Thermal management system for an electric vehicle.

Abstract

The invention relates to a thermal management device (1) for a vehicle, in particular an electric vehicle comprising at least one element of the powertrain as well as a vehicle passenger compartment to be thermally regulated, the thermal management device comprises a refrigerant loop (L1) connected by a first heat exchanger (14) to a cold loop (L2), the refrigerant loop (L1) being further connected by a second heat exchanger (11) to a hot loop (L3), the cold loop (L2) being able to be in fluidic contact with a thermal regulation loop (L4) of a battery (47a), characterized in that it comprises an interconnection device (90) intended to establish a fluidic connection between the thermal regulation loop (L4) of the battery and the hot loop (L3) in order to increase the cooling and / or heating capacity of the components of these loops,in particular independently of the operating state of the cold loop (L2). Figure for the abbreviation: 1,

Description

Title of the invention: Thermal management device for an electric vehicle.

[0001] Technical domain The invention relates to the field of thermal management systems for vehicle components, and in particular, systems operating with propane. Previous techniques The current refrigerant 1234yf has a GWP (Global Warming Potential) of 4, much lower than the previously used refrigerant 134a, which had a GWP of 1400. The use of refrigerant 1234yf therefore represents significant progress in reducing global warming. However, this refrigerant belongs to the PFAS family (an acronym for "Per- and Polyfluoroalkyl Substances"), which includes the fluorinated compounds HFCs and HFOs. These fluorinated compounds pose risks to public health. Their use has been banned by the European Union for 2025. Propane and carbon dioxide (CO2) are natural substances that could be used as replacements for refrigerant 1234yf. Using carbon dioxide (CO2) requires a very high pressure (125 bar) and temperature (150°C) loop, while using propane requires a loop operating at a pressure (25 bar) and temperature (100°C) similar to those of a loop using the current refrigerant 1234yf. Furthermore, the performance of carbon dioxide (CO2) and propane is comparable. However, propane is a highly flammable refrigerant. A mass limit of 150 grams has been set to limit its hazardous nature. A propane-powered air conditioning system must therefore have an extremely compact compressor / condenser / evaporator loop assembly to meet this limit. The cooling and heating produced by such a system are transported through heat exchange loops that distribute them primarily to cool the passenger compartment and / or the traction battery during driving and charging, or to heat them in winter. During periods of intense summer heat, the cold heat transfer fluid produced by this system must cool both the passenger compartment and the battery. However, their cooling requirements differ: the passenger compartment needs air at a temperature of approximately 5°C, while the battery requires heat transfer fluid at a temperature of around 18°C. Regulating an air conditioning system using 1234yf refrigerant is already problematic when both the passenger compartment and the battery need to be cooled. 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 called "Chiller" in English. With a propane system with a single evaporator, the need for cabin air conditioning requires a heat transfer fluid at a temperature between 0°C and 5°C, which then forces the battery to endure this very low temperature compared to the expected heat transfer fluid at a temperature of 18°C. An air conditioning system is therefore not sufficient and a thermal management system must be used in order to manage such different temperatures. Such an air conditioning system also almost always requires the compressor to run to cool the traction battery, which is not energy-efficient, especially in terms of electricity. It has also been observed that the operation of such air conditioning systems for battery heating requires the use of dedicated and specific heating sources, whereas other heat sources could be used. There is a need for a thermal management system capable of producing heat transfer fluid at two very different temperatures.

[0002] Summary of the invention The invention relates to a thermal management device for a vehicle, particularly an electric vehicle, comprising at least one powertrain component and a vehicle passenger compartment to be thermally regulated. The thermal management device includes a refrigerant loop connected via a first heat exchanger to a cold loop. This refrigerant loop is further connected via a second heat exchanger to a hot loop. The cold loop may be in fluidic contact with a battery thermal loop. The thermal management device is notable in that it includes an interconnection device for establishing a fluidic connection between the battery thermal regulation loop and the hot loop in order to increase the cooling and / or heating capacity of the components of these loops, notably independently of the operating state of the cold loop.The device that is the subject of the invention may further comprise the following features taken separately or in combination with each other: .

