Thermally insulated eight-way valve and thermal management system for a motor vehicle equipped with such a valve

Abstract

Thermally insulated eight-way valve (60), comprising a first block (61) and a second block (62) thermally insulated by a layer of insulation (63), one of the blocks ensuring the circulation of a hot heat transfer fluid, the other block ensuring the circulation of a cold heat transfer fluid, each block (61, 62) comprising two rotary bodies (64, 64b, 66, 66b) each in contact with two cavities (72, 73, 74, 75, 72b, 73b, 74b, 75b) each communicating with a connection (A, B, C, D) of the valve and an elongated cavity (68, 70, 68b, 70b) communicating with another connection (E, F, G, H) of the valve, each rotary body (64, 64b, 66, 66b) being provided with a passage (65, 67, 65b, 67b) of so as to connect one of the two cavities with the elongated cavity according to the angle of rotation of said rotating body relative to the valve while limiting the thermal exchanges between the cold heat transfer fluid and the hot heat transfer fluid. Figure for the abstract: [Fig 4]

Description

Title of the invention: Thermally insulated eight-way valve and thermal management system for a motor vehicle equipped with such a valve. Technical field

[0001] The technical field of the invention is thermal management systems for vehicle components, and in particular, insulated valves for such thermal management systems. Previous techniques

[0002] The current refrigerant 1234yf has a GWP (acronym for "Global Warming Potential") greenhouse effect coefficient of 4, much lower than the previously used refrigerant 134a which had a GWP coefficient of 1400. The use of refrigerant 1234yf therefore represents significant progress in reducing global warming.

[0003] However, this refrigerant is part of the family of PFAS compounds (acronym for "Per-&-PolyFluoroAlkyl Substances"), which includes the fluorinated compounds HFC and HFO. These fluorinated compounds pose a danger to public health. The European Community has decided to ban their use by 2025. Propane and carbon dioxide CO2 are natural substances that are candidates for replacing refrigerant 1234yf.

[0004] The use of carbon dioxide CO2 requires a loop at very high pressure (125 bars) and temperature (150°C), while the use of propane requires a loop operating at a pressure (25 bars) and temperature (100°C) similar to those of a loop using the current refrigerant 1234yf. Furthermore, the performances of carbon dioxide CO2 and propane are close.

[0005] However, propane is a highly combustible refrigerant. A mass limitation of 150 g has been set to limit its danger. An air conditioning system using propane must therefore have an extremely compact compressor / condenser / evaporator loop assembly in order to satisfy this limit. The cold and heat produced by such a system are transported by heat exchange circuits which distribute them to essentially cool the passenger compartment and / or the traction battery during driving and recharging in summer, or to heat them in winter.

[0006] In hot summer weather, the cold heat transfer fluid produced by this system must cool the passenger compartment as well as the battery. However, their cooling requirements are different: the passenger compartment requires air at a temperature of around 5°C while the battery requires heat transfer fluid at a temperature of around 18°C. Controlling an air conditioning system based on 1234yf refrigerant is already problematic when both the passenger compartment and the battery need to be cooled. The air conditioning loop must produce air at a temperature of 5°C with its evaporator in the air conditioning system and heat transfer fluid at a temperature of 18°C ​​via its refrigerant / heat transfer fluid exchanger, also known as a "chiller" in English.

[0007] With a single evaporator propane system, the need for air conditioning of the passenger compartment requires a heat transfer fluid at a temperature between 0°C and 5°C, which then requires the battery to undergo this very low temperature compared to the heat transfer fluid expected at a temperature of 18°C.

[0008] An air conditioning system is then not sufficient and a thermal management system must be used in order to manage such different temperatures.

[0009] There is a need for a thermal management system capable of producing heat transfer fluid at two very different temperatures.

[0010] There is also a need for an insulated valve limiting thermal losses of fluids at different temperatures.

[0011] From the state of the art, we know the document FR2312253, which proposes a water circuit allowing to use a single evaporator of the propane system to create two levels of temperature of heat transfer fluid to cool the passenger compartment and the battery. The document does not propose a solution for operation in winter in order to heat the passenger compartment and the battery.

[0012] We also know solutions for mitigating heat loss to the ambient atmosphere, without dealing with heat exchanges between fluids within the same valve.

[0013] Technical issues remain unresolved. Statement of the invention

[0014] The subject of the invention is a thermally insulated eight-way valve, comprising a first block and a second block thermally insulated by a layer of insulation, one of the blocks ensuring the circulation of a hot heat transfer fluid, the other block ensuring the circulation of a cold heat transfer fluid, each block comprising two rotating bodies in contact each with two cavities each communicating with a connection of the valve and an elongated cavity communicating with another connection of the valve, each rotating body being provided with a passage so as to put one of the two cavities in contact with the elongated cavity as a function of the angle of rotation of said rotating body relative to the valve while limiting the heat exchanges between the cold heat transfer fluid and the hot heat transfer fluid.

[0015] Each cavity of the first block can be placed in communication with a cavity of the second block and with one of the connections of the eight-way valve.

[0016] Tubes external to the first block, to the second block and to the insulating layer can connect the two cavities.

[0017] Internal conduits in the first block, in the second block and in the insulating layer can connect the two cavities.

