a relatively expensive piece of equipment. For some electric vehicles, for example, entry-level electric vehicles or urban vehicles with short driving distances, the balance of advantages and disadvantages may prove unfavorable to the integration of the heat pump in the vehicle. Car manufacturers then have the option of opting for the integration of a conventional passenger compartment radiator.

[0004] In unpublished French patent application FR2309760, filed on September 15, 2023, the applicant proposed an electric vehicle heating / cooling installation, adapted for the integration of a heat pump and responsible for heating / cooling equipment and the passenger compartment of the vehicle. The installation comprises a multi-position valve connected to first, second and third heat transfer fluid circuits. The first heat transfer fluid circuit is coupled to electrical power conversion means and to a rotating electric traction machine of the vehicle. The second and third heat transfer fluid circuits are coupled respectively to the passenger compartment and to a traction battery pack of the vehicle. The multi-position valve can selectively take one of at least four positions in which it allows isolated operation of at least one of the first, second and third heat transfer fluid circuits and / or coupling between at least two of the first, second and third heat transfer fluid circuits to heat / cool the passenger compartment and / or the traction battery pack, and / or to cool the electrical power conversion means and the rotating electrical traction machine.

[0005] The use of this multi-position valve makes it possible to significantly reduce the number of conduits interconnecting the equipment of the installation and in which the heat transfer fluid circulates. Thus, this valve makes it possible to significantly reduce the quantity of heat transfer fluid and consequently the weight of the installation, but also to simplify the architecture of the installation and the mounting of the latter in a vehicle, as well as to significantly reduce its size.

[0006] The present invention aims to provide a thermal management installation with a multi-position solenoid valve for an electric vehicle of the type described in the aforementioned French patent application FR2309760, but designed to be able to operate with a conventional passenger compartment radiator, instead of the heat pump, for heating the passenger compartment of the vehicle.

[0007] According to a first aspect, the invention relates to a thermal management installation for an electric vehicle, the electric vehicle comprising a passenger compartment, an electric powertrain, electrical conversion means and a high-voltage electrical storage device, the installation having first, second and third thermal management sections responsible respectively for the passenger compartment, the electric powertrain and electrical conversion means and the electrical storage device and comprising a multi-position solenoid valve for controlling the circulation of heat transfer fluid in the sections, a first position of the solenoid valve allowing separate operation of the sections and second, third and fourth positions of the solenoid valve allowing pooling of thermal management resources between the sections.According to the invention, the second position controls a pooling of resources between the first and third sections with a common heat transfer fluid loop circuit established through an electric pump of the third section, a heat transfer fluid cooler, internal heat exchange means of the electric storage device, a heat transfer fluid heater and a passenger compartment radiator which are connected in cascade, and a separate operation of the second section with a heat transfer fluid loop circuit established through an electric pump of the second section, internal heat exchange means of the electrical conversion means, internal heat exchange means of the . electric powertrain and a cooling radiator that are connected in cascade.

[0008] According to a particular characteristic, the third position controls a pooling of resources between the second and third sections with a common heat transfer fluid loop circuit established through the electric pump of the second section, the internal heat exchange means of the electrical conversion means, the internal heat exchange means of the electric powertrain, the electric pump of the third section, the heat transfer fluid cooler and the internal heat exchange means of the electric storage unit which are connected in cascade, and a separate operation of the first section with a heat transfer fluid loop circuit established through an electric pump of the first section, the electric heat transfer fluid heater, the passenger compartment radiator and a non-return valve which are connected in cascade.

[0009] According to another particular characteristic, the fourth position controls a pooling of resources between the second, third and first sections with a common circuit in a heat transfer fluid loop established through the electric pump of the second section, the internal heat exchange means of the electrical conversion means, the internal heat exchange means of the electric powertrain, the electric pump of the third section, the heat transfer fluid cooler, the internal heat exchange means of the electric storage unit, the electric heat transfer fluid heater and the passenger compartment radiator which are connected in cascade.

[0010] According to yet another particular characteristic, the electric pump of the second section and the electric pump of the third section are members integrated into the multi-position solenoid valve.

[0011] According to yet another particular characteristic, the electric pump of the first section and the non-return valve are members mounted outside the multi-position solenoid valve.

