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 powertrain element (32) and a vehicle passenger compartment (80) to be thermally regulated. The thermal management device comprises a refrigerant loop connected by a first heat exchanger to a cooling loop, the refrigerant loop being further connected by a second heat exchanger to a heating loop. The device comprises a functional module (60) on which are arranged at least one pump, in particular an electric pump, a flow control means, at least one degassing vessel, and in which are provided internal conduits and fluid connection terminals to elements external to the functional module (60) in order to form the cooling loop and / or a battery thermal loop. Figure for the abstract: 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.

[0002] Prior techniques The current refrigerant 1234yf has a GWP (Global Warming Potential) of 4, much lower than the previously used refrigerant 134, 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 hazards. An air conditioning system using propane must therefore have an extremely compact design, encompassing the compressor, condenser, and evaporator, to meet this limit. The cold and heat produced by such a system are transported by heat exchange loops which distribute them to thermally regulate the air destined for the passenger compartment and / or the traction battery, and / or the elements of the electric powertrain, during driving and / or recharging of the vehicle. 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 the air cooled to a temperature of approximately 5°C, while the battery requires heat exchange with a heat transfer fluid at a temperature of around 18°C. The regulation of an air conditioning system Using 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." 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 reference heat transfer fluid temperature which should advantageously be around 18°C. An air conditioning system is therefore not sufficient and a thermal management system must be used in order to manage these very different nominal operating temperatures. Traditional air conditioning systems also almost always require 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 traditional air conditioning systems for battery heating requires the use of dedicated and specific heating sources, whereas other heat sources could be used. Therefore, there is a need for optimization in order to offer a thermal management system capable of producing heat transfer fluid at two very different temperatures with lower consumption than traditional air conditioning systems offer.

[0003] Summary of the invention The invention relates to a thermal management device for a vehicle, in particular 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 cooling loop, the refrigerant loop being further connected via a second heat exchanger to a heating loop. Specifically, the thermal management device comprises a functional module on which are arranged at least one pump, in particular an electric pump, a flow control means, at least one degassing vessel, and in which are provided internal conduits and fluid connection terminals to elements external to the functional module in order to form the cooling loop and / or a battery heating loop.

[0004] The thermal management device is remarkable in that it comprises a set of physical blocks integrating the main components of the circuit cooling. The R290 refrigerant loop, for example, is fully integrated into a hermetically sealed enclosure. Furthermore, part of the cooling loop is integrated into a functional module comprising at least one pump, at least one multi-way valve, at least one degassing vessel, and connection elements between these elements, all within an enclosure defining the functional module. For example, the connection elements could be penetrations created by casting and / or drilling. Advantageously, the use of such a functional module makes the thermal management system compact, since it aims to replace traditional pipes connecting pumps, valves, and reservoirs. Even more advantageously, the enclosure of such a functional module provides a single support for the aforementioned components. The functional module is also designed to establish a fluid connection between the thermal loop of the battery and the cooling loop, thereby increasing the battery's cooling capacity if necessary, and independently regulating the battery temperature regardless of the temperature of the heat transfer fluid circulating through the cooling loop.

[0005] The device that is the subject of the invention may further comprise the following features taken separately or in combination with each other: - the cold loop comprises an external portion and an internal portion arranged in said functional module, the external portion being connected to the internal portion via the fluidic connection terminals, the fluidic connection of the external and internal portions being achieved by said flow control means; - the internal portion of the cold loop includes a means of controlling the flow and / or internal pipes and / or a pump and / or a degassing vessel; - the flow control means includes a channel connected to a connection terminal to a bypass branch of the external portion of the cold loop, and / or a channel connected to a connection terminal to a branch including the air cooler of the cold loop, and / or a channel connected to an internal line of the thermal coil loop, and / or a channel connected to an internal line including the pump; - the battery is thermally connected to at least one cooling plate fluidically connected to fluidic connection terminals in order to create the battery thermal loop including in particular internal pipes and / or a pump and / or a degassing vessel; - The functional module is connected to a control unit linked to a temperature measurement device and / or to at least one of the pumps and / or to the flow control device in order to sequentially control the fluid circulation according to: - a first configuration intended for cooling the passenger compartment and / or cooling the battery, particularly during a battery charging phase, - a second configuration for heating the passenger compartment by operating the refrigerant loop in heat pump mode, - a third configuration for heating the passenger compartment solely by using heat from an electric resistance heater, and - a fourth configuration intended for demisting a glazing element of the vehicle; - the functional module includes first and second degassing jars arranged respectively upstream of a first and second pump in order to compensate for the variation in volume of the heat transfer fluid circulating in the cold and thermal regulation loops of the battery; - the refrigerant loop includes a compressor, the condenser, an expansion valve, the evaporator, taken in that order when the compressor is started up; - the battery is directly traversed by the heat transfer fluid circulating through the battery thermal loop and / or the cold loop; - The functional module is in thermal contact with the refrigerant loop, in particular through: - a connection terminal fluidly connected to a supply branch of the cold loop containing the chiller thermally connected to the evaporator of the refrigerant loop, in particular to an outlet flange of the evaporator, or - another connection terminal fluidly connected to the bypass branch of the chiller, or - another connection terminal fluidically connected to a return branch thermally connected to the evaporator of the refrigerant loop, in particular to an inlet flange of the evaporator; The invention also relates to a vehicle, in particular an electric vehicle, comprising in whole or in part the characteristics of the aforementioned thermal management device.

[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 vehicle comprising a thermal management device for the passenger compartment, the electric drivetrain and / or the battery, according to the invention; [Fig.2] represents in isolation a functional module used