[0018] The cylindrical rotating bodies can be secured in rotation, in particular by a set of connecting rods, so as to be driven in rotation by the same actuator.

[0019] The cylindrical rotating bodies of the first block can be secured in rotation, in particular by a set of connecting rods, so as to be driven by a first actuator, the cylindrical rotating bodies of the second block can also be secured in rotation, in particular by a set of connecting rods, so as to be driven by a second actuator.

[0020] The thermally insulated eight-way valve may be made of plastic materials with low thermal conductivity in order to reduce the heat exchange between the hot heat transfer fluid and the cold heat transfer fluid circulating in the eight-way valve.

[0021] The invention also relates to a thermal management system for a motor vehicle, provided with a thermally insulated eight-way valve as described above, as well as four heat exchange circuits in which a heat transfer fluid circulates, the motor vehicle comprising at least one element of the powertrain and a passenger compartment, each provided with an exchanger. The four heat exchange circuits are each connected to the eight-way valve, each heat exchange circuit circulating at least one of a hot heat transfer fluid and a cold heat transfer fluid.

[0022] A first heat exchange circuit may comprise a main circuit comprising successively a compressor, a condenser, a bottle, an expansion valve and an evaporator, the condenser being provided with a secondary circuit connected to a seventh connection and to an eighth connection of the eight-way valve, the evaporator being provided with another secondary circuit connected to a fifth connection and to a sixth connection of the eight-way valve.

[0023] The main circuit of the first heat exchange circuit may comprise a heat transfer fluid different from the heat transfer fluid circulating in the secondary circuits of the first heat exchange circuit and in the other heat exchange circuits, in particular propane.

[0024] A second heat exchange circuit may successively comprise a pump and a bypass path in parallel with an exchanger, the second heat exchange circuit is connected to a first connection and to a second eight-way valve connection, the exchanger being designed to exchange heat with the passenger compartment air.

[0025] A third heat exchange circuit may successively comprise a pump, a bypass path in parallel with a radiator and at least one exchanger, the third heat exchange circuit is connected to a third connection and to a fourth connection of the eight-way valve, the exchanger being designed to exchange heat with at least part of the powertrain.

[0026] The motor vehicle may be an electric vehicle, the thermal management system then comprising a fourth heat exchange circuit successively comprises a connected inlet, a pump, an exchanger, a three-way valve and two parallel connections, the connection is connected to a tapping between the inlet and the pump, the connection is connected to an outlet, a radiator is connected on the one hand to the three-way valve and on the other hand between the tapping and the pump, the inlet of the fourth heat exchange circuit being connected to the second heat exchange circuit by a three-way valve, the outlet of the fourth heat exchange circuit being connected with the second heat exchange circuit to the second connection of the eight-way valve, the exchanger being designed so as to exchange heat with a battery of the electric vehicle.

[0027] This solution makes it possible to comply with the current specifications for battery cooling by water, and avoids condensation inside the battery pack, which can create an electrical short circuit. Brief description of the drawings

[0028] Other aims, characteristics and advantages of the invention will appear on reading the following description, given solely by way of non-limiting example and made with reference to the appended drawings in which:

[0029] - Figure [Fig.l] illustrates the main elements of a thermal management system equipped with an eight-way, thermally insulated valve,

[0030] - figure [Fig.2] illustrates the circulation of heat transfer fluids in a system of thermal management equipped with an eight-way valve, thermally insulated, during operation in “summer” mode,

[0031] - figure [Fig.3] illustrates the circulation of heat transfer fluids in a system of thermal management equipped with an eight-way valve, thermally insulated, during operation in “winter” mode,

[0032] - figure [Fig.4] illustrates the main elements of an eight-way valve, thermally insulated, according to a first embodiment

[0033] - Figure [Fig.5] illustrates the circulation of heat transfer fluids in an eight-valve tracks, thermally insulated, when operating in “summer” mode,

[0034] - Figure [Fig.6] illustrates the circulation of heat transfer fluids in an eight-valve tracks, thermally insulated, when operating in “winter” mode,

[0035] - figure [Fig.7] illustrates the main elements of an eight-way valve, thermally insulated, according to a second embodiment,

[0036] - figure [Fig.8] illustrates the circulation of heat transfer fluids in a valve eight-way, thermally insulated, according to a second embodiment, during operation in “summer” mode, and

[0037] - figure [Fig.9] illustrates the circulation of heat transfer fluids in a valve eight-way, thermally insulated, according to a second embodiment, during operation in “winter” mode. Detailed description

[0038] The thermal management system according to the invention comprises several heat exchange circuits in which fluids at different temperatures circulate, interconnected by a thermally insulated valve with at least eight ways.

[0039] In one embodiment, each heat exchange circuit is provided with means for estimating or measuring the temperature and flow rate of the heat transfer fluid circulating in said circuit.

[0040] The thermal management system is illustrated in Figure [Fig. 1] and comprises four heat exchange circuits referenced 1, 2, 3 and 4.

[0041] A first heat exchange circuit 1 comprises a main circuit and two secondary circuits.

[0042] The main circuit comprises a compressor 10, electrical or mechanical, a condenser 11, a bottle 12, an expansion valve 13 and an evaporator 14. A heat transfer fluid 15, in particular propane, partially fills the module L1, leaving a precise empty volume for the development of boiling and condensation.