[0012] According to yet another particular characteristic, the installation comprises a heat transfer fluid return conduit connecting a heat transfer fluid outlet orifice of the internal heat exchange means of the electrical storage device to a heat transfer fluid inlet orifice of the heat transfer fluid heater.

[0013] According to yet another particular characteristic, the installation comprises a degassing box coupled to the second section via the cooling radiator and / or coupled to the first section and / or the third section via the multi-position solenoid valve.

[0014] The invention also relates to an electric vehicle comprising a passenger compartment, an electric powertrain, electrical conversion means, a storage device high voltage electrical and thermal management installation as briefly described above.

[0015] Other advantages and characteristics of the present invention will appear more clearly on reading the detailed description below of a particular embodiment of the invention, with reference to the appended drawings, in which:

[0016] [Fig.l] schematically illustrates an exemplary embodiment of a thermal management installation according to the invention integrated into an electric vehicle.

[0017] [Fig.2] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a first position.

[0018] [Fig.3] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a second position.

[0019] [Fig.4] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a third position.

[0020] [Fig.5] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a fourth position.

[0021] [Fig.6] is a perspective view of a particular embodiment of a multi-position solenoid valve included in the thermal management installation according to the invention.

[0022] With particular reference to [Fig.l], there is shown schematically an electric vehicle VE which is equipped with a particular embodiment IGT of the thermal management installation of the invention.

[0023] In addition to the IGT installation, the electric vehicle VE includes in particular an HA passenger compartment whose aerothermal energy must be able to be regulated, an eGMP electric powertrain, a high-voltage electric storage unit BAT_HV, and CONV electric power conversion means.

[0024] The eGMP electric powertrain comprises a rotating electric power machine (not shown) and a speed reducer (not shown) which cooperate to provide engine torque necessary for propelling the vehicle.

[0025] The BAT_HV high voltage electrical storage unit is typically a high voltage lithium-ion battery pack which is housed under the floor of the EV vehicle.

[0026] The CONV electrical power conversion means typically comprise reversible electrical converters, of the “alternating-direct” type (called “AC / DC”) and of the “direct-direct” type (called “DC-DC”). The CONV means in particular provide current conversions between the BAT_HV electrical storage and the rotating electrical power machine of the eGMP group for the supply of propulsion engine torque and regenerative braking, conversions between a low voltage of an on-board electrical supply network (not shown) of the EV vehicle and a high voltage of a high voltage electrical supply network (not shown) and the electrical recharging of the BAT_HV storage unit from an external electrical supply network.

[0027] The eGMP electric powertrain and the CONV electric conversion means comprise internal heat exchange means using heat transfer fluid (not shown) which are intended for their cooling. The BAT_HV electric storage unit also comprises internal heat exchange means using heat transfer fluid (not shown) dedicated to its thermal management, to heat or cool the storage unit according to its internal temperature.

[0028] The IGT thermal management installation here comprises three thermal management sections including heat transfer fluid circuits, a multi-position VA equipped solenoid valve and an ECU control computer.

[0029] A first thermal management section of the IGT installation is responsible for the passenger compartment HA of the vehicle VE. The temperature of the passenger compartment HA must be regulated in particular according to a user setpoint. The heat transfer fluid circuit of this first section is connected to ports A1 and A2 of the solenoid valve VA and includes in particular a non-return valve VU, an electric pump PI, a heater RE and a passenger compartment radiator RH, which are connected in series between the ports A1 and A2 by connecting conduits (not marked). The ports A1 and A2 are respectively heat transfer fluid outlet and inlet ports. A temperature sensor S1 for measuring the temperature of the heat transfer fluid is mounted at the fluid outlet port A1, downstream of the non-return valve VU.

[0030] The heater RE is an electrical resistance device designed to heat the heat transfer fluid passing through it. The passenger compartment radiator RH is typically a mixed heating device, of the hydraulic and electric type, comprising a heat exchanger, crossed here by the heat transfer fluid coming from the heater RE, and an electric heating resistor with a positive temperature coefficient (called "PTC"). The passenger compartment HA is heated by the calories transferred to the air by the heat exchanger in which the hot heat transfer fluid circulates and by the electric heating resistor. An air blower is also provided to force the air into contact with the passenger compartment radiator RH and adjust the flow of hot air entering the passenger compartment HA.

[0031] The “CTP” resistor of the RH passenger compartment radiator can be powered by a high direct voltage delivered by the BAT_HV storage device. It increases its ohmic value with the temperature, which allows self-regulation of its heating power by adjusting the electric current passing through it.