[0003] - the battery thermal regulation loop and / or the hot loop includes a radiator / cooler suitable for ambient air to pass through in order to cool the heat transfer fluid, - The interconnection device includes an interconnection branch as well as another interconnection branch linking the battery's thermal regulation loop to the hot loop, said interconnection branch being directly connected to at least one regulating valve, in particular two regulating valves arranged directly upstream of the radiators, - the ends of said other interconnection branch are respectively connected to tapping points of the thermal battery loop and the hot loop, in particular tapping points located directly upstream of the pumps (30, 40) included respectively in the hot loop (L3) and the thermal regulation loop, - said other interconnection branch includes an expansion vessel for degassing the circuit and compensating for variations in the volume of the heat transfer fluid. - the interconnection device is reversible so that the thermal management device can be in an enhanced cooling configuration or in a passenger compartment heating configuration without using the refrigerant loop, and in such a way that, depending on the operating state of the pumps and control valves, the heat transfer fluid is able to circulate in one direction when the thermal management device is in an enhanced cooling configuration, or in the opposite direction when the thermal management device is in a passenger compartment heating configuration.

[0004] - the refrigerant is a phase-change fluid, in particular propane whose mass content is between 100g and 200g, preferably 150g,

[0005] - the refrigerant loop includes a compressor, the condenser, a valve During expansion, the coolant is taken in this order when the compressor is started up. - it includes a means of controlling the flow rate of the heat transfer fluid circulating from the cold loop to the thermal regulation loop of the battery, - said flow control means is a variable regulating valve located at a connection branch of the cold loop to the battery thermal regulation loop, said junction being located at the outlet of an air cooler intended for the passenger compartment, the cooler being disposed in the cold loop, - The cold loop includes the refrigerant loop evaporator, a pump, and an air cooler, in that order when the pump is started up. - the thermal regulation loop includes a pump, the radiator to be cooled for the electric drive system, the battery or a battery thermal regulation device, a radiator bypass branch, and a bypass valve located at the junction between the branch including the radiator and the bypass branch, the bypass branch including in particular a valve, - it includes a control unit for the pumps, compressor, expansion valve, as well as at least one temperature sensor connected to the control unit. The invention also relates to a vehicle, in particular of the electric propulsion type, characterized in that it includes at least one of the characteristics of the aforementioned thermal management device. The invention also relates to a thermal management method for a vehicle according to the preceding claim, which includes control configurations for the interconnection device in order to: - to cool the battery by the heat transfer fluid circulating in the battery thermal loop and the hot loop, - to heat the air heater and / or at least one component of the electric traction system using the battery's heat, - to cool the condenser by circulating the heat transfer fluid through the battery.

[0006] Drawings The attached drawings represent, by way of example, a thermal management device for a vehicle, according to the invention. Fig. 1 schematically represents a thermal management device comprising a phase-change fluid loop of the propane type, intended in particular for automotive use, for the thermal management of the passenger compartment, the electric traction chain and the battery according to the invention; [Fig.2] represents a variant of the thermal management device of [Fig.1], the battery being traversed by the heat transfer fluid in direct heat exchange with the phase change fluid loop, according to the invention; [Fig.3] schematically represents a method of cooling the battery of the thermal management device of the invention; [Fig.4] schematically represents a heating method for the battery of the thermal management device of the invention; [Fig.5] schematically represents a means of regulating the heat exchange on the water between a heat transfer fluid and respectively the air destined for the passenger compartment, and the battery, according to the invention; Figure 6 schematically represents another configuration of the thermal management device of the invention, linking the different radiators fluidically in order to operate air cooling of the heat transfer fluid in heat exchange with the traction battery; Figure 7 schematically represents another configuration of the thermal management device of the invention, in order to provide air cooling. of the heat transfer fluid in heat exchange with the traction battery, particularly while the vehicle is driving; Fig. 8 schematically represents another configuration of the thermal management device of the invention, in order to provide enhanced air cooling of the heat transfer fluid in heat exchange with the refrigeration loop and at least one component of the traction chain, as well as water cooling of the air destined for the passenger compartment; Figure 9 schematically represents another configuration of the thermal management device of the invention, for demisting the vehicle's windows. Figure 10 schematically represents another configuration of the thermal management device of the invention, for heating the passenger compartment using heat from the powertrain and the refrigerant loop. Figure 11 schematically represents another configuration of the thermal management device of the invention, in order to heat the passenger compartment by the calories from the traction chain, without use of the refrigerant loop; Figure 12 schematically represents another configuration of the thermal management device of the invention, in order to heat the traction battery and the passenger compartment by all available heat sources.

[0007] Description of the invention In one embodiment, the thermal management device is equipped with means for estimating or measuring the temperature and flow rate of the heat transfer fluid circulating in the loop.