[0043] The evaporator 14 comprises a first circuit connected to connections E,F of the eight-way valve 60.

[0044] Similarly, the condenser 11 comprises a second secondary circuit connected to connections G,H of the eight-way valve 60.

[0045] The secondary circuits and the other heat exchange circuits 2, 3, 4 comprise a heat transfer fluid. The main circuit of the first heat exchange circuit 1 comprises another heat transfer fluid, in particular propane.

[0046] During operation of the thermal management system, the high-pressure heat transfer fluid 15 enters the expansion valve 13. The pressure of the heat transfer fluid 15 falls, as it enters the evaporator 14. The evaporator 14 is thermally connected to the heat transfer fluid of a second heat exchange circuit 2, via the secondary circuit connected to the connections E,F of the eight-way valve 60.

[0047] In the evaporator 14, the temperature of the heat transfer fluid 15 increases due to a heat transfer with the heat transfer fluid of the second heat exchange circuit 2. The heat transfer fluid 15 then evaporates and passes into the gaseous state. On leaving the evaporator 14, the heat transfer fluid 15 passes back into the expansion valve 13. The temperature of the heat transfer fluid 15 is measured in the expansion valve 13 in order to better control it. The control of the opening of the valve can be done mechanically by an element whose volume varies according to the temperature of the fluid at the outlet of the evaporator 14, for example the passage from the solid state to the liquid state, this change in volume modifies the section of the opening of the valve through which the fluid circulates before entering the evaporator. Such a mechanically controlled valve is comparable to a mechanical thermostat.According to an alternative embodiment, the valve may be of the electronically controlled type, always taking into consideration the parameters of the fluid leaving the evaporator in order to control the valve. Such a valve comprising an electronic device is more expensive but more flexible and refined in terms of control. The expansion valve 13 comprises a fluid circuit entering the evaporator 14 and a fluid circuit leaving the evaporator 14 which are physically separate; it is this outgoing fluid which controls the state of the opening of the expansion valve. The pressure of the heat transfer fluid 15 is different in each of the fluid circuits entering the evaporator 14 and leaving the evaporator 14 which are physically separate.

[0048] The heat transfer fluid 15 in gaseous form is then compressed by the compressor 10 to increase its pressure, which has the effect of increasing the temperature of the heat transfer fluid 15 in gaseous form. The high-pressure heat transfer fluid 15 in gaseous form is then admitted into the condenser 11 where it is cooled via the secondary circuit connected to the connections G, H of the eight-way valve 60, and in which the heat transfer fluid of the third heat exchange circuit 3 circulates. The heat transfer fluid 15 in gaseous form is then transformed into liquid. The heat transmitted by the fluid of the third heat exchange circuit 3 can be used to heat a member in winter or rejected into the ambient air in summer if this heat is not useful.The heat transfer fluid 15 in the form of a high-pressure liquid then enters the bottle 12, where it is filtered of any impurities and moisture before being directed to the expansion valve 13 and continuing the thermodynamic cycle.

[0049] The second heat exchange circuit 2 is connected to a first connection A of the eight-way valve 60 and successively comprises an exchanger 21, a jar of degassing and a pump 20. The output of the second heat exchange circuit 2 is connected to a second connection B of the eight-way valve 60.

[0050] The degassing jar 22 is thus located between the pump 20 and the exchanger 21. The connection of the degassing jar 22 can be made by means of a connection branch which is connected to the branch connecting the exchanger 21 to the pump 20 by a tapping point. The exchanger 21 is designed so as to exchange heat with the air in the passenger compartment in order to cool the air intended for the passenger compartment, so that it can also be described hereinafter as a cooler.

[0051] The degassing jar 22 ensures the degassing and compensation of the change in the volume of the heat transfer fluid of this second heat exchange circuit 2. The degassing jar 22 is common with the fourth heat exchange circuit 4 described below. This jar is also advantageous during an intervention by an after-sales service when an oil change is necessary.

[0052] In the summer operating mode (illustrated by figure [Fig.2]), this circuit is in direct contact with the evaporator 14 of the module L1 for producing cold and heat. The temperature T1 of this circuit is the lowest (0-5°C) of the thermal management system, ensuring the cooling of the passenger compartment via the exchanger 21.

[0053] The pump 20 is controlled by a computer 50 so that a flow rate Q2 is reached in the second heat exchange circuit 2 as a function of the air conditioning demand of the passenger compartment. This demand depends in particular on the ambient temperature, the sunshine and the volume of the passenger compartment.

[0054] A three-way valve 42 is connected to the evaporator 21, to the second connection B of the eight-way valve 60 and to the fourth heat exchange circuit 4. The three-way valve 42 is controlled by the computer 50. A bypass path is provided between the outlet A of the valve 60 and the three-way valve 42 so as to isolate the exchanger 21.

[0055] The flow rate Q2 in this second heat exchange circuit 2 is constant with the exception of the branch between the valve 42 and the jar 22.

[0056] When cooling of the passenger compartment is not necessary or when cooling of the battery is preferred, the valve 42 is controlled so that the heat transfer fluid circulates in the bypass path and does not pass through the exchanger 21. The entire cooling capacity is then used by the fourth heat exchange circuit 4.