[0032] A second thermal management section of the IGT installation is responsible for the electric powertrain eGMP and the electrical power conversion means CONV. The rotating electrical machine of the eGMP group and the CONV means must be cooled in order to optimize their performance and avoid breakdowns. The heat transfer fluid circuit of this second section is connected to ports B1, B2 and B3 of the solenoid valve VA and includes in particular an electric pump P2 integrated in the solenoid valve VA, the aforementioned internal heat exchange means of the electrical power conversion means CONV, the aforementioned internal heat exchange means of the eGMP group and a cooling radiator RR which are connected in series between ports B1 and B2 by connecting conduits (not marked). Port B1 is a heat transfer fluid outlet port supplied by pump P2.Ports B2 and B3 are heat transfer fluid inlet ports. A bypass pipe CD1 from the cooling radiator RR is provided in the IGE installation, connected between port B3 and a connection RI of the internal heat exchange means of the eGMP group to the radiator RR. A temperature sensor S2 for measuring the temperature of the heat transfer fluid is mounted at the fluid outlet port BL.

[0033] A third thermal management section of the IGT installation is responsible for the BAT_HV electrical storage unit. The internal temperature of the BAT_HV storage unit must be regulated to avoid a drop in its performance, such as a reduced capacity to supply energy to the eGMP group, an increase in electrical charging times and an increase in the risk of thermal runaway. The BAT_HV storage unit must be heated or cooled to maintain its internal temperature within an optimal operating range. The heat transfer fluid circuit of this third section is connected to ports C1 and C2 of the solenoid valve VA and includes in particular an electric pump P3 integrated in the solenoid valve VA, a cooler CL and the aforementioned internal heat exchange means of the BAT_HV storage unit, which are connected in series between ports C1 and C2 by connecting conduits (not marked).Port Cl is a heat transfer fluid outlet port supplied by pump P3. Port C2 is a heat transfer fluid inlet port.

[0034] A heat transfer fluid return conduit CD2 connects a heat transfer fluid outlet orifice of the internal heat exchange means of the BAT_HV storage unit to the heat transfer fluid circuit of the first section mentioned above, at a connection R2 between a fluid outlet orifice of the pump PI and a fluid inlet orifice of the heater RE. A temperature sensor S3 for measuring the temperature of the heat transfer fluid at the outlet of the solenoid valve VA is mounted at the orifice CL. Another temperature sensor S4 is provided for measuring the temperature of the heat transfer fluid at a fluid inlet orifice of the internal means heat exchange of the BAT_HV storage unit.

[0035] The CL cooler is a heat exchanger through which the heat transfer fluid of the IGT installation passes. The CL cooler is typically a heat exchanger dissipating calories to cool the fluid passing through it, which can be coupled to an air conditioning device of the VE vehicle for better cooling.

[0036] The IGT installation also comprises a degassing device comprising a degassing box BD connected to the cooling radiator RR and to the solenoid valve VE via an orifice D.

[0037] The ECU calculator comprises an embedded software module which controls the operation of the IGT installation according to a pre-established control strategy taking into account set temperatures, measured temperatures (sensors SI to S4) or estimated temperatures, the life situation of the vehicle and others. The ECU calculator controls switching in the solenoid valve VA, placing it in different positions so as to manage the circulation of the heat transfer fluid in the circuits of the three thermal management sections.

[0038] The multi-position solenoid valve VA is for example of the rotary type and can here take four different switching positions which are described below in detail. These four switching positions control four different configurations of circulation of heat transfer fluid in the thermal management sections of the IGT installation.

[0039] An exemplary embodiment of the multi-position solenoid valve VA is shown in [Fig.6]. As illustrated by this figure, the solenoid valve can be produced in a compact form.

[0040] The electric pumps P2 and P3, which are functional members of the IGT installation, are integrated here in the solenoid valve. On the other hand, in this exemplary embodiment of the solenoid valve, the electric pump PI and the non-return valve VU mentioned above are members of the IGT installation not integrated in the solenoid valve, which are mounted outside the latter in the IGT installation.

[0041] The eight connecting pipes PR visible in [Fig.6] correspond to the aforementioned orifices A1, A2, B1 to B3, C1, C2 and D. Electrical connection means CN1, CN2 are provided to electrically connect the electric pumps P2 and P3, as well as a rotary position actuator (not shown) to the control means (ECU) of the solenoid valve VA.