[0008] Fig. 1 represents a thermal management device 1 comprising several heat exchange loops which will be detailed below. The thermal management system includes a refrigerant loop, Ll, which can also be described as a phase-change fluid loop (liquid-to-gaseous), distinguished by the use of propane. The propane loop is housed within a hermetically sealed enclosure, meaning it is airtight to prevent any propane leakage. Inside the enclosure are arranged a compressor 10, a condenser-type heat exchanger 11, a reservoir 12, an expansion valve 13, and another evaporator-type heat exchanger 14, in that order according to the direction of refrigerant flow during compressor operation. The aforementioned equipment, together with the enclosure, forms a cooling and heating production module. This cooling and heating production module is compact in that the hermetically sealed enclosure has a volume between 5 and 20 liters, specifically between 10 and 15 liters, and preferably 10 liters. The enclosure requires a high airtightness property because the refrigerant is of the propane type. The L1 loop includes an electric or mechanical compressor 10, a condenser 11, a cylinder 12, an expansion valve 13, an evaporator 14. The refrigerant partially fills the L1 loop, leaving a precise volume of vacuum for the development of boiling and condensation of the refrigerant fluid.

[0009] During module operation, the refrigerant in its liquid state flows through the high-pressure expansion valve 13, and its pressure then drops due to the expansion valve 13. It continues its circulation within the loop L1, immediately entering the evaporator 14, where, by absorbing heat from the fluid to be cooled, namely the heat transfer fluid of a low-temperature loop L2, also referred to hereafter as the cold loop L2, it evaporates and becomes a gas. Upon exiting the evaporator 14, it passes back through the expansion valve 13 such that the fluid entering and exiting the expansion valve 13 flow through separate channels of the valve 13. Consequently, their pressure and temperature are different. The temperature of the fluid exiting the evaporator is measured for the purpose of controlling the expansion performed by the valve 13.The refrigerant in its gaseous state is then drawn into the compressor 10 where it is compressed again, increasing its pressure. This compression also increases its temperature in the gaseous state, so that upon exiting the compressor, the refrigerant is at a high temperature and in a gaseous state. The high-pressure gaseous refrigerant then passes into the condenser 11 where it is cooled by the fluid circulating through the high-temperature loop L3, also referred to hereafter as the hot loop L3. The fluid in the high-temperature loop L3 can be water. Condenser 11 is a hot source in that it aims to heat the fluid circulating in the high-temperature loop L3. The cooling of the refrigerant circulating in the condenser 11 causes a change of state, from a high-pressure gaseous state, the refrigerant passes into a high-pressure liquid state and then enters the bottle 12, where it is filtered of any impurities and moisture, before being directed to the expansion valve 13. From then on, a new thermodynamic cycle can begin. Advantageously, the calories transferred from the refrigerant of the loop L1 to the heat transfer fluid of the hot loop L3 at the condenser 11 can be used to heat a component of the hot loop L3 in winter, or rejected into the ambient air in summer if this heat is not useful via the radiator 31.

[0010] The low-temperature loop L2 is in direct heat exchange with the evaporator 14 of module 1. The temperature Tl of the low-temperature loop L2 is between between 0 and 5°C, making it the coldest loop in the thermal management system. Advantageously, the low-temperature loop L2 cools the passenger compartment by blowing air through the cooler 21. To do this, the low temperature loop L2 includes a pump 20, an evaporator-type exchanger, which is intended to be passed through with the air destined for the vehicle's passenger compartment. The low temperature loop L2 may include a degassing jar 22 which also ensures compensation for the change in volume of the coolant circulating at least through the loop L2. Pump 20 is controlled by a computer 50 to ensure a sufficient flow rate Q2 according to the temperature setpoint of the passenger compartment, but also according to other measured or estimated parameters such as ambient temperature, degree of sunshine and / or volume of the passenger compartment. At the outlet of the cooler 21, the cold loop L2 includes a multi-way valve 42 which is controlled by the computer 50. The multi-way valve 42 can include a number of four ways. In one of the operating states of valve 42, the cooler 21 can be bypassed, so that the valve is in cooler bypass mode. In another of the operating states of valve 42, the heat transfer fluid circulates through the cooler 21 to cool and / or dehumidify the air destined for the passenger compartment, so that the valve is in passenger compartment cooling mode. In yet another of the operating states of valve 42, the heat transfer fluid is directed to a thermal loop battery L4 whose function is to regulate the temperature of the energy source. The energy source is an electrical storage battery 47a, which will be referred to hereafter as battery 47a. The control unit 50 operates the various pumps and valves of the thermal management system.