[0057] The fourth heat exchange circuit 4 ensures the cooling of the battery 4L. The battery 41 can be cooled either by a water plate or by a dielectric fluid in which the battery is immersed. In the latter case, the dielectric fluid is then cooled by a heat transfer liquid-dielectric fluid exchanger. (not shown). The temperature T4 of the heat transfer fluid at the battery inlet is precisely regulated by the computer 50.

[0058] The fourth heat exchange circuit 4 is connected to a fourth connection of the three-way valve 42 and successively comprises a second pump 40, an exchanger 41, a three-way valve 48 and a branch 46 leading to two parallel connections 24, 45. The connection 24 is connected to a tapping 43 between the three-way valve 42 and the pump 40. The connection 45 is connected between the tapping of the jar 22 of the second heat exchange circuit 2 and the pump 20.

[0059] A radiator 47 is connected on the one hand to the three-way valve 48 and on the other hand between the tapping 43 and the second pump 40.

[0060] The second pump 40 is controlled by the computer 50 so that the heat transfer fluid circulates with a flow rate Q4 in the exchanger 4L

[0061] The three-way valve 48, also controlled by the computer 50, makes it possible to direct the passage of the heat transfer fluid leaving the exchanger 41 either towards a radiator 47 or towards the branch 46. The branch 46 is used in particular in summer in order to bypass the radiator 47.

[0062] The radiator 47 is provided to cool the battery without air conditioning in order to reduce the consumption of the vehicle (for example in winter or when the ambient temperature is quite low), or quite simply when the cooling of the heat transfer fluid by the radiator 47 is sufficient to maintain the temperature of the battery at an acceptable level. It is recalled that cooling by a radiator is all the more effective when the vehicle is traveling fast (on the motorway for example where the air speed is high and therefore the radiator is efficient) and when the temperature difference between the ambient air and the battery is high.

[0063] The branch 46 comprises two simple T-shaped connections, referenced 43 and 49. One of the two outputs of the T-shaped connection 49 is connected to a pipe 45 which is itself connected to the pipe between the three-way valve 42 and the second connection B of the eight-way valve 60. More precisely, the pipe 45 is connected between the tapping of the jar 22 and the pump 20 linked to the second connection B of the eight-way valve 60.

[0064] The other outlet of the T-shaped connection 49 is connected via the pipe 24 to the second T-shaped connection 43. The second T-shaped connection 43 is arranged on the pipe 44 between the inlet of the pump 40 and the three-way valve 42.

[0065] When cooling the battery by air conditioning, the three-way valve 42 allows a small part of the flow Q2 at very low temperature T2 to flow towards the T-shaped connection 43 in the branch 44 in the form of a flow Q5. This very cold heat transfer liquid mixes with the relatively hot liquid leaving the exchanger 41 of the battery. The heat transfer liquid admitted into the pump 40 results from this mixture and has a temperature T4 between the temperature T5 of the heat transfer liquid leaving the exchanger 41 of the battery and the temperature T2 of the heat transfer liquid leaving the valve 42.

[0066] The exact value of the temperature T4 depends on the flow rate Q5 in the branch 44 and the flow rate Q4 upstream of the pump 40, as well as on the temperature T2 of the second heat exchange circuit 2 and the temperature T5. The temperature T4 of the fourth heat exchange circuit 4 is given by the following equation:

[0067] [Math 1] rp ' 4 ,y ~ 5 14“

[0068] In equation [Math 1], the flow rate Q4 and the temperature T5 of the fourth heat exchange circuit 4 depend mainly on the cooling demand of the battery through the exchanger 4L. The temperature T2 of the second heat exchange circuit 2 is imposed by the battery cooling specifications.

[0069] The adjustment of the flow rate Q5 makes it possible to obtain this precisely and without oscillation of the temperature T4 of the heat transfer fluid circulating in the fourth heat exchange circuit 4 by knowing the temperatures T2 and T5. The temperature T5 is conditioned by the cooling method of the battery: if the battery is cooled by water plates in contact with the cells, a temperature of the order of 15-20°C is imposed to avoid condensation of the air. If the battery is cooled by an intermediate dielectric liquid in direct contact with the cells, this liquid is then cooled by the exchanger 41, a lower temperature becomes possible because we no longer have the constraint linked to the appearance (condensation of the water contained in the air) of water in the battery pack.

[0070] The third heat exchange circuit 3 is connected to a third connection C of the eight-way valve 60 and successively comprises a pump 30, a radiator 31 and at least one electronic component 32. The output of the third heat exchange circuit 3 is connected to a fourth connection D of the eight-way valve 60.

[0071] The third heat exchange circuit 3 also comprises a degassing jar 33 connected between the third connection C of the eight-way valve 60 and the pump 30. According to an alternative embodiment not shown, another type of connection of the degassing jar is also possible with permanent circulation of the heat transfer fluid at a low flow rate inside the degassing jar 33.

[0072] The third heat exchange circuit 3 finally comprises a bypass path, the input of which is connected between the output of the pump 30 and the radiator 31, the output being connected to a three-way valve 34 connected between the radiator 31 and at least one electronic component 32.