[0042] With reference to [Fig. 2], a first configuration for circulation of heat transfer fluid in the IGT installation is now described, which corresponds to a first switching position PV1 of the solenoid valve VA. In this first configuration, the heat transfer fluid circuits of the three thermal management sections operate separately, that is to say, without any sharing between the sections of certain thermal management resources available there.

[0043] When the solenoid valve VA is placed in its first switching position PV1, the ports A1 and A2 are connected directly via an internal conduit C11, the ports B1 and B2 are connected via an internal conduit CI2 and the pump P2, and the ports C1 and C2 are connected via an internal conduit CI3 and the pump P3. In addition, the port B3 is closed and the port D, to which the degassing box BD is connected, is connected to a fluid inlet port of the pump P3.

[0044] In the first section (HA) of the IGT installation, a heat transfer fluid loop circuit (arrow fl 1) can then be established through the pump PI, the heater RE, the passenger compartment radiator RH and the non-return valve VU which are then connected in cascade. Activation of the pump PI establishes a fluid circulation in the first section of the IGT installation so as to heat the passenger compartment HA of the vehicle VE.

[0045] Thus, the heat transfer fluid (arrow fl 1), propelled by the pump PI, passes through the heater RE and the passenger compartment radiator RH, to then return to the pump PI, being sucked in via the orifice A2, the internal conduit CH, the orifice Al and the non-return valve VU. The heater RE is then activated. The heat transfer fluid then recovers calories in the heater RE and releases them into the passenger compartment radiator RH, thus allowing heating of the air in the passenger compartment HA. Additional heating for the passenger compartment HA can be provided by activating the “CTP” resistor of the radiator RH.

[0046] In the second section (CONV, eGMP) of the IGT installation, a heat transfer fluid loop circuit (arrow fl 2) can then be established through the pump P2, the internal heat exchange means of the CONV electrical conversion means, the internal heat exchange means of the eGMP group and the cooling radiator RR which are then connected in cascade. Activation of the pump P2 establishes a fluid circulation in the second section of the IGT installation so as to cool the eGMP group and the CONV electrical conversion means.

[0047] Thus, the heat transfer fluid (arrow fl2), propelled by the pump P2, via the orifice Bl, passes through the internal heat exchange means of the electrical conversion means CONV, the internal heat exchange means of the eGMP group and the cooling radiator RR, to then return to the pump P2, being sucked in via the orifice B2 and the internal conduit CI2. The heat transfer fluid (arrow fl2), passing through the internal heat exchange means of the electrical conversion means CONV and of the eGMP group, recovers the excess calories. These calories are transported by the heat transfer fluid to the radiator RR and are dissipated into the ambient air by the latter.

[0048] In the third section (BAT_HV) of the IGT installation, a heat transfer fluid loop circuit (arrow fl3) can then be established through pump P3, the re- CL cooler and the internal heat exchange means of the BAT_HV storage unit which are then connected in cascade. Activation of pump P3 establishes fluid circulation in the third section of the IGT installation in order to cool the BAT_HV storage unit.

[0049] Thus, the heat transfer fluid (arrow fl3), propelled by the pump P3, via the orifice Cl, passes through the cooler CL and the internal heat exchange means of the BAT_HV storage unit, to then return to the pump P3, being sucked in via the orifice C2 and the internal conduit CI3. The heat transfer fluid (arrow fl3), passing through the internal heat exchange means of the BAT_HV storage unit, recovers the excess calories. These calories are transported by the heat transfer fluid to the cooler CL and are evacuated.

[0050] With reference to [Fig. 3], a second configuration for circulation of heat transfer fluid in the IGT installation is now described, which corresponds to a second switching position PV2 of the solenoid valve VA. In this second configuration, the first (HA) and third sections (BAT_HV) of the IGT installation benefit from a pooling of some of their thermal management resources and for this purpose share a common heat transfer fluid loop circuit, while the second section (CONV, eGMP) operates separately with its own heat transfer fluid loop circuit.

[0051] When the solenoid valve VA is placed in its second switching position PV2, the ports A2 and C1 are connected via an internal conduit CI4 and the pump P3. As in the first switching position PV1, the ports B1 and B2 are connected via the internal conduit CI2 and the pump P2. In addition, the ports A1, C2 and B3 are closed and the port D, to which the degassing box BD is connected, is connected to the fluid inlet port of the pump P3.