[0011] The previously mentioned high-temperature loop L3 will now be described. The high-temperature loop L3, which will also be referred to hereafter as the hot loop L3, provides cooling for the condenser 11 of the refrigerant loop L1, as well as heat exchange with electric traction chain components 32 with which the heat transfer fluid is in contact. The heat transfer between the refrigerant and the heat transfer fluid of the high-temperature loop L3 allows for an increase in the temperature of the heat transfer fluid, thus enabling the heating of at least one component present on the high-temperature loop. The heated loop L3 includes at least one component of an electric traction system 32 and an air heater 91 intended to be traversed by air, particularly pulsed air, for the purpose of heating the passenger compartment. The air heater 91 is arranged in a heating loop. The hot loop L3 includes an electric pump 30 and pipes connecting the aforementioned components in series. The hot loop may also include an electric resistance 92 located upstream, preferably directly upstream, of the air heater 91. Thus arranged in the heating branch, the electric resistance 92 aims to increase the heating capacity of the air destined for the passenger compartment. The hot loop L3 also includes a cooling branch in which a radiator 31 is arranged for cooling the heat transfer fluid of the hot loop L3 by heat exchange with ambient air passing through the core of the radiator 31. Said cooling branch is parallel to the heating branch containing the air heater 91. A multi-way valve 34 is located at the junction of the cooling branch containing the radiator 31 and the hot loop L3. Depending on the state of the multiport valve 34, the flow rate in the cooling branch is controlled according to the passenger compartment heating requirement and the thermal regulation of at least one component of the powertrain 32. According to an alternative embodiment (not shown), the at least one component of the powertrain 32 to be thermally regulated is located in a branch parallel to the radiator 31, and therefore parallel to the condenser 11 of the LL loop.

[0012] The battery thermal loop L4 includes a pump 40, a radiator 41 and a heat exchange device with the battery. The heat exchange device with the coil 47a is either direct, as shown in [Fig. 2] and [Fig. 3], or indirect, as shown in [Fig. 1] and [Fig. 4]. In the direct type, the cells of the coil 47a are in contact with at least one cold plate through which the heat transfer fluid from the cold loop L2 and / or the hot loop L3 circulates. To prevent condensation inside the coil, the latter must have a minimum temperature of 18°C. For this purpose, the thermal loop of the coil L4 includes a recirculation branch 24, in which the flow rate Q4 and / or the temperature of the fluid in the coil 47a can be independent of the flow rate Q5 and the temperature of the fluid exiting the valve 42.For example, the flow rate Q4 of heat transfer fluid circulating in the battery can be between 1000 and 8000 l / h to ensure proper battery cooling, while the flow rate Q5 from valve 42 is lower, with a different, notably lower, temperature. Consequently, the temperature of the fluid intended to circulate within the cold plates in thermal contact with the cells of battery 47a can be adjusted. The control valve 94 is designed to shut off the circulation of the heat transfer fluid in certain operating modes, as shown in particular in [Fig. 10]. According to others... In the operating modes of the control device, valve 94 is in the open position, which allows for circulation of the heat transfer fluid within the coil at a sufficiently cool temperature, independently of the temperature of the air passing through the radiator. This aims to ensure the cooling of the coil while maintaining its temperature at or above a limit of approximately 18°C. The temperature regulation of the heat transfer fluid in coil 47a at a temperature of 18°C ​​or higher will be ensured regardless of the required flow rate of heat transfer fluid circulating in the cold plates. The thermal battery loop L4 allows cooling of the battery 47a autonomously or by its dependence on the cold loop L2 to which it can be made fluidically related by said flow control means 42 of the cold loop L2.

[0013] According to autonomous operation, the battery thermal loop L4 is isolated from the other loops L2, L3 of the thermal management device 1, so that the operation of the pump 40 located upstream of the heat exchange device allows the circulating heat transfer fluid to be cooled by the ambient air passing through the radiator 4L

