Vehicle heat treatment system

Abstract

Vehicle Heat Treatment System The present invention relates to a vehicle heat treatment system (1), comprising a refrigerant circuit (2) and a heat transfer fluid circuit (3), the refrigerant circuit (2) comprising a first heat exchanger (5) and a second heat exchanger (7), the heat transfer fluid circuit (3) comprising a first loop (10), a first branch (14) and a second branch (15), the first loop (10) comprising the second heat exchanger (7) and a third heat exchanger (12), the first branch (14) comprising a fourth heat exchanger (19) configured to heat an electrical storage device of the vehicle, characterized in that the heat transfer fluid circuit (3) comprises a third branch (23) fluidically connecting the first loop (10) to the first branch (14) and to the second branch (15). (Figure 1)

Description

Title of the invention: Heat treatment system for a vehicle

[0001] The present invention relates to the field of motor vehicles, and more particularly concerns a heat treatment system integrated within said motor vehicles.

[0002] 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. This thermal treatment is achieved, in particular, by circulating the refrigerant within a ventilation, heating, and / or air conditioning system installed in the vehicle.

[0003] In another application of this circuit, it is known to use the heat transfer fluid circuit to cool components of the vehicle's powertrain, such as, for example, an electrical storage device, the latter being used to supply energy to an electric motor capable of propelling the vehicle. The heat treatment system thus provides the energy needed to cool the electrical storage device during its use in driving phases.

[0004] Several refrigerants have been used for this type of heat treatment system, such as R134a or R1234yf. However, following new European standards, these refrigerants have been banned from use in Europe due to their environmental harmfulness. For future heat treatment systems, it has therefore been decided to use R290 as the refrigerant. However, R290 is pure propane. As a safety precaution, it is therefore essential to avoid circulating propane directly in the ventilation, heating, and / or air conditioning system. Thus, it is known to heat the vehicle's interior indirectly using the refrigerant, and only the heat transfer fluid then circulates within the ventilation, heating, and / or air conditioning system.

[0005] It is known in particular to implement two heat exchangers ensuring the cooling of the heat transfer fluid so that the latter can thermally treat the vehicle's passenger compartment and an element of the vehicle's powertrain simultaneously, with a heat exchanger dedicated to each function.

[0006] Car manufacturers are focused on the continuous improvement of their vehicles. These improvements include reducing the size and cost of the heat treatment system, while maintaining a variety of operating modes.

[0007] The present invention falls within this context and, as such, proposes a thermal treatment system for a vehicle, comprising a refrigerant circuit intended to be traversed by a refrigerant and a heat transfer fluid circuit intended to be traversed by a heat transfer fluid, the refrigerant circuit comprising at least one compression device, one expansion device, as well as a first heat exchanger and a second heat exchanger configured to carry out a heat exchange between the refrigerant and the heat transfer fluid, the heat transfer fluid circuit comprising a first loop, a first branch and a second branch, the first loop comprising a first pumping device, the second heat exchanger and a third heat exchanger configured to carry out a heat exchange between the heat transfer fluid and an interior airflow intended to be sent into a passenger compartment of the vehicle,the first branch extending between a first junction point and a first convergence point disposed on the first loop between the third heat exchanger and the first pumping device and comprising a second pumping device and a fourth heat exchanger configured to thermally process an electrical storage device of the vehicle, the second branch extending between the first junction point and a second junction point disposed on the first branch between the fourth heat exchanger and the first convergence point, characterized in that the heat transfer fluid circuit comprises a third branch fluidly connecting the first loop to the first branch and to the second branch, the third branch starting at a first divergence point disposed on the first loop between the second heat exchanger and the third heat exchanger and extending to the first junction point.

[0008] Such a heat treatment system according to the invention allows for the cooling of the vehicle passenger compartment and / or the electrical storage device by first cooling the heat transfer fluid using a single heat exchanger, which is the second heat exchanger. It is then possible to dispense with an additional heat exchanger and to distribute the cooled heat transfer fluid simultaneously to the third heat exchanger in order to cool the vehicle passenger compartment and to the fourth heat exchanger in order to cool the electrical storage device, the third branch providing a direct fluid connection between the second and fourth heat exchangers.

[0009] The refrigerant is advantageously an R290 type fluid, i.e. propane, which is a two-phase refrigerant and which is compressed and circulated in vapor form by the compression device. The refrigerant then passes through the first heat exchanger, the expansion device and the second heat exchanger in this order, in order to implement a thermodynamic cycle.

[0010] Thus, the high-pressure, high-temperature refrigerant condenses as it passes through the first heat exchanger and transfers heat to the heat transfer fluid also circulating within the first heat exchanger. The refrigerant is then expanded by the expansion valve and is at a low pressure and low temperature. Finally, the refrigerant evaporates as it circulates through the second heat exchanger and cools the heat transfer fluid also circulating within the second heat exchanger. The evaporated refrigerant can then be compressed again by the compression device to begin a new cycle and participate in the functions of the heat treatment system.

[0011] Optionally, the refrigerant circuit may include an internal heat exchanger configured to perform heat exchange between the refrigerant circulating in the refrigerant circuit between the first heat exchanger and the expansion device, and the refrigerant circulating in the refrigerant circuit between the second heat exchanger and the compression device. Such an internal heat exchanger allows for heat exchange between the high-pressure and low-pressure refrigerants, thereby regulating the thermodynamic equilibrium within the refrigerant circuit while improving the performance of the thermodynamic cycle.

[0012] The refrigerant circuit may also include an accumulation device disposed between the second heat exchanger and the compression device. In the event of partial evaporation of the refrigerant, the accumulation device retains a remaining liquid fraction of the refrigerant to prevent this liquid fraction from circulating to the compression device and damaging it.

[0013] The heat transfer fluid circulating in the heat transfer fluid circuit can, for example, be glycol water. This is circulated in the first loop by means of the first pumping device and circulates within the second heat exchanger to be cooled by the low-pressure, low-temperature refrigerant, as described above.

[0014] Subsequently, the heat transfer fluid can continue its circulation in the first loop to the third heat exchanger. This third heat exchanger is advantageously integrated into a ventilation, heating, and / or air conditioning system and thus contributes to the air conditioning of the vehicle's passenger compartment. To achieve this, the interior airflow passes through the third heat exchanger and transfers its heat to the heat transfer fluid. The cooled interior airflow is then sent into the vehicle's passenger compartment to provide air conditioning.