[0052] In the first (HA) and third sections (BAT_HV) of the IGT installation, a common circuit can then be established in a heat transfer fluid loop (arrow f23) through the cooler CL, the internal heat exchange means of the BAT_HV storage unit, the heater RE and the passenger compartment radiator RH which are then connected in cascade.

[0053] In this second configuration, the pump PI remains inactive and only the pump P3 ensures the circulation of the heat transfer fluid in the first (HA) and third sections (BAT_HV). The activation of the pump P3 establishes a fluid circulation in the first and third sections so as to heat the passenger compartment HA and / or the storage unit BAT_HV, the cooler CL being deactivated here.

[0054] Thus, the heat transfer fluid (arrow f23), propelled by the pump P3, via the orifice Cl, passes through the deactivated cooler CL, the internal heat exchange means of the BAT_HV storage unit, the heater RE and the passenger compartment radiator RH to return then to pump P3, being sucked in via orifice A2 and internal conduit CI4. The heat transfer fluid (arrow f23), passing through the heater RE, is charged with calories. These calories are then released into the radiator RH to heat the passenger compartment HA and / or into the internal heat exchange means of the BAT_HV storage unit to heat it.

[0055] In the second section (CONV, eGMP) of the IGT installation, a fluid circulation loop circuit (arrow f22) identical to that (arrow fl2) of the first configuration described above with reference to [Fig.2] can then be established. Activation of pump P2 propels the heat transfer fluid (arrow f22) into the second section and, by traveling through the aforementioned circuit, generates cooling of the CONV electrical conversion means and of the eGMP group.

[0056] With reference to [Fig.4], a third configuration for circulation of heat transfer fluid in the IGT installation is now described, which corresponds to a third switching position PV3 of the solenoid valve VA. In this third configuration, the second (CONV, eGMP) and third sections (BAT_HV) of the IGT installation benefit from a pooling of some of their thermal management resources and for this purpose share a common heat transfer fluid loop circuit, while the first section (HA) operates separately with its own heat transfer fluid loop circuit.

[0057] When the solenoid valve VA is placed in its third switching position PV3, the ports A1 and A2 are connected via the internal conduit C11 as in the first switching position PV1 shown in [Fig.2]. The ports B1 and C2 are connected via an internal conduit CI5 and the pump P2. The ports B3 and C1 are connected via an internal conduit CI6 and the pump P3. In addition, the port B2 is closed and the port D, to which the degassing box BD is connected, is connected to the fluid inlet port of the pump P3.

[0058] In the second (CONV, eGMP) and third sections (BAT_HV) of the IGT installation, a common circuit can then be established in a heat transfer fluid loop (arrow f32) through the pump P2, the internal heat exchange means of the CONV electrical conversion means, the internal heat exchange means of the eGMP group, the pump P3, the CL cooler, and the internal heat exchange means of the BAT_HV storage unit which are then connected in cascade.

[0059] Activation of pumps P2 and P3 establishes fluid circulation in the second (CONV, eGMP) and third sections (BAT_HV) of the IGT installation so as to heat the BAT_HV battery pack by means of calories generated by the eGMP group and the CONV electrical conversion means or to cool the eGMP group, the CONV electrical conversion means and the BAT_HV battery pack by means of the CL cooler.

[0060] To heat the BAT_HV storage unit, the CL cooler is deactivated. The heat transfer fluid (arrow f32), propelled by the pump P2 through the orifice Bl, passes through the internal heat exchange means of the CONV electrical conversion means and of the eGMP group and recovers the calories present there. The heat transfer fluid, without passing through the RR cooling radiator which is disconnected, is then taken up directly in suction by the pump P3, via the orifice B3 and the internal conduit CI6 and is propelled towards the internal heat exchange means of the BAT_HV storage unit via the orifice Cl and the deactivated CL cooler. The heat transfer fluid heats the BAT_HV storage unit by releasing calories in the internal heat exchange means thereof and returns to the pump P2 via the orifice C2 and the internal conduit CI5.

[0061] To cool the BAT_HV storage unit, the CL cooler is activated. The heat transfer fluid (arrow f32), which circulates as described above, cools by passing through the CL cooler and then provides cooling to the BAT_HV storage unit, to the CONV electrical conversion means and to the eGMP group via their internal heat exchange means.