[0014] According to an operation in cold loop dependency mode L2, the battery thermal loop L4 is in fluidic relationship with the cold loop L2 such that the cooling generated by the refrigerant fluid loop L1 is brought to the heat exchange device, in particular the cold plates through which the heat transfer fluid passes, in order to cool the battery, with a temperature of the water plate regulated to around a temperature greater than or equal to 18°C ​​which is greater than the temperature of the cold loop L2, between 0°C and 4°C in order to ensure the cooling of the air destined for the passenger compartment to around 5°C at the outlet of the cooler 21. In order to thermally regulate the battery 47a, the thermal management device 1 includes an interconnection device 90 which is intended to link the loops L3 and L4 together in order to allow a transfer of calories from the hot loop L3 to the thermal battery loop L4, or a transfer of cold from the thermal battery loop L4 to the hot loop L3. The interconnection device 90 includes the multi-way valve 34 of the hot loop L3, another multi-way valve 48 disposed in the thermal loop battery L4, and an interconnection branch 93 linking the valve 34 to the other valve 48. The multi-way valve 48 is disposed between the heat exchange device with the battery 47a and the inlet of the radiator 41 of the thermal loop battery L4. The interconnecting device 90 includes another interconnecting branch 95, one end of which is connected to the inlet of the pump 40 of the loop thermal battery L4, the other end being connected to the outlet of the air heater 91 of the hot loop L3. The other interconnection branch 95 may include an expansion vessel 33 to accommodate the variation in volume of the liquid circulating between the hot loop L3 and the thermal battery loop L4. According to an operating configuration of the valves 34 and 48, it is possible to transfer the calories from the operation of the battery 47a for the purpose of heating the passenger compartment and / or at least one component of the electric traction chain 32. The pump 40 of the thermal loop battery L4 is driven in a discharge direction so that the heat transfer fluid flows out of the pump through the battery 47a or the heat exchange device with the battery, then into the interconnection branch 93, the air heater 92.In the event of a need to heat at least one component of the electric traction chain 32, the control of the pump 30 of the hot loop L3 allows a circulation of the heat transfer fluid which has previously passed through the air heater 91 to circulate through at least one component of the traction chain 32 in such a way that the calories from the batteries are allocated to the air heater and then to at least one component of the electric traction chain 32.

[0015] According to another operating configuration of the valves 34 and 48 and the pumps 30, 40, the thermal management device 1 enables the transfer of calories from the hot loop L3 to the thermal battery loop L4, in particular by a transfer of calories from the operation of at least one component of the electric traction chain 32 and / or the condenser 11 of the refrigerant fluid loop LL. The heating of the battery 47a can also be obtained by the cumulative activation of all the elements transferring calories to the fluid circulating in the hot loop L3 and thermal battery loop L4, namely by the recovery by the heat transfer fluid of calories from at least one component of the electric traction chain 32, the condenser 11 of the refrigerant fluid loop LL, and also from the heating element 92, by activating the pumps 30 and 40.

[0016] According to another configuration illustrated in [Fig.3], the cooling of the battery 47a by the heat transfer fluid of the cold loop L2 is achieved without the need to cool the passenger compartment by the cooler 21. In this case the cold loop L2 is regulated directly to a warmer temperature, on the order of about 18°C ​​for example, with the cooling production system of the evaporator l4. The heat transfer fluid of the cold loop L2 exits the heat exchanger 14, passes successively through pump 20, branch 25 bypassing the passenger compartment air cooler 21, valve 42, inlet branch 44 ensuring the fluid connection of loops L2 and L4, pump 40, coil 47a, and then a return branch 46, before circulating again in the evaporator 14. With such a circuit, despite the presence of two pumps 20 and 40, only one of them can be used. For example, pump 40 is then at The system is stopped. To avoid pressure losses, pump 40 can operate at low power, which advantageously reduces energy consumption for circulating the heat transfer fluid in the cooling loop L2 and the thermal loop L3. To ensure cooling capacity is generated by the refrigeration loop L1, the refrigerant circulating in the condenser 11 will be cooled by the heat transfer fluid circulating in the radiator 31 of the heating loop L3. The thermal inertia of the electric traction chain components 32 can also be used to cool the refrigerant circulating in the condenser 11.

[0017] According to another configuration illustrated in [Fig. 4], the heating of the coil 47a by the heat exchanger 47 can also be achieved by using all the heat from the heating element 91 of the hot loop L3, without using the refrigerant loop L1. In this case, the heating element 91 is an electric resistance element located upstream of the heat exchanger 47, indirectly connected to the coil 47a, in a flow direction of the heat transfer fluid between the hot loop L3 and the thermal coil loop L4. The valves 34 and 48 are then in an interconnection configuration of loops L2 and L3 such that the heat transfer fluid flows through the interconnection branches 93, 95. According to the interconnection configuration of the hot loop L3 and the thermal coil loop L4, only the pump 40 is activated.

[0018] Depending on the passenger compartment cooling requirements, the total flow Q2 exiting the evaporator 14 passes, in whole or in part, into the passenger compartment air cooler 21 ([Fig. 5]). Through pipe 44, a portion of this flow Q5, at a very low temperature, enters the loop L4, mixing with the water flow from the battery Q4, which has a temperature close to 18°C. The same flow Q5 leaves the battery thermal loop L4 via branch 45, but at a much higher temperature than the incoming water. Controlled by the control unit 50 with the temperature setpoint, for example 18°C, given by the temperature sensor 51, the valve 42 regulates this incoming flow Q5 to obtain a mixing temperature of 18°C, as measured by the sensor 51. The temperature of the heat transfer fluid intended to cool the battery 47a is much higher than that exiting the evaporator 14.This solution advantageously avoids the use of a second evaporator dedicated to cooling the heat transfer fluid circulating solely in the battery thermal loop L4. For efficient operation of the refrigerant circuit L1, valve 34 is opened so that the heat transfer fluid from the hot loop L3 is directed to the radiator 31 to ensure its cooling and consequently the cooling of the condenser 11 and at least one component of the electric traction chain 32.