[0015] Alternatively or simultaneously, at the outlet of the second heat exchanger, the heat transfer fluid circulates in the third branch from the first point of divergence, in order to then circulate in the first branch and pass through the fourth heat exchanger to cool the electrical storage device. The latter may be at a very high temperature, for example, following rapid recharging, and must therefore be cooled to prevent damage. The circulation of the heat transfer fluid can be assisted by the second pumping device. The first branch extends to the first point of convergence, upstream of the second heat exchanger, so that the heat transfer fluid can rejoin the first loop and be cooled again by the refrigerant within the second heat exchanger.

[0016] The second branch extends parallel to a portion of the first branch extending between the first and second junction points, this portion comprising the second pumping device and the fourth heat exchanger. The second branch allows, in particular, the recirculation of heat transfer fluid from the second junction point to the first junction point, in order to use the heat captured within the fourth heat exchanger to warm the heat transfer fluid coming directly from the third branch and circulating upstream of the fourth heat exchanger. This configuration allows the electrical storage device to be cooled to a moderately low temperature in order to avoid malfunctioning due to excessively rapid cooling.

[0017] The third branch linking the first loop to the first branch, and the latter also being connected to the first loop via the first point of convergence, the fourth heat exchanger can therefore be supplied with heat transfer fluid cooled by the second heat exchanger.

[0018] According to one feature of the invention, the heat transfer fluid circuit comprises a second loop including a third pumping device, the first heat exchanger, and a fifth heat exchanger configured to perform heat exchange between the heat transfer fluid and an outside airflow to the vehicle's passenger compartment. The second loop allows for the circulation of the heat transfer fluid by means of the third pumping device and can also be heated via the first heat exchanger by the high-pressure, high-temperature refrigerant that also circulates within it. The fifth heat exchanger allows for the thermal treatment of the heat transfer fluid by means of the outside airflow. Therefore, the fifth heat exchanger is ideally arranged at the front of the vehicle so that a phase of vehicle movement generates the outside airflow. circulating within the front of the vehicle and thus passing through the fifth heat exchanger.

[0019] According to one feature of the invention, the heat transfer fluid circuit comprises a fourth branch beginning at a second divergence point located on the second loop between the first and fifth heat exchangers and terminating at a second convergence point located on the second loop between the fifth heat exchanger and the third pumping device. The fourth branch comprises a sixth heat exchanger configured to perform heat exchange between the heat transfer fluid and the internal airflow. The fourth branch is connected to the second loop on either side of the third pumping device and the first heat exchanger so that high-temperature heat transfer fluid can be circulated in the fourth branch.

[0020] The sixth heat exchanger, like the third heat exchanger, is advantageously located in the ventilation, heating, and / or air conditioning system mentioned above. The heat transfer fluid circulating within the sixth heat exchanger then transfers its heat to the interior airflow, which increases in temperature and circulates to the vehicle's passenger compartment to heat it. Thus, when heating the vehicle's passenger compartment is requested, the heat transfer fluid circulates between the second loop and the fourth branch, is heated within the first heat exchanger, and transfers its heat to the interior airflow within the sixth heat exchanger.

[0021] According to one feature of the invention, the second point of divergence comprises a control element configured to regulate the flow rate of heat transfer fluid circulating to the fifth heat exchanger and / or to the sixth heat exchanger. The control element may, for example, be a three-way valve comprising an inlet through which the heat transfer fluid heated in the first heat exchanger enters, and two outlets ensuring circulation to the fifth or sixth heat exchanger.

[0022] Advantageously, such a three-way valve is proportional, meaning that it is possible to selectively distribute the heat transfer fluid to one or both of the outlets of the control device. This distribution can be dependent on demand and can also vary over time.

[0023] According to one feature of the invention, the heat transfer fluid circuit comprises a fifth branch extending between a third junction point disposed on the third branch and a fourth junction point disposed on the first branch between the second junction point and the first convergence point, the fifth branch comprising a fourth pumping device and a seventh heat exchanger thermally configured to thermally treat an electric motor of the vehicle. The fifth branch is fluidically connected to the first and third branches and thus ensures a fluid connection between the second heat exchanger and the seventh heat exchanger, as well as between the fourth and seventh heat exchangers.

[0024] The seventh heat exchanger provides thermal treatment to the vehicle's electric motor via the heat transfer fluid. The electric motor may require heating, for example, when starting up in very low ambient temperatures. Furthermore, the electric motor is likely to generate heat during operation, particularly when the vehicle is traveling at high speeds, and must therefore be cooled to prevent malfunctions. The fourth pumping device circulates the heat transfer fluid in the fifth branch.

[0025] According to one feature of the invention, the heat transfer fluid circuit comprises a sixth branch and a seventh branch, the sixth branch extending between a fifth junction point disposed on the fifth branch between the third junction point and the fourth pumping device and a sixth junction point disposed on the second loop between the fifth heat exchanger and the second convergence point, the seventh branch extending between a seventh junction point disposed on the fifth branch between the seventh heat exchanger and the fourth junction point and an eighth junction point disposed on the second loop between the second divergence point and the fifth heat exchanger.The sixth and seventh branches extend between the second loop and the fifth branch, enabling fluid connection between the fifth heat exchanger and the second, fourth, and / or seventh heat exchanger. These branches facilitate the dissipation of heat absorbed by the heat transfer fluid within the second, fourth, or seventh heat exchanger. This allows for passive cooling of the heat transfer fluid, resulting in a heat treatment process requiring only the flow of outside air, which is particularly advantageous in terms of energy consumption.

[0026] According to one feature of the invention, the sixth and / or seventh branch is configured to allow circulation of the heat transfer fluid in a first direction of flow or in a second direction of flow opposite to the first direction of flow. Depending on which element of the heat treatment system is to be heat-treated via heat dissipation within the fifth heat exchanger, the circulation within the sixth and / or seventh branch can occur in either direction.