[0062] In the first section (HA) of the IGT installation, a fluid circulation loop circuit (arrow f31) identical to that (arrow fl 1) of the first configuration described above with reference to [Fig.2] can then be established. Activation of the PI pump propels the heat transfer fluid (arrow f31) into the first section and, by traveling through the aforementioned circuit, generates heating in the passenger compartment HA.

[0063] With reference to [Fig.5], a fourth configuration for circulation of heat transfer fluid in the IGT installation is now described, which corresponds to a fourth switching position PV4 of the solenoid valve VA. In this fourth configuration, the first (HA), second (CONV, eGMP) and third sections (BAT_HV) of the IGT installation benefit from a pooling of some of their thermal management resources and for this purpose share a common circuit in a heat transfer fluid loop.

[0064] When the solenoid valve VA is placed in its fourth switching position PV4, the ports A2 and B1 are connected via an internal conduit CI7 and the pump P2, and the ports B3 and C1 are connected via the internal conduit CI6 and the pump P3 as in the third switching position PV3 shown in [Fig.4]. In addition, the ports A1, B2 and C2 are closed and the port D, to which the degassing box BD is connected, is connected to the fluid inlet port of the pump P3.

[0065] In the first (HA), second (CONV, eGMP) and third sections (BAT_HV) of the IGT installation, a common circuit can then be established in a heat transfer fluid loop (arrow f41) through the pump P2, the internal heat exchange means of the CONV electrical conversion means, the internal heat exchange means of the eGMP group, the pump P3, the cooler CL, the means internal heat exchangers of the BAT_HV storage unit, the RE heater and the RH passenger compartment radiator which are then connected in cascade.

[0066] In this fourth configuration, the pump PI is deactivated. The activation of the pumps P2 and P3 establishes a fluid circulation in the first (HA), second (CONV, eGMP) and third sections (BAT_HV) of the IGT installation so as to heat the battery pack BAT_HV and / or the passenger compartment HA (with the passenger compartment radiator RH) using calories from the heater RE and / or transferred by the internal heat exchange means of the electrical conversion means CONV and the eGMP group, or to cool the battery pack BAT_HV, the electrical conversion means CONV and the eGMP group using the cooler CL.

[0067] To heat the battery pack BAT_HV and / or the passenger compartment HA, the cooler CL is deactivated. The heat transfer fluid (arrow f41), propelled by the pump P2 through the orifice Bl, passes through the internal heat exchange means of the electrical conversion means CONV and of the group eGMP and recovers the calories present there. The heat transfer fluid, without passing through the cooling radiator RR which is disconnected, is then taken up directly in suction by the pump P3, via the orifice B3 and the internal conduit CI6 and is propelled towards the internal heat exchange means of the storage unit BAT_HV, via the orifice Cl and the deactivated cooler CL. The heat transfer fluid releases calories in the internal heat exchange means of the storage unit BAT_HV and thus heats it. The heat transfer fluid then goes into the heater RE. If necessary, the RE heater is activated to allow a recharge of calories from the heat transfer fluid passing through it.If the HA passenger compartment requires heating, the RH passenger compartment radiator is active and the heat transfer fluid releases calories which heat the air. Additional heating for the HA passenger compartment can be provided by activating the "PTC" resistor of the RH radiator. Leaving the RH radiator, the heat transfer fluid is taken up by pump P2.

[0068] To cool the battery pack BAT_HV, the electrical conversion means CONV and the eGMP group, the cooler CL is activated and the heater RE is deactivated. The heat transfer fluid (f41), which circulates as described above, cools by passing through the cooler CL and then provides cooling to the BAT_HV storage unit, the electrical conversion means CONV and the eGMP group via their internal heat exchange means.

[0069] The degassing box BD, by being connected to the cooling radiator RR and to the port D of the solenoid valve VA, allows degassing of the heat transfer fluid circuits of the three sections of the IGT installation. Indeed, the cooling radiator RR is in fluid communication with the heat transfer fluid circuit of the second section (CONV, eGMP). The port D is connected in the solenoid valve VA to the inlet of the pump P3 which is in fluid communication with the heat transfer fluid circuit of the third section (BAT_HV) and in fluid communication with the heat transfer fluid circuit of the first section (HA) via the heat transfer fluid return pipe CD2.