[0019] Cooling of battery 47a by the two radiators 31, 41 without evaporator 14 ([Fig.6]): When the ambient temperature is between 0°C and 35°C, the rapid charging of battery 47a can occur without the input of cooling energy from the refrigerant loop 1, which tends to considerably reduce the energy consumption for the operation of compressor 10. Radiators 41 and 31, belonging respectively to the thermal loop battery L4 and the hot loop L3, are traversed by the heat transfer fluid due to the fluid relationship established by the interconnecting device 90, in order to cool battery 47a. Valve 48 allows the flow from battery Q4 from connection 56 to radiator 41 and also to branch 93. Valve 34 allows the flow from branch 93 to radiator 31; the flow exiting radiator 31 passes successively from connections 38 and 90 before returning to pump 40.

[0020] Cooling of battery 47a by the radiator 41 during vehicle operation ([Fig.7]): In the presence of ambient air, for example between 0°C and 35°C, the refrigerant loop 1 is not systematically used, so that the compressor 10 can be at a standstill. During vehicle operation, ambient air passes through the radiator 41 of the battery thermal loop L4 to cool the battery 47a. The heat transfer fluid in heat exchange with at least one component of the electric drivetrain 32 is cooled by the radiator 31. The battery thermal loop L4 and the hot loop L3 are independent of each other in that the control module 50 controls these two loops L3 and L4 separately. After a quick battery recharge, this operating mode is preferred to reduce energy consumption.

[0021] Cooling of the passenger compartment by the evaporator 14 and / or improved cooling of at least one component of the electric powertrain 32 and the condenser 11 by the radiators 31 and 41 of the hot loop L3 and battery thermal loop L4 ([Fig. 8]): In summer, after being parked in the sun, the interior of the vehicle can become very hot. We propose conditions favorable to significant cooling by increasing the cooling performance of the condenser 11 and the components of the electric powertrain 32. This involves making the two radiators 31 and 41 of the hot loop L3 and battery thermal loop L4 available via the interconnection device 90. By cooling the heat transfer fluid intended to circulate through the condenser 11 with the radiator 31, the production of cold by the refrigerant loop is improved.

[0022] Defogging of vehicle windows ([Fig.9]): To eliminate moisture on the inside of the vehicle's windows, which can impair the driver's visibility, the thermal management system cools the air, causing the water vapor in the air to condense and thus drying it. This air is then heated to dry the resulting warm air. The cooling of the air destined for the passenger compartment must be limited so that the air regains temperature after heating. Our loop limits air cooling by circulating a portion of the heat transfer fluid through the bypass branch 25 of the cooler 21. Valve 42 is configured to connect the cold loop L2 with the thermal loop battery L4 so that part of the cooling supplies the thermal loop battery L4. Valve 94 is in the closed position so that the heat transfer fluid circulates in radiator 41 as well as in the thermal control device of the coil 47a. The heat transfer fluid circulation is reversed in radiator 4L. Given that the heat transfer fluid circulates in the thermal control device of the coil 47a, the thermal inertia of the latter is used to dissipate the heat from the heat transfer fluid, which is then directed to the evaporator 14 of the refrigerant loop.

[0023] Heating of the passenger compartment by the calories from the electric traction chain 32, and / or the battery 47a, and / or the hot air passing through the radiator 41 with or without activation of the electric resistances 92, with activation of the refrigerant fluid loop L1 in a heat pump operating mode ([Fig. 10]): To do this, the heat transfer fluid of the hot loop L3 is circulated through at least one component of the electric traction chain 32 in order to extract calories which are then transmitted to the air heater 92 through which the air is blown towards the passenger compartment. The refrigerant loop L1 is put into operation in heat pump mode in order to make possible a transfer of calories by a heat exchange between the high temperature and high pressure refrigerant and the heat transfer fluid circulating in the condenser 11. Optionally, the 92 electric resistance is activated to increase the heat transferred to the air in the passenger compartment. The heat transfer fluid exiting evaporator 14 of loop L1 is at a lower temperature than the air passing through radiator 41, so that heat from the ambient air is absorbed by the heat transfer fluid at radiator 41, thus raising its temperature. The heat transfer fluid then flows from the cold loop L2 to the branch of radiator 41 via valve 42 of the flow control device. With valve 94 open, the heat transfer fluid of the cold loop L2 circulates through the radiator 41 to increase the temperature of the heat transfer fluid, which then circulates through the evaporator 14 of the refrigerant loop L1. The collected heat is subsequently transferred to a higher temperature zone of the thermal management system. As an example, the calories captured by a heat exchange between the heat transfer fluid of the cold loop L2 and the heat of ambient air at 0°C outside the vehicle at the level of the radiator 41, can be transmitted to the passenger compartment which has a temperature of 20°C.