[0027] According to one feature of the invention, the first branch and the second branch comprise, respectively, a first valve and a second valve configured to control the circulation of the heat transfer fluid in the first and second branches. Depending on the operating mode of the heat treatment system, access to the first and second branches is controlled by the first and second valves, respectively. This makes it possible, for example, to prevent unintentional bypassing of the fourth heat exchanger.

[0028] According to one feature of the invention, the second branch comprises an electric heating element. The electric heating element is an additional heat source for heating the heat transfer fluid in order to perform additional heat treatment on one of the elements of the heat treatment system, for example, to heat the electrical storage device or to evaporate the refrigerant. The position of the electric heating element is advantageous because the second branch is arranged so that the electric heating element can be fluidically connected to the second, fourth, and seventh heat exchangers.

[0029] According to one feature of the invention, the second branch is configured to allow circulation of the heat transfer fluid in a first direction of flow or in a second direction of flow opposite to the first direction of flow. Like the sixth and seventh branches, the second branch also allows circulation of the heat transfer fluid in both directions, the direction of flow depending on the operating mode of the heat treatment system.

[0030] According to one feature of the invention, the first point of convergence comprises a control element configured to regulate the flow rate of heat transfer fluid circulating within the third heat exchanger and / or in the first branch. The control element, like the regulating organ, allows for the control of the distribution of the fluid circulating towards the third heat exchanger or within the third branch. The distribution of heat transfer fluid is determined according to need, for example, if cooling the vehicle passenger compartment or a component of the vehicle's powertrain is prioritized.

[0031] According to one feature of the invention, the seventh junction point includes a control device. Such a control device may be a three-way valve comprising two open ports and one closed port. The three-way valve is configured so that, even if the heat transfer fluid is not flowing through any of said ports, the closed port is selected so as not to disrupt the flow of the heat transfer fluid if it is flowing in the vicinity of the control device.

[0032] The invention also covers a method for heat-treating a vehicle, implemented by a heat-treatment system as described above, during which: - The heat transfer fluid is circulated within the first loop, - we separate the heat transfer fluid circulating in the first loop into two fractions of heat transfer fluid, a first fraction of heat transfer fluid circulating in the first loop and passing through the third heat exchanger, a second fraction of heat transfer fluid circulating in the third branch.

[0033] Such a heat treatment process simultaneously ensures treatment of the vehicle's passenger compartment and of one or more elements of its powertrain, with a single heat exchanger dedicated to cooling the heat transfer fluid via the refrigerant.

[0034] According to a feature of the process, during the process: - The refrigerant is circulated through the refrigerant circuit, - The second fraction of heat transfer fluid is circulated through the first branch via the third branch to pass through the fourth heat exchanger, - at the outlet of the fourth heat exchanger, part of the second fraction is recirculated into the first branch upstream of the fourth heat exchanger via the second branch.

[0035] According to another feature of the process, during the process: - the second fraction of heat transfer fluid is circulated in the second branch via the third branch to pass through the electric heating element.

[0036] These characteristics differ more generally with respect to different operating modes that can be implemented within the heat treatment system according to the invention.

[0037] Other features and advantages of the invention will become apparent from the following description on the one hand, and from several illustrative and non-limiting examples of embodiments given by reference to the accompanying schematic drawings on the other hand, in which:

[0038] [Fig-1] is a schematic representation of a heat treatment system according to the invention,

[0039] [Fig.2] is a schematic representation of a first operating mode of the heat treatment system,

[0040] [Fig.3] is a schematic representation of a second operating mode of the heat treatment system,

[0041] [Fig.4] is a schematic representation of a third operating mode of the heat treatment system,

[0042] [Fig.5] is a schematic representation of a fourth operating mode of the heat treatment system,

[0043] [Fig.6] is a schematic representation of a fifth operating mode of the heat treatment system,

[0044] [Fig.7] is a schematic representation of a sixth operating mode of the heat treatment system.

[0045] Figure 1 represents a heat treatment system 1 according to the invention, which can be integrated within a motor vehicle. This heat treatment system 1 is capable of providing heat treatment for the vehicle's passenger compartment, as well as heat treatment for various components of the vehicle's powertrain.

[0046] To achieve this, the heat treatment system 1 comprises a refrigerant circuit 2 through which a refrigerant circulates and a heat transfer fluid circuit 3 through which a heat transfer fluid circulates. In [Fig. 1], the refrigerant circuit 2 is shown with dashed lines while the heat transfer fluid circuit 3 is shown with solid lines.

[0047] The heat treatment system 1 is configured to operate various interactions between the heat transfer fluid and the refrigerant in order to optimally heat the vehicle passenger compartment and the various components of the vehicle's powertrain. The heat transfer fluid can, for example, be glycol water, while the refrigerant can advantageously be an R290 type fluid, i.e., propane, which meets European environmental protection standards, unlike other types of refrigerants used for heat treatment.

[0048] The refrigerant circuit 2 consists of a single closed channel, provided with a compression device 4 that circulates the refrigerant in the refrigerant circuit, a first heat exchanger 5, an expansion member 6 and a second heat exchanger 7. The first heat exchanger 5 and the second heat exchanger 7 are configured to perform a heat exchange between the refrigerant circulating in the refrigerant circuit 2 and the heat transfer fluid circulating in the heat transfer fluid circuit 3. The expansion member 6 ensures an expansion of the refrigerant which then decreases in pressure and temperature.

[0049] The refrigerant thus follows a thermodynamic cycle, being first compressed by the compression device 4, which increases the pressure and temperature of the refrigerant. The refrigerant is then condensed at within the first heat exchanger 5. The heat exchange occurring within the first heat exchanger 5 causes a decrease in the temperature of the refrigerant fluid which is then condensed, while causing a rise in the temperature of the heat transfer fluid also circulating within the first heat exchanger 5.

[0050] At the outlet of the first heat exchanger 5, the refrigerant is expanded by the expansion valve 6, thus causing a drop in pressure and temperature of said refrigerant. Subsequently, the latter passes through the second heat exchanger 7.

[0051] The refrigerant is evaporated within the second heat exchanger 7. The heat exchange occurring within the second heat exchanger 7 results in a supply of heat to the refrigerant which is then evaporated, while also causing a drop in the temperature of the heat transfer fluid also circulating within the second heat exchanger 7.