[0073] The at least one electronic component 32 may comprise at least one constituent element of the electric traction chain, such as the electric motor, the power electronics, etc. According to an alternative embodiment, the component 32 may be arranged in parallel with the valve 60 with inputs and outputs connected respectively to the input D and the output C.

[0074] In winter, the third heat exchange circuit 3 can also heat the passenger compartment and / or at least one of the elements of the powertrain.

[0075] Figure [Fig.2] illustrates the circulation of heat transfer fluids in summer.

[0076] In summer, the hot heat transfer fluid leaving the secondary circuit of the condenser 11 of the module 1 is directed towards the third heat exchange circuit 3.

[0077] The cold heat transfer fluid leaving the secondary circuit of the evaporator 14 is directed towards the second heat exchange circuit 2 and the fourth heat exchange circuit 4.

[0078] If the passenger compartment needs to be cooled, the heat transfer fluid circulates in a loop from the outlet A of the valve 60 to the exchanger 21 through which the air from the passenger compartment to be cooled passes, then returns in full to the inlet B of the valve 60 without the need for cooling of the battery.

[0079] In case of need to cool the battery, a part of the cooling fluid can be directed towards the battery to be cooled by a change of being of the valve 42, so that a part of the flow of the heat transfer fluid circulating in the aforementioned loop 2 can be directed towards the loop 4 containing the battery 41 to be cooled.

[0080] In the event that the air to the passenger compartment does not need to be cooled, and that only the need to cool the battery is present, the glycolated water circulating through type A of the valve 60 bypasses the exchanger 21 to enter directly into the loop 4 to cool the 4L battery.

[0081] Figure [Fig.3] illustrates the circulation of heat transfer fluids in winter, with dotted arrows.

[0082] In winter, the hot heat transfer fluid leaving the secondary circuit of the condenser 11 of the module 1 is directed to the second heat exchange circuit 2 and the fourth heat exchange circuit 4, while the cold heat transfer fluid leaving the secondary circuit of the evaporator 14 is directed to the third heat exchange circuit 3. The cold heat transfer fluid is heated by heat exchange with the ambient air in the radiator 31 and / or in the at least one component 32 of the electric traction chain via the valve 34.

[0083] When the temperature of the heat transfer fluid is colder than the ambient air, the valve 35 redirects at least part of the heat transfer fluid into the radiator 31, then into at least one of the components of the electric traction chain 32. The heat transferred to the heat transfer fluid is thus used to heat the passenger compartment and / or the battery.

[0084] When the ambient air temperature is lower than the temperature of the heat transfer fluid, the valve 34 is controlled so as to circulate the heat transfer fluid in the bypass path 35. The preferred use of the heat from the electronic components 32 makes it possible to obtain better efficiency from the module L1 for producing cold and heat.

[0085] We will now describe the eight-way valve 60 of the thermal management system illustrated by figures [Fig.l] to [Fig.3]. The eight-way valve 60 is illustrated by figures [Fig.4] to [Fig.9].

[0086] Figure [Fig.4] illustrates a first embodiment of the eight-way valve 60. The eight-way valve 60 comprises two parts 61, 62 intended for the circulation of heat transfer fluids having different temperatures.

[0087] The first block referenced 61 is intended to regulate the circulation of the low-temperature heat transfer fluid leaving the first heat exchange circuit 1.

[0088] The second block referenced 62 is intended to regulate the circulation of the high-temperature heat transfer fluid also coming from the first heat exchange circuit 1.

[0089] The first block 61 and the second block 62 are insulated by a layer of thermal insulation 63 so that there is no point of contact between them, thus reducing their thermal exchanges.

[0090] The first block 61 comprises two connections A,E and two connections B,F. The second block 62 comprises two connections C,G and two connections D,H.

[0091] The first block 61 comprises two cylindrical rotating bodies 64, 64b. Similarly, the second block 62 comprises two cylindrical rotating bodies 66, 66b.

[0092] A fluid passage 65,67,65b,67b is provided in each of the cylindrical rotating bodies 64,64b,66,66b, respectively

[0093] Each cylindrical rotating body 64,64b,66,66b is associated at the inlet with an inlet channel 69,71,69b,71b and at the outlet with a first cavity 72,74,72b,74b and with a second cavity 73,75,73b,75b.

[0094] The four cavities 72, 73, 74 and 75 are each connected to tubes 76, 80, 82, 78 respectively.

[0095] The tubes 76, 80 come out of the first block 61, while the tubes 78, 82 come out of the second block 62.

[0096] A tube 79 connects the tube 76 to the tube 78 and to a third Common connection B. A tube 81 connects the tube 80 to the tube 82 and to a third connection D

[0097] Similarly, the four cavities 72b, 73b, 74b and 75b are each connected to tubes 76b, 80b, 82b, 78b respectively.

[0098] The tubes 76b, 80b come out of the first block 61, while the tubes 78b, 82b come out of the second block 62.

[0099] A tube 79b connects the tube 76b to the tube 78b and to a second connection B.

[0100] A tube 81b connects the tube 80b to the tube 82b and to a fourth connection C.

[0101] Between the fifth connection F and the rotating body 64, a conduit 69 is provided. In the immediate vicinity of the rotating body 64, there is a cavity 68 of elongated shape, making it possible to supply the passage 65 via the pipe 69 for the two extreme positions of the rotating body 64 when it opens onto the first cavity 72 or onto the second cavity 73.