[0024] Heating of the passenger compartment by the calories from the electric traction chain 32, and / or the battery 47a, with or without activation of the electric resistors 92, without activation of the refrigerant fluid loop Ll ([Fig. 11]): To achieve this, the heat transfer fluid of the hot loop L3 is circulated through at least one component of the electric drivetrain 32 to extract heat, which is then transferred to the air heater 91 through which the air is blown to the passenger compartment. The refrigerant loop L1 is not activated, so no heat transfer occurs between the heat transfer fluid and the condenser 11. Optionally, the 92 electric resistance is activated to increase the heat transferred to the air in the passenger compartment. The interconnection device 90 is also used to transfer heat from the battery 47a to the heat transfer fluid circulating in the battery thermal loop L4, which is then in fluidic contact with the hot loop L3 via the interconnection device 90. This is particularly the case when the battery has been preheated before the vehicle has been started.

[0025] Simultaneous heating of the passenger compartment and battery 47a by all heat sources ([Fig. 12]): Figure 12 illustrates the simultaneous heating of the passenger compartment and the battery with the heat pump using all available heat sources in the vehicle, namely the heat from at least one component of the electric drive chain 32, the heat from the air passing through the radiator 41 with the operation of the heat pump, the refrigerant heats up at the evaporator 14, the temperature of the refrigerant will then be increased by the operation of the compressor 10, before being transferred into the hot loop L3 via the condenser 11, possibly supplemented by the electric resistance 91. This solution makes it possible to use the same electric resistance to heat both the passenger compartment and the battery. In this operating mode, the heat transfer fluid circulating in the cold loop L2 flows through the bypass branch 25 of the cooler 21, then through the radiator 41 of the thermal loop coil L4 to absorb heat from the air passing through the radiator 41. The cold fluid, now laden with heat from the air, then returns to the cold loop L2 via the valve 48. Through the evaporator 14, the heat absorbed by the heat transfer fluid circulating through the radiator 41 is transferred to the refrigerant loop L1. The refrigerant, now at a low temperature in the evaporator, is then compressed by the compressor 10 to increase its temperature and pressure, and finally releases the high-temperature heat into the hot loop L3 using the condenser 11.The heated fluid circulating in loop L3 then undergoes heat exchange with battery 47a after flowing through connecting branch 95. It then returns to the hot loop L3 via valve 48 and connecting branch 93. Valve 48 does not mix the cold and hot fluids. The hot fluid also passes through heating element 91, which may or may not be active, and then flows into the air heater 92. Part of this fluid exiting the air heater 92 goes to the condenser 11 and the electric drive train components 32 to absorb their heat, while another part goes to battery 47a via branch 95. Instead of using a separate heating element for the battery and another for the air heater, the same heating element 91 is used here to heat both the passenger compartment and the battery, which is more economical.Advantageously, if the battery is already warm, all the heat from the heating element 91 will be used for the passenger compartment, as described in the operating mode of [Fig. 10]. In winter, when the vehicle is parked, this heating mode can use only the heating element (91) to heat the battery without starting the heat pump system. This avoids the compressor, which is one of the sources of noise. With its very high thermal inertia, roughly equivalent to at least 100 liters of water, the battery can store not only electrical energy but also heat, which will then be used to warm the passenger compartment the next time the vehicle is started, without consuming any electrical energy, particularly to power the heating element.

[0026] According to an alternative embodiment of the thermal management device, the electric traction chain 32 can be arranged downstream of the condenser 11, and not upstream as illustrated. According to another embodiment of the thermal management device, the electric traction chain 32 can be arranged in parallel with the condenser 11, and not upstream as illustrated. According to another embodiment of the thermal management device, the pump 20 and / or the expansion vessel 22 of the cold loop L2 is located downstream of the evaporator 14 and not upstream as illustrated. According to another embodiment of the thermal management device, the bypass of the cooler 21 is carried out on the air and not by the heat transfer fluid loop. According to another embodiment of the thermal management device, the air heater 91 and the heating element 92 are arranged between the valve 34 and the condenser 11, or between the pump 30 and the condenser 11, and not downstream of the valve 34 as illustrated. According to another embodiment of the thermal management device, the cold loop L2, the hot loop L3 and the thermal battery loop L4 comprise a single expansion vessel 33.