[0070] The thermal management installation according to the invention has several advantages compared to the solutions of the state of the art, such as in particular a lower cost, easier integration into an electric vehicle, thanks to a smaller footprint, and a weight saving, thanks to a reduced number of pipes and a smaller quantity of heat transfer fluid.

[0071] The invention is not limited to the particular embodiment which has been described here by way of example. In general, those skilled in the art, depending on the applications of the invention, will be able to make various modifications and variants falling within the scope of protection of the invention.

Claims

Claims

1. Thermal management installation for an electric vehicle, said electric vehicle (VE) comprising a passenger compartment (HA), an electric powertrain (eGMP), electrical conversion means (CONV) and a high-voltage electrical storage device (BAT_HV), said installation (IGT) having first, second and third thermal management sections respectively responsible for said passenger compartment (HA), said electric powertrain (eGMP) and electrical conversion means (CONV) and said electrical storage device (BAT_HV) and comprising a multi-position solenoid valve (VA) for controlling the circulation of heat transfer fluid in said sections, a first position (PV1) of said solenoid valve authorizing separate operation of said sections and second, third and fourth positions (PV2, PV3, PV4) of said solenoid valve (VA) authorizing pooling of thermal management resources between said sections,characterized in that said second position (PV2) controls a pooling of resources between said first and third sections with a common heat transfer fluid loop circuit (f23) established through an electric pump (P3) of said third section, a heat transfer fluid cooler (CL), internal heat exchange means of said electric storage unit (BAT_HV), a heat transfer fluid heater (RE) and a passenger compartment radiator (RH) which are connected in cascade, and a separate operation of said second section with a heat transfer fluid loop circuit (f22) established through an electric pump (P2) of said second section, internal heat exchange means of said electric conversion means (CONV), internal heat exchange means of said electric powertrain (eGMP) and a cooling radiator (RR) which are connected in cascade.,

2. Installation according to claim 1, characterized in that said third position (PV3) controls a pooling of resources between said second and third sections with a common circuit in a heat transfer fluid loop (f32) established through said electric pump (P2) of said second section, said internal heat exchange means of said electrical conversion means (CONV), said internal heat exchange means of said electric powertrain (eGMP), said electric pump (P3) of said third section, said heat transfer fluid cooler (CL) and said internal heat exchange means of said electric storage unit (BAT_HV) which are connected in cascade, and a separate operation of said first section with a heat transfer fluid loop circuit (f31) established through an electric pump (PI) of said first section, said electric heat transfer fluid heater (RE), said passenger compartment radiator (RH) and a non-return valve (VU) which are connected in cascade.

3. Installation according to claim 1 or 2, characterized in that said fourth position (PV4) controls a pooling of resources between said second, third and first sections with a common heat transfer fluid loop circuit (f41) established through said electric pump (P2) of said second section, said internal heat exchange means of said electrical conversion means (CONV), said internal heat exchange means of said electric powertrain (eGMP), said electric pump (P3) of said third section, said heat transfer fluid cooler (CL), said internal heat exchange means of said electric storage unit (BAT_HV), said electric heat transfer fluid heater (RE) and said passenger compartment radiator (RH) which are connected in cascade.

4. Installation according to any one of claims 1 to 3, characterized in that said electric pump (P2) of said second section and said electric pump (P3) of said third section are members integrated into said multi-position solenoid valve (VA).

5. Installation according to claims 4 and 2, characterized in that said electric pump (PI) of said first section and said non-return valve (VU) are members mounted outside said multi-position solenoid valve (VA).

6. Installation according to any one of claims 1 to 5, characterized in that it comprises a heat transfer fluid return conduit (CD2) connecting a heat transfer fluid outlet orifice of said internal heat exchange means of said electrical storage device (BAT_HV) to a heat transfer fluid inlet orifice of said heat transfer fluid heater (RE).

7. Installation according to any one of claims 1 to 6, characterized in that it comprises a degassing box (BD) coupled to said second section via said cooling radiator (RR) and / or to said first section and / or said third section via said elec-

8. multi-position valve (VA). Electric vehicle (VE) comprising a passenger compartment (HA), an electric powertrain (eGMP), electrical conversion means (CONV) and a high-voltage electrical storage device (BAT_HV), characterized in that it further comprises a thermal management installation (IGT) according to any one of claims 1 to 7.

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