[0102] Between the seventh connection H and the rotating body 66, a conduit 71 is provided. In the immediate vicinity of the rotating body 66, there is a cavity 70 of elongated shape, allowing the passage 67 to be supplied by the conduit 71 for the two extreme positions of the rotating body 66 when it opens onto the first cavity 74 or onto the second cavity 75.

[0103] Similarly, between the sixth connection E and the rotating body 64b, a conduit 69b is produced. In the immediate vicinity of the rotating body 64b, there is a cavity 68b of elongated shape, making it possible to supply the passage 65b via the conduit 69b for the two extreme positions of the rotating body 64b when it opens onto the first cavity 72b or onto the second cavity 73b.

[0104] Between the eighth connection G and the rotating body 66b, a conduit 71b is produced. In the immediate vicinity of the rotating body 66b, there is a cavity 70b of elongated shape, allowing the passage 67b to be supplied by the conduit 71b for the two extreme positions of the rotating body 66b when it opens onto the first cavity 74b or onto the second cavity 75b.

[0105] It is understood that due to their identical design, and the similar arrangement of the first cavity and the second cavity for each of them, the four rotating bodies have two identical angular positions putting one of the first and second cavities in communication with the elongated cavity.

[0106] In one embodiment, these four cylindrical rotating bodies 64, 64b, 66, 66b can be driven by the same actuator.

[0107] In another embodiment, the cylindrical rotating bodies 64, 64b are integral so that they can be rotated with the same actuator.

[0108] Similarly, the cylindrical rotating bodies 66, 66b are then secured so that they can be rotated with the same actuator separate from the actuator rotating the cylindrical rotating bodies 64 and 64b.

[0109] A first angular position of the cylindrical rotating bodies is associated with a so-called “summer” position for cooling and a second angular position being associated with a so-called “winter” position for heating the passenger compartment and the battery.

[0110] When the rotating bodies of the valve are in the “summer” or cooling position, the passages 65, 67, 65b, 67b are opposite the first cavities 72, 74, 72b, 74b respectively.

[0111] When the rotating bodies of the valve are in the “winter” or heating position, the passages 65, 67, 65b, 67b are opposite the second cavities 73, 75, 73b, 75b respectively.

[0112] In a preferred embodiment, the eight-way valve 60 is made of low thermal conductivity plastic materials in order to reduce the heat exchange between the hot heat transfer fluid and the cold heat transfer fluid.

[0113] Furthermore, the eight-way valve 60 can be integrated directly into the cold and heat generation module, or be separate from it but fluidly connected.

[0114] Figure [Fig.5] illustrates the positions of the four rotating bodies and the circulations of the hot heat transfer fluid and the cold heat transfer fluid inside the eight-way valve 60. The cold heat transfer fluid enters through the sixth connection F of the secondary circuit of the first heat exchange circuit 1 and exits through the second connection A which is connected to the inlet of the second heat exchange circuit 2. The cold heat transfer fluid of the second heat exchange circuit 2 returns to the eight-way valve 60 through the first connection B of the valve and then returns to the secondary circuit of the first heat exchange circuit 1. The hot heat transfer fluid enters the secondary circuit of the first heat exchange circuit 1 through the eighth connection H, and exits through the fourth connection C which is connected to the inlet of the third heat exchange circuit 3.The hot heat transfer fluid from the third heat exchange circuit 3 returns to the eight-way valve 60 through the third connection D and then returns to a secondary circuit of the first heat exchange circuit 1 through the seventh connection H. It can be seen that inside the valve, the two blocks 61, 62 each process a heat transfer fluid at a different temperature. Due to their structure and the presence of the insulator 63, they are well thermally insulated. In addition, outside the valve, the tubes carrying the hot heat transfer fluid and the cold heat transfer fluid are separated and spaced apart.

[0115] Figure [Fig.6] illustrates the positions of the four rotating bodies and the circulations of the hot heat transfer fluid and the cold heat transfer fluid inside the eight-way valve 60, when heating of the passenger compartment and / or the battery is required, particularly in winter.

[0116] The four rotating bodies are arranged so that their passages 65, 67, 65b, 67b are opposite the first cavities 73, 75, 73b, 75b respectively.

[0117] The hot heat transfer fluid supplies the passenger compartment heating radiator and the battery, while the cold heat transfer fluid supplies the third heat exchange circuit 3.

[0118] In this operating mode, the cold heat transfer fluid enters through the opening E of the valve 60, and exits through the fourth connection C which is connected to the third circuit 3. This cold heat transfer fluid cools the third heat exchange circuit 3 (the air of the radiator 31 and / or the components of the electric traction chain 32), then returns to the valve through the third connection D. It rises through the tube 81, then into the cavity 73 and exits from the fifth connection E via the connection 69.

[0119] To heat the passenger compartment and the battery, the hot heat transfer fluid from the secondary circuit of the first heat exchange circuit 1 enters through the eighth connection H of the valve, then exits through the second connection A of the valve connected to the inlet of the second heat exchange circuit 2. It then heats the passenger compartment via the exchanger 21 and the battery 41.