[0052] Advantageously, as illustrated in [Fig. 1], the refrigerant fluid circuit 2 may also include an internal heat exchanger 8 and an accumulation device 9.

[0053] The internal heat exchanger 8 is configured to perform a heat exchange between the refrigerant circulating between the first heat exchanger 5 and the expansion member 6, i.e. the high-pressure refrigerant, and the refrigerant circulating between the second heat exchanger 7 and the storage device 8. The internal heat exchanger 8 thus regulates the thermodynamic balance within the refrigerant circuit 2 while improving the performance of the thermodynamic cycle.

[0054] Since the compression device 4 is only capable of compressing refrigerant in a gaseous state, the upstream accumulation device 9 allows a liquid fraction of the refrigerant to be retained in the event of partial evaporation within the second heat exchanger 7 and / or the internal heat exchanger 8. This prevents refrigerant in a liquid state from passing through the compression device 4, which could lead to a malfunction of the latter.

[0055] The heat transfer fluid circuit 3 comprises a first loop 10 equipped with a first pumping device 11, a second heat exchanger 7 and a third heat exchanger 12. The first pumping device 11 ensures the circulation of the heat transfer fluid in the first loop 10. As previously described, the second heat exchanger 7 ensures a decrease in the temperature of the heat transfer fluid via heat exchange with the refrigerant.

[0056] The third heat exchanger 12 is configured to perform a heat exchange between the heat transfer fluid and an interior airflow 13 passing through said third heat exchanger 12. The interior airflow 13 is subsequently intended to circulate into the vehicle's passenger compartment. It is thus understood that the fluid The heat transfer fluid cools the interior airflow 13 passing through the third heat exchanger 12, and the cooled interior airflow 13 subsequently provides air conditioning for the vehicle's passenger compartment. Therefore, the third heat exchanger 12 is advantageously located within a ventilation, heating, and / or air conditioning system (not shown).

[0057] The heat transfer fluid circuit 3 further comprises a first branch 14 and a second branch 15. The first branch 14 extends between a first junction point 16 and a first convergence point 17, the latter being located at the level of the first loop 10 between the third heat exchanger 12 and the first pumping device 11.

[0058] The first branch 14 includes a second pumping device 18 and a fourth heat exchanger 19 configured to perform heat exchange between the heat transfer fluid circulating in the first branch 14 and an electrical storage device of the vehicle (not shown). The fourth heat exchanger 19 thus allows the electrical storage device to be heated as needed. For example, it may need to be heated when the vehicle is started in low ambient temperatures. Conversely, the electrical storage device may generate a significant amount of heat during operation, for example, following rapid charging, and therefore needs to be cooled in this situation. The heating or cooling of the electrical storage device is thus achieved by means of the heat transfer fluid circulating within the fourth heat exchanger 19.

[0059] The second branch 15 extends between the first junction point 16 and a second junction point 47 located on the first branch 14 between the fourth heat exchanger and the first convergence point 17. The second branch 15 includes an electric heating element 20 that heats the heat transfer fluid circulating in the second branch 15. The electric heating element 20 provides an additional heat source when needed. The first branch 14 and the second branch 15 also include, respectively, a first valve 21 and a second valve 22 that allow or prevent the circulation of the heat transfer fluid in the first branch 14 and the second branch 15.

[0060] The heat treatment system 1 according to the invention, more particularly the heat transfer fluid circuit 3, is characterized in that it comprises a third branch 23 extending between a first divergence point 24 located on the first loop 10 between the second heat exchanger 7 and the third heat exchanger 12, and the first junction point 16 at which the first branch 14 and the second branch 15 extend. The third branch 23 allows a closed fluid connection to be formed between the first loop 10 and the first branch 14. Thus, the heat transfer fluid can circulate between the second heat exchanger 7 and the fourth heat exchanger 19.

[0061] The heat transfer fluid cooled within the second heat exchanger 7 can therefore circulate to the third heat exchanger 12 to cool the vehicle passenger compartment, or to the fourth heat exchanger 19 to cool the electrical storage device, or even be separated into two fractions to perform both functions simultaneously. This makes it possible to implement a refrigerant circuit 2 with a single heat exchanger for cooling the heat transfer fluid instead of using two circuits, each comprising an expansion valve and a heat exchanger dedicated to cooling the heat transfer fluid. The refrigerant circuit 2 is thus more compact, while maintaining a variety of operating modes for the heat treatment system 1.

[0062] To improve the distribution of the heat transfer fluid, the first convergence point 17 may include a control element 46, which may be in the form of a proportional three-way valve. The control element 46 allows the distribution of the heat transfer fluid flow rate between the first loop 10 and the first branch 14 to be controlled according to the priority requirement.

[0063] The heat transfer fluid circuit 3 also includes a second loop 25. This loop includes a third pumping device 26, the first heat exchanger 5, and a fifth heat exchanger 27 configured to perform heat exchange between the heat transfer fluid and an outside airflow 28 that is not intended to be sent into the vehicle's passenger compartment. To be positioned along the path of the outside airflow 28, the fifth heat exchanger 27 can, for example, be arranged on the front of the vehicle. The fifth heat exchanger thus allows, for example, the dissipation of heat from the heat transfer fluid using the outside airflow 28.

[0064] The heat transfer fluid circuit 3 also includes a fourth branch 29 extending between a second divergence point 30 disposed on the second loop 25 between the first heat exchanger 5 and the fifth heat exchanger 27, and a second convergence point 31 disposed on the second loop 25 between the fifth heat exchanger 27 and the third pumping device 26.

[0065] The fourth branch 29 includes a sixth heat exchanger 32 which, like the third heat exchanger 12, is configured to perform heat exchange between the heat transfer fluid and the interior airflow 13. As described previously, the first heat exchanger 5 heats the heat transfer fluid. Thus, the sixth heat exchanger 32 allows the heat transfer fluid to transfer its heat to the interior airflow 13, which is then sent into the passenger compartment. of the vehicle to heat it. The sixth heat exchanger 32 is therefore also advantageously located within the ventilation, heating and / or air conditioning system mentioned previously.

[0066] The second divergence point 30 may include a control element 33 which, like the control element 24, may be in the form of a proportional three-way valve allowing selection of the distribution between the heat transfer fluid circulating towards the fifth heat exchanger 27 or towards the sixth heat exchanger 32 as required.