Claims

Demands

1. Thermal management device (1) of a vehicle, in particular an electric vehicle comprising at least one element of the powertrain as well as a vehicle passenger compartment to be thermally regulated, the thermal management device comprises a refrigerant fluid loop (L1) connected by a first heat exchanger (14) to a cold loop (L2), the refrigerant fluid loop (L1) being further connected by a second heat exchanger (11) to a hot loop (L3), the cold loop (L2) being able to be in fluidic relationship with a thermal regulation loop (L4) of a battery (47a), characterized in that it comprises an interconnection device (90) intended to effect a fluidic connection of the thermal regulation loop (L4) of the battery and the hot loop (L3) in order to increase the cooling and / or heating capacity of the components of these loops,in particular independently of the operating state of the cold loop (L2).

2. Device according to the preceding claim, characterized in that the thermal regulation loop of the battery (L4) and / or the hot loop (L3) includes a cooler radiator (31, 41) adapted to be traversed by ambient air in order to cool the heat transfer fluid, or to capture calories from the air.

3. Device according to the preceding claim, characterized in that the interconnection device (90) comprises an interconnection branch (93) as well as another interconnection branch (95) connecting the thermal regulation loop (L4) of the battery (47a) to the hot loop (L3), said interconnection branch (93) being directly connected to at least one control valve (34, 48), in particular two control valves arranged directly upstream of the radiators (31, 41)

4. Device according to the preceding claim, characterized in that the ends of said other interconnection branch (95) are respectively connected to tapping points (PI, P2) of the first and second loops, in particular tapping points located directly upstream of the pumps (30, 40) included respectively in the hot loop (L3) and the thermal regulation loop (L4).

5. Device according to the preceding claim, characterized in that said other interconnecting branch (95) comprises a vase expansion (33), degassing and compensation for volume variation linked primarily to variations in fluid temperature are the two main functions of this vessel 33

6. Device according to claim 3 or 4, characterized in that the interconnection device (90) is reversible so that the thermal management device can be in an enhanced cooling configuration or in a passenger compartment heating configuration without stressing the refrigerant loop (L1), and in that, depending on the operating state of the pumps (30, 40) and the control valves (34, 48), the heat transfer fluid is able to circulate in one direction when the thermal management device is in an enhanced cooling configuration, or in the opposite direction when the thermal management device is in a passenger compartment heating configuration.

7. Device according to any one of the preceding claims, characterized in that the refrigerant loop (L1) comprises a compressor (10), the condenser (11), an expansion valve (13), the evaporator (14) taken in that order when the compressor (10) is started up.

8. Device according to the preceding claim, characterized in that it includes a means for controlling the flow (42) of the heat transfer fluid circulating from the cold loop (L2) to the thermal regulation loop (L4) of the battery (47a).

9. Device according to the preceding claim, characterized in that said flow control means (42) is a variable regulating valve located at a connection branch (44) of the cold loop (L2) to the thermal regulation loop (L4) of the battery, said junction being located at the outlet of an air cooler (21) intended for the passenger compartment, the cooler (21) being disposed in the cold loop (L2).

10. Device according to any one of claims 6 to 8, characterized in that the cold loop (L2) comprises the evaporator (14) of the refrigerant loop (L1), a pump (20), an air cooler (21) taken in that order when the pump (20) is started.

11. A device according to any one of claims 6 to 9, characterized in that the thermal regulation loop (L4) comprises a pump (40), the radiator (41) to be cooled electric drive chain, the battery (47a) or a bypass branch (24) of the radiator (41), and bypass valve (48) located at the junction between the branch including the radiator (41) and the bypass branch (46), the bypass branch (24) including in particular a valve (94).

12. Vehicle, in particular of the electrically powered type, characterized in that it comprises the thermal management device (1) according to any one of claims 1 to 11.

13. A thermal management method for a vehicle according to the preceding claim, characterized in that it comprises control configurations of the interconnection device (90) in order to: - cool the battery (47a) by the heat transfer fluid circulating in the battery thermal loop (L4) and the hot loop (L3), or - heat the air heater (91) and / or at least one component of the electric traction chain (32) by the calories from the battery (47a), or - cool the condenser (11) by a circulation of the heat transfer fluid through the battery (47a).

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