[0120] It can be seen that by using two dedicated connections by tubes outside the block, the insulation between the two blocks 61 and 62 is reinforced by avoiding thermal exchanges at the level of the tubes.

[0121] Figure [Fig.7] illustrates an alternative embodiment of the eight-way valve 60, in which the tubes 78,79,80,81,82 of the first embodiment are integrated into the valve body (i.e. in the blocks 61,62).

[0122] These tubes are replaced by four internal conduits to the two blocks 61,62.

[0123] Between the connections F, B, A, E, we create: • A first passage 84 directly connecting the second cavity 73 of the first block and the first cavity 74 of the second block; • A second passage 85 directly connecting the first cavity 72 of the first block and the second cavity 75 of the second block.

[0124] The second passage 85 is offset from the first passage 84, so that no fluid or thermal communication exists between the two passages 84, 85.

[0125] Similarly, between the connections E, A, C, G, we create: • A first passage 84b directly connecting the second cavity 73b and the first cavity 74b of the second block; • A second passage 85b directly connecting the first cavity 72b of the first block and the second cavity 75b of the second block.

[0126] The second passage 85b is offset from the first passage 84b, so that no fluid or thermal communication exists between the two passages 84b, 85b.

[0127] Furthermore, the internal walls of passages 84, 85, 84b and 85b may be thermally insulated by a material of low thermal conductivity, in order to thermally insulate the blocks 61 and 62 from the temperature of the heat transfer fluid.

[0128] Figure [Fig.8] illustrates the rotating bodies in a "summer" position and the associated circulation of cold heat transfer fluid and hot heat transfer fluid inside the eight-way valve 60 in order to cool the passenger compartment and the battery.

[0129] As for the first embodiment illustrated by the figure [Fig.5], the four rotating bodies are arranged so that their passages 65, 67, 65b, 67b are facing respectively the first cavities 72, 74, 72b, 74b. The cold heat transfer fluid enters through the sixth connection F from the secondary circuit of the first heat exchange circuit 1 and exits through the second connection A which is connected to the inlet of the second heat exchange circuit 2. The cold heat transfer fluid of the second heat exchange circuit 2 returns to the eight-way valve 60 through the first connection B of the valve and then returns to the secondary circuit of the first heat exchange circuit 1. The hot heat transfer fluid enters through the eighth connection H from the secondary circuit of the first heat exchange circuit 1, and exits through the fourth connection C which is connected to the inlet of the third heat exchange circuit 3.The hot heat transfer fluid from the third heat exchange circuit 3 returns to the eight-way valve 60 through the third connection D and then returns to a secondary circuit of the first heat exchange circuit 1 through the seventh connection H. It can be seen that inside the valve, the two blocks 61, 62 each process a heat transfer fluid at a different temperature. Due to their structure and the presence of the insulator 63, they are well thermally insulated. In addition, the deposit or inserts of lower thermal conductivity in the pipes 84, 85 and 84b, 85b make it possible to minimize the heat exchange between the hot fluid and the cold fluid.

[0130] Figure [Fig.9] illustrates the rotating bodies in a "winter" position and the associated circulation of cold heat transfer fluid and hot heat transfer fluid inside the eight-way valve 60 in order to heat the passenger compartment and the battery.

[0131] As for the first embodiment illustrated by the figure [Fig.6], the four rotating bodies are arranged so that their passages 65, 67, 65b, 67b are opposite respectively the first cavities 73, 75, 73b, 75b.

[0132] The hot heat transfer fluid supplies the passenger compartment heating radiator and the battery, while the cold heat transfer fluid supplies the third heat exchange circuit 3.

[0133] In this mode of operation, the cold heat transfer fluid enters through the opening E of the valve 60, and exits through the fourth connection C which is connected to the third circuit 3. This cold heat transfer fluid cools the third heat exchange circuit 3 heat (the air from the radiator 31 and / or the components of the electric drive chain 32), then returns to the valve via the third connection C. It rises through the passage 84, then into the cavity 73 and exits the fifth connection E via the connection 69.

[0134] To heat the passenger compartment and the battery, the hot heat transfer fluid from a secondary circuit of the first heat exchange circuit 1 enters through the eighth connection H of the valve, then exits through the second connection B of the valve connected to the inlet of the second heat exchange circuit 2. It then heats the passenger compartment via the exchanger 21 and the battery 41.

[0135] The second embodiment of the eight-way valve 60 is less complex than the first embodiment. During heating (see [Fig.9]), the first block 61 passes hot heat transfer fluid through the channel 85 which connects the cavities 72, 75, while the first block 61 essentially ensures the transport of cold heat transfer fluid. Similarly, cold heat transfer fluid passes through the passage 84 connecting the cavities 73 and 74 while the second block 62 essentially ensures the transport of hot heat transfer fluid.

[0136] Depending on the surface area of ​​the walls of these channels, the distance between the channels and especially the thermal conductivity of the materials of these two blocks, there is a risk of heat exchange between the two heat transfer fluids. By using the insulator 63, the main heat exchanges between the hot and cold heat transfer fluids are essentially reduced. In order to further reduce this heat exchange, it could be envisaged to have insulating inserts in the pipes 84, 85 84b and 85b to reduce the heat passing through the walls between the blocks and the two fluids.