[0067] The heat transfer fluid circuit 3 is also equipped with a fifth branch 34 extending between a third junction point 35 disposed on the third branch 23, and a fourth junction point 36 disposed on the first branch 14 between the second junction point 47 and the first convergence point 17.

[0068] The fifth branch 34 comprises a fourth pumping device 37 and a seventh heat exchanger 38 configured to thermally treat an electric motor with the heat transfer fluid. Depending on the situation, the electric motor must be heated, for example when starting the vehicle, or cooled, for example in the event of extreme heat release due to high vehicle speed.

[0069] Finally, the heat transfer fluid circuit includes a sixth branch 39 and a seventh branch 40. The sixth branch 39 extends between a fifth junction point 41 disposed on the fifth branch 34 between the third junction point 35 and the fourth pumping device 37, and a sixth junction point 42 disposed on the second loop 25 between the fifth heat exchanger 27 and the second convergence point 31.

[0070] The seventh branch 40 extends between a seventh junction point 43 disposed on the fifth branch 34 between the seventh heat exchanger 38 and the fourth junction point 36, and an eighth junction point 44 disposed on the second loop 25 between the second divergence point 30 and the fifth heat exchanger 27.

[0071] The sixth branch 39 and the seventh branch 40 ensure a fluidic connection between the fifth heat exchanger 27 and the fourth heat exchanger 19 and / or the seventh heat exchanger 38. This mainly allows for the implementation of passive heat dissipation of the heat from the electric motor and / or the electrical storage device using the outside airflow 28.

[0072] The seventh junction point 43 may include a control device 45 which may be a three-way valve and which ensures participation in a circulation of the heat transfer fluid corresponding to the desired operating mode.

[0073] Figures 2 to 7 each illustrate a particular operating mode of the heat treatment system 1. The list of these operating modes is not exhaustive and a plurality of other operating modes not illustrated may exist. to be implemented within the heat treatment system 1. For each of Figures 2 to 7, solid lines indicate fluid circulation while dashed lines represent the absence of fluid circulation. The direction of fluid circulation is further indicated by arrows.

[0074] For the operating modes illustrated in Figures 2 to 6, the refrigerant circulates in the refrigerant circuit 2 according to the single loop shown in each figure. The refrigerant circulation is represented by thick solid lines when the refrigerant is at high pressure, and by thin solid lines when the refrigerant is at low pressure.

[0075] Thus, for each operating mode illustrated in Figures 2 to 6, the refrigerant is circulated and compressed by the high-pressure compression device 4. The refrigerant then passes through the first heat exchanger 5 at a high temperature and therefore transfers its heat to the heat transfer fluid, which also circulates within the first heat exchanger 5. This heat exchange allows, on the one hand, the heat transfer fluid to be heated, and on the other hand, the refrigerant to be cooled and condensed in order to implement the thermodynamic cycle of the refrigerant.

[0076] At the outlet of the first heat exchanger 5, the refrigerant is at least partially condensed and circulates to the internal heat exchanger 8 where it is further cooled by the low-pressure refrigerant also circulating within the internal heat exchanger 8. This heat exchange improves the thermodynamic balance of the refrigerant and also facilitates the expansion of the high-pressure refrigerant thereafter.

[0077] The refrigerant, at the outlet of the internal heat exchanger 8, is expanded by the expansion device 6. The refrigerant is therefore now at low pressure and low temperature and then passes through the second heat exchanger 7. The refrigerant absorbs heat from the heat transfer fluid which also circulates within the second heat exchanger 7. This heat exchange allows, on the one hand, the heat transfer fluid to be cooled, and on the other hand, the refrigerant to be heated and evaporated in order to complete the thermodynamic cycle of the refrigerant.

[0078] At the outlet of the second heat exchanger 7, the low-pressure refrigerant flows into the internal heat exchanger 8 and is heated by the high-pressure refrigerant. The low-pressure refrigerant then flows to the accumulation device 9 where a potential liquid fraction of the refrigerant is retained, and is then compressed again by the compression device 4.

[0079] As previously mentioned, the circulation of the refrigerant in the refrigerant circuit 2 is identical for the operating modes illustrated in Figures 2 to 6. Only the circulation of the heat transfer fluid in the circuit The heat transfer fluid 3 will therefore be described subsequently for each of the said operating modes.

[0080] Figure 2 represents a first operating mode of the processing system Thermal 1. This first operating mode aims to dehumidify the interior airflow 13 intended for the vehicle's passenger compartment. Dehumidification involves circulating a heat transfer fluid through both the third heat exchanger 12 and the sixth heat exchanger 32 to dehumidify the interior airflow 13. This process avoids sending a humid airflow into the passenger compartment, which can cause several problems such as fogging of the vehicle windows, impairing visibility, or discomfort for the vehicle's occupants.

[0081] In this first circulation method, the heat transfer fluid circulates, in particular, within the first loop 10. After being circulated by the first pumping device 11, the heat transfer fluid is cooled within the second heat exchanger 7 by the low-pressure refrigerant, then circulates to the first divergence point 24 where it separates into two fractions. A first fraction of the heat transfer fluid continues its circulation in the first loop 10 to the third heat exchanger 12 in order to cool the internal airflow 13 passing through the third heat exchanger 12.

[0082] A second fraction of heat transfer fluid circulates in the third branch 23 and then in a portion of the fifth branch 34 to the fifth junction point 41. From there, it circulates in the sixth branch 39 to join the second loop 25 and pass through the fifth heat exchanger 27 so that the outside air flow 28 heats the second fraction. Subsequently, the second fraction circulates in the seventh branch 40, then in the fifth branch 34 to the fourth junction point 36 via the control device 45, and then reaches the first convergence point 17 via the first branch 14. The two fractions thus meet at the first convergence point 17, and the control element 46 allows flow control between the two fractions in order to regulate the overall temperature as efficiently as possible.Separating the heat transfer fluid into two fractions optimizes its heating through the third heat exchanger 12 and the fifth heat exchanger 27, with the aim of optimizing the thermodynamic cycle of the refrigerant by promoting its evaporation within the second heat exchanger 7.