Claims

Claims

1. Thermally insulated eight-way valve (60), comprising a first block (61) and a second block (62) thermally insulated by a layer of insulation (63), one of the blocks ensuring the circulation of a hot heat transfer fluid, the other block ensuring the circulation of a cold heat transfer fluid, each block (61, 62) comprising two rotating bodies (64, 64b, 66, 66b) each in contact with two cavities (72, 73, 74, 75, 72b, 73b, 74b, 75b) each communicating with a connection (A, B, C, D) of the valve and an elongated cavity (68, 70, 68b, 70b) communicating with another connection (E, F, G, H) of the valve, each rotating body (64, 64b, 66, 66b) being provided with a passage (65,67,65b,67b) so as to connect one of the two cavities with the elongated cavity as a function of the angle of rotation of said rotary body relative to the valve while limiting the heat exchanges between the cold heat transfer fluid and the hot heat transfer fluid.

2. Thermally insulated eight-way valve (60) according to claim 1, wherein each cavity (72,73,72b,73b) of the first block is placed in communication with a cavity (74,75,74b,75b) of the second block and with one of the connections (A,B,C,D) of the eight-way valve (60).

3. A thermally insulated eight-way valve (60) according to claim 2, wherein external tubes (76, 78, 79, 80, 81, 82, 76b, 78b, 79b, 80b, 81b, 82b) to the first block, the second block and the insulation layer connect the two cavities.

4. A thermally insulated eight-way valve (60) according to claim 2, wherein internal conduits (84,85,84b,85b) to the first block, the second block and the insulation layer connect the two cavities.

5. Thermally insulated eight-way valve (60) according to any one of claims 1 to 4, in which the cylindrical rotating bodies (64, 64b, 66, 66b) are secured in rotation, in particular by a set of connecting rods, so as to be driven in rotation by the same actuator.

6. Thermally insulated eight-way valve (60) according to any one of claims 1 to 4, in which the cylindrical rotating bodies (64, 64b) of the first block are rotationally secured, in particular by a set of connecting rods, so as to be driven by a first actuator, the cylindrical rotating bodies (66, 66b) of the second block are also secured in rotation, in particular by a set of connecting rods, so as to be driven by a second actuator.

7. Thermally insulated eight-way valve (60) according to any one of claims 1 to 6, characterized in that it is made of plastic materials with low thermal conductivity in order to reduce the heat exchange between the hot heat transfer fluid and the cold heat transfer fluid circulating in the eight-way valve (60).

8. Thermal management system for a motor vehicle, provided with a thermally insulated eight-way valve (60) according to any one of claims 1 to 7, as well as four heat exchange circuits in which a heat transfer fluid circulates, the motor vehicle comprising at least one element of the powertrain and a passenger compartment, each provided with an exchanger (21, 32), characterized in that the four heat exchange circuits are each connected to the eight-way valve (60), each heat exchange circuit circulating at least one of a hot heat transfer fluid and a cold heat transfer fluid.

9. Thermal management system according to claim 8, wherein a first heat exchange circuit (1) comprises a main circuit comprising successively a compressor (10), a condenser (11), a bottle (12), an expansion valve (13) and an evaporator (14), the condenser (11) being provided with a secondary circuit connected to a seventh connection (G) and to an eighth connection (H) of the eight-way valve (60), the evaporator (14) being provided with another secondary circuit connected to a fifth connection (E) and to a sixth connection (F) of the eight-way valve (60).

10. Thermal management system according to claim 9, in which the main circuit of the first heat exchange circuit (1) comprises a heat transfer fluid different from the heat transfer fluid circulating in the secondary circuits of the first heat exchange circuit (1) and in the other heat exchange circuits (2, 3, 4).

11. Thermal management system according to claim 8 to 10, wherein a second heat exchange circuit (2) comprises a pump (20) and a bypass path in parallel with a exchanger (21), the second heat exchange circuit (2) is connected to a first connection (A) and to a second connection (B) of the eight-way valve (60), the exchanger (21) being designed to exchange heat with the air in the passenger compartment.

12. Thermal management system according to any one of claims 8 to 11, wherein a third heat exchange circuit (3) successively comprises a pump (30), a bypass path (35) in parallel with a radiator (31) and at least one exchanger (32), the third heat exchange circuit (3) is connected to a third connection (C) and to a fourth connection (D) of the eight-way valve (60), the exchanger (32) being designed to exchange heat with at least part of the powertrain.

13. Thermal management system according to any one of claims 8 to 12, wherein the motor vehicle is an electric vehicle, the thermal management system then comprising a fourth heat exchange circuit (4) successively comprises a connected inlet, a pump (40), an exchanger (41), a three-way valve (48) and two parallel connections (24, 45), the connection (24) is connected to a tapping (43) between the inlet and the pump (40), the connection (45) is connected to an outlet, a radiator (47) is connected on the one hand to the three-way valve (48) and on the other hand between the tapping (43) and the pump (40), the inlet of the fourth heat exchange circuit being connected to the second heat exchange circuit (2) by a three-way valve (42), the outlet of the fourth heat exchange circuit being connected with the second heat exchange circuit (2) to the second connection (B) of the three-way valve eight lanes (60),the exchanger (41) being designed to exchange heat with a battery of the electric vehicle.,

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