[0083] In parallel, another circulation of the heat transfer fluid is also implemented within the heat transfer fluid circuit 3, more specifically at the level of the fourth branch 29. The heat transfer fluid is circulated by the third pumping device 26 and passes through the first heat exchanger 5 to be heated by the high-pressure refrigerant. The heated heat transfer fluid then circulates to the second divergence point 30 where the control unit 33 directs it entirely into the fourth branch. The heated heat transfer fluid then passes through the sixth heat exchanger 32. As it circulates within the sixth heat exchanger 32, the heat transfer fluid warms the interior airflow 13. At the outlet of the sixth heat exchanger 32, the heat transfer fluid returns to the convergence point 31 and is pumped again by the third pumping device 26.

[0084] Thus, before being sent into the vehicle's passenger compartment, the interior airflow 13 is first cooled by passing through the third heat exchanger 12. Cooling the interior airflow 13 allows the moisture present in it to condense and be retained. The interior airflow 13 therefore exits the third heat exchanger 12 cold and dry.

[0085] Next, with the objective of heating and dehumidifying the vehicle's interior, the interior airflow 13 passes through the sixth heat exchanger 32 to be heated. The interior airflow 13 is thus sent into the warm, dry vehicle's interior.

[0086] Figure 3 represents a second operating mode of the heat treatment system 1, the purpose of which is to heat the vehicle's passenger compartment. To do this, as described for the second operating mode, the heat transfer fluid circulates in a portion of the second loop 25 and in the fourth branch 29 to be heated by the refrigerant within the first heat exchanger 5 and then to heat the interior airflow 13 by circulating within the sixth heat exchanger 32.

[0087] However, the thermodynamic cycle must be completed by evaporation within the second heat exchanger 7. Unlike the first embodiment, the heat transfer fluid cannot be heated by the internal air flow 13 within the third heat exchanger 12 because dehumidification is not required.

[0088] To overcome this, the heat transfer fluid put into circulation by the first pumping device 11 is cooled within the second heat exchanger 7 and then circulates entirely in the third branch 23 and separates into two fractions at the third junction point 35. The first fraction of heat transfer fluid continues its circulation in the third branch 23 to the first junction point 16.

[0089] The first valve 21 is closed while the second valve 22 is open, so that the first fraction circulates in the second branch 15 to be heated by the electric heating element 20 which allows a transfer of calories in place of the internal airflow 13 as illustrated in the first mode of operation.

[0090] The circulation of the second fraction is identical to that described for the first operating mode. The second fraction circulates in a portion of the fifth branch 34 to the fifth junction point 41, then flows into the sixth branch 39 until it reaches the second loop 25 and passes through the fifth heat exchanger 27 so that the outside airflow 28 heats the second fraction. Subsequently, the second fraction circulates in the seventh branch 40, then in the fifth branch 34 towards the fourth junction point 36 via the control device 45.

[0091] The two fractions meet at the fourth junction point 36 and then join the first loop 10 by means of the regulating element 46. Here the evaporation of the refrigerant within the second heat exchanger 7 takes place on the one hand passively within the fifth heat exchanger 27 thanks to the outside air flow 28, on the other hand via the electric heating element 20 by circulating part of the heat transfer fluid within the second branch 15.

[0092] Figure 4 represents a third operating mode of the heat treatment system 1 according to the invention. This third operating mode consists of cooling both the vehicle passenger compartment and the electrical storage device. As illustrated in Figure 2, the heat transfer fluid circulating in the first loop 10 separates into two fractions at the first divergence point 24. Such an operating mode is part of a heat treatment process in which the heat transfer fluid separates into two fractions, thus providing simultaneous heat treatment of the vehicle passenger compartment and a component of the vehicle's powertrain using a single heat exchanger that cools the heat transfer fluid via the refrigerant.

[0093] The first fraction continues its circulation in the first loop 10 until it passes through the third heat exchanger 12 so that the interior airflow 13 is cooled and is subsequently sent into the passenger compartment to cool it.

[0094] The second fraction circulates in the third branch 23 and then in the first branch 14 to pass through the fourth heat exchanger 19 in order to cool the electrical storage device.

[0095] At the outlet of the fourth heat exchanger 19, the second fraction circulates to the second junction point 47, from which part of the second fraction circulates in the second branch 15, circulates within the electric heating element 20 without consequence since the latter is inactive, and then rejoins the first branch 14 via the first junction point 16. Such recirculation makes it possible to substantially reheat the heat transfer fluid coming directly from the second heat exchanger 17 with heat transfer fluid that has already passed through the fourth heat exchanger 19 and is therefore at a higher temperature. temperature. This configuration aims to circulate heat transfer fluid at a moderately low temperature through the fourth heat exchanger 19 to avoid causing a malfunction in the electrical storage device by cooling it too abruptly. Therefore, the first valve 21 and the second valve 22 are both open.

[0096] This configuration also shows that the second branch 15 allows the heat transfer fluid to circulate in both directions. Indeed, in this third circulation mode, the heat transfer fluid flows in the second branch 15 in a direction opposite to the direction of flow illustrated, for example, in [Fig. 3]. Thus, the heat transfer fluid can flow in the second branch 15 in either direction depending on the active operating mode.

[0097] With the exception of the portion of heat transfer fluid circulating in the second branch 15, the second fraction, at the outlet of the fourth heat exchanger 19, circulates in the first branch 14 until it joins the first fraction at the level of the first point of convergence 17.

[0098] To complete the thermodynamic cycle, the refrigerant must be condensed within the first heat exchanger 5. To do this, the heat transfer fluid also circulates within the second loop 25 to capture heat from the refrigerant within the first heat exchanger 5. Once this is done, the heat transfer fluid continues its circulation exclusively in the second loop 25 as far as the fifth heat exchanger 27 so that the captured heat is dissipated via the outside air flow 28. The heat transfer fluid then returns to the first heat exchanger 5, still circulating within the second loop 25.

[0099] Figure 5 represents a fourth operating mode of the heat treatment system 1 according to the invention. This fourth operating mode allows for the simultaneous cooling of the vehicle passenger compartment, the electrical storage device, and the electric motor.

[0100] The circulation of the heat transfer fluid passing through the second heat exchanger 7 to be cooled is identical to that described in [Fig.4], with a first fraction cooling the internal airflow 13 by circulating through the third heat exchanger 12 and a second fraction cooling the electrical storage device by circulating through the fourth heat exchanger 19 with a part recirculating via the second branch 15 so as not to operate cooling with a heat transfer fluid that is too cold.

[0101] Also, just as in the previous operating mode, the heat transfer fluid circulates in the second loop 25 to condense the refrigerant by capturing its heat within the first heat exchanger 5. This heat is then dissipated by the outside airflow 28 when the heat transfer fluid circulates in the second loop 25 until it passes through the fifth heat exchanger 27.

[0102] The difference with the previous mode of operation is that at the outlet of the fifth heat exchanger 27, the heat transfer fluid is divided into two fractions at the sixth junction point 42. A first fraction continues its circulation in the second loop 25 until it reaches the third pumping device 26.

[0103] A second fraction circulates within the sixth branch 39 to reach the fifth branch 34 via the fifth junction point 41. The circulation of this second fraction is implemented by the fourth pumping device 37. The second fraction thus passes through the seventh heat exchanger 38 to cool the electric motor. This operating mode is only applicable when the electric motor needs to be moderately cooled with a heat transfer fluid whose heat has been dissipated by the outside airflow 28.

[0104] At the outlet of the seventh heat exchanger 38, the second fraction circulates to the seventh junction point 43 where the control device 45 circulates it within the seventh branch 40 until it joins the second loop 25 and the first fraction via the eighth junction point 44. The heat from the heat transfer fluid is then dissipated again by the outside air flow 28 as it circulates within the fifth heat exchanger 27.

[0105] This fourth operating mode allows us to observe that, just like the second branch 15, the sixth branch 39 and the seventh branch 40 also allow heat transfer fluid to circulate in both directions. Indeed, as illustrated in [Fig. 5], the heat transfer fluid circulates in the sixth branch 39 and in the seventh branch 40 in a direction opposite to the direction of circulation of the heat transfer fluid in these same two branches when, for example, the first circulation mode is active, as illustrated in [Fig. 2]. Thus, the heat transfer fluid can circulate in the sixth branch 39 and in the seventh branch 40 in either direction depending on the active operating mode.

[0106] Figure 6 represents a fifth operating mode of the thermal treatment system 1 according to the invention. This consists of dehumidifying the vehicle's passenger compartment while also cooling the electrical storage device.

[0107] The heat transfer fluid circulating within the first heat exchanger 5 is heated by the high-pressure refrigerant and is separated into two fractions at the second divergence point 30 by means of the control device 33, which determines the quantity of heat transfer fluid in each of said fractions. The first fraction circulates in the fourth branch 29 and transfers its heat to the indoor airflow 13 as it passes through the sixth heat exchanger 32. The second fraction continues its circulation in the second loop 25 to the fifth heat exchanger 27 so that the heat absorbed by the second fraction in the first heat exchanger 5 is dissipated by the outdoor airflow 28 within the fifth heat exchanger 27. The two fractions then rejoin at the second point of convergence 31.

[0108] At the second heat exchanger 7, the heat transfer fluid is cooled and circulates to the first divergence point 24, where it is also separated into two fractions. The first fraction continues its circulation in the first loop 10 to pass through the third heat exchanger 12 and thus cool the indoor airflow 13. The dehumidification function is therefore effectively implemented here, as the indoor airflow 13 is initially cooled by the heat transfer fluid circulating in the third heat exchanger 12, and then heated by the heat transfer fluid circulating in the sixth heat exchanger 32.

[0109] The second fraction formed at the first divergence point 24 circulates in the third branch 23, then in the first branch 14 by being pumped into the second pumping device 18. The second fraction then circulates within the fourth heat exchanger 19 in order to cool the electrical storage device, then continues its circulation until it joins the first loop 10 via the first convergence point 17.

[0110] As illustrated in [Fig. 6], the first valve 21 is open while the second valve 22 is closed. Depending on the temperature of the heat transfer fluid and / or the temperature of the electrical storage device, recirculation of the heat transfer fluid via the second branch 15 is not necessarily required. However, it is possible to implement the fifth operating mode with recirculation of the heat transfer fluid via the second branch 15, as illustrated, for example, in Figures 4 and 5.

[0111] Figure 7 represents a sixth operating mode of the processing system thermal 1 according to the invention. This sixth operating mode is unique because, unlike the previous operating modes, the refrigerant circuit 2 is inactive and therefore the refrigerant does not circulate. Thus, this sixth embodiment consists of heating the vehicle's passenger compartment in an emergency, for example, in the event of a failure of the refrigerant circuit 2. This operating mode also falls within the scope of the heat treatment process during which the heat transfer fluid separates into two fractions.

[0112] In this mode, the heat transfer fluid is circulated by the first pumping device 11 and passes through the second heat exchanger 7 without consequence because The refrigerant circuit 2 is inactive. The heat transfer fluid separates into two fractions at the first divergence point 24. The first fraction continues its circulation in the first loop 10 and circulates within the third heat exchanger 12 before joining the second fraction at the first convergence point 17.

[0113] The second fraction flows in the third branch 23 to the first junction point 16, then flows exclusively in the second branch 15. In this operating mode, the first valve 21 is closed while the second valve 22 is open. While flowing in the second branch 15, the second fraction is heated by the electric heating element 20, then rejoins the first fraction at the first convergence point 17 via the first branch 14.

[0114] It is thus understood that here, the heat transfer fluid accumulates calories via the second fraction heated by the electric heating element 20, and subsequently releases these calories via the first fraction circulating within the third heat exchanger 12. The latter, normally used to cool the interior airflow 13, is exceptionally used here to heat the interior airflow 13 in a way specific to this sixth mode of operation.

[0115] Other operating modes not illustrated are also operational thanks to the heat treatment system 1 according to the invention. By way of non-exhaustive list, among the functions not illustrated, it is for example possible to intensively cool the electric motor by fluidly connecting the second heat exchanger 7 to the seventh heat exchanger 38, to passively cool the electrical storage device by fluidly connecting the fourth heat exchanger 19 to the fifth heat exchanger 27, or to heat the electrical storage device with the heat released by the electric motor by fluidly connecting the fourth heat exchanger 19 to the seventh heat exchanger 38.

[0116] Of course, the invention is not limited to the examples just described and many modifications can be made to these examples without departing from the scope of the invention.

[0117] The invention, as described above, achieves its intended purpose and provides a heat treatment system capable of implementing a plurality of operating modes while comprising only a single heat exchanger dedicated to cooling a heat transfer fluid via a refrigerant. Variations not described here could be implemented without departing from the scope of the invention, provided that, in accordance with the invention, they include a heat treatment system conforming to the invention.

Claims

1. Demands Vehicle heat treatment system (1), comprising a refrigerant circuit (2) intended to carry a refrigerant and a heat transfer fluid circuit (3) intended to carry a heat transfer fluid, the refrigerant circuit (2) comprising at least one compression device (4), an expansion device (6), and a first heat exchanger (5) and a second heat exchanger (7) configured to perform heat exchange between the refrigerant and the heat transfer fluid, the heat transfer fluid circuit (3) comprising a first loop (10), a first branch (14) and a second branch (15), the first loop (10) comprising a first pumping device (11), the second heat exchanger (7) and a third heat exchanger (12) configured to perform heat exchange between the heat transfer fluid and an interior airflow (13) intended to be sent into a vehicle passenger compartment,the first branch (14) extending between a first junction point (16) and a first convergence point (17) disposed on the first loop (10) between the third heat exchanger (12) and the first pumping device (11) and comprising a second pumping device (18) and a fourth heat exchanger (19) configured to thermally treat an electrical storage device of the vehicle, the second branch (15) extending between the first junction point (16) and a second junction point (47) disposed on the first branch (14) between the fourth heat exchanger (19) and the first convergence point (17), characterized in that the heat transfer fluid circuit (3) comprises a third branch (23) fluidically connecting the first loop (10) to the first branch (14) and to the second branch (15),the third branch (23) starting at a first divergence point (24) located on the first loop (10) between the second heat exchanger (7) and the third heat exchanger (12) and extending to the first junction point (16), the heat transfer fluid circuit (3) comprising a second loop (25) comprising a third pumping device (26), the first heat exchanger (5) and a fifth heat exchanger (27) configured to operate a heat exchange between the heat transfer fluid and an outside airflow (28) to the vehicle's passenger compartment, the heat transfer fluid circuit (3) comprising a fourth branch (29) starting at a second divergence point (30) disposed on the second loop (25) between the first heat exchanger (5) and the fifth heat exchanger (27) and ending at a second convergence point (31) disposed on the second loop (25) between the fifth heat exchanger (27) and the third pumping device (26), the fourth branch (29) comprising a sixth heat exchanger (32) configured to operate a heat exchange between the heat transfer fluid and the internal airflow (13).

2. Heat treatment system (1) according to claim 1, wherein the second divergence point (30) comprises a regulating member (33) configured to regulate the flow of heat transfer fluid circulating towards the fifth heat exchanger (27) and / or towards the sixth heat exchanger (32).

3. Heat treatment system (1) according to claim 1 or 2, wherein the heat transfer fluid circuit (3) comprises a fifth branch (34) extending between a third junction point (35) disposed on the third branch (23) and a fourth junction point (36) disposed on the first branch (14) between the second junction point (47) and the first convergence point (17), the fifth branch (34) comprising a fourth pumping device (37) and a seventh heat exchanger (38) configured to heat treat an electric motor of the vehicle.

4. Heat treatment system (1) according to the preceding claim, wherein the heat transfer fluid circuit (3) comprises a sixth branch (39) and a seventh branch (40), the sixth branch (39) extending between a fifth junction point (41) disposed on the fifth branch (34) between the third junction point (35) and the fourth pumping device (37) and a sixth junction point (42) disposed on the second loop (25) between the fifth heat exchanger (27) and the second convergence point (31), the seventh branch (40) extending between a seventh junction point (43) disposed on the fifth branch (34) between the seventh heat exchanger (38) and the fourth junction point (36) and an eighth junction point (44) disposed on the second loop (25) between the second divergence point (30) and the fifth heat exchanger (27).

5. Heat treatment system (1) according to the preceding claim, wherein the sixth branch (39) and / or the seventh branch (40) are configured to permit circulation of the heat transfer fluid in a first direction of circulation or in a second direction of circulation opposite to the first direction of circulation.

6. Heat treatment system (1) according to any one of the preceding claims, wherein the first branch (14) and the second branch (15) comprise respectively a first valve (21) and a second valve (22) configured to control the circulation of the heat transfer fluid in the first branch (14) and in the second branch (15).

7. Heat treatment system (1) according to any one of the preceding claims, wherein the second branch (15) comprises an electric heating element (20).

8. Heat treatment system (1) according to any one of the preceding claims, wherein the second branch (15) is configured to permit circulation of the heat transfer fluid in a first direction of circulation or in a second direction of circulation opposite to the first direction of circulation.

9. Heat treatment system (1) according to any one of the preceding claims, wherein the first point of convergence (17) comprises a control element (46) configured to regulate the flow of heat transfer fluid circulating within the third heat exchanger (12) and / or in the first branch (14).

10. Heat treatment system (1) according to any one of claims 4 to 9, in combination with claim 4, wherein the seventh junction point (43) comprises a regulating device (45).

11. A method for heat-treating a vehicle, implemented by a heat-treatment system (1) according to any one of the preceding claims, wherein: - the heat transfer fluid is circulated within the first loop (10), - the heat transfer fluid circulating in the first loop (10) is separated into two fractions of heat transfer fluid, a first fraction of heat transfer fluid circulating in the first loop (10) and passing through the third heat exchanger (12), a second fraction of heat transfer fluid circulating in the third branch (23).

12. A heat treatment method according to the preceding claim, wherein: - the refrigerant is circulated in the refrigerant circuit (2), - the second fraction of heat transfer fluid is circulated in the first branch (14) via the third branch (23) to pass through the fourth heat exchanger (19), - at the outlet of the fourth heat exchanger (19), a part of the second fraction is recirculated in the first branch (14) upstream of the fourth heat exchanger (19) via the second branch (15).

13. Heat treatment method according to claim 11, implemented by a heat treatment system (1) according to claim 7, during which: - the second fraction of heat transfer fluid is circulated in the second branch (15) via the third branch (23) to pass through the electric heating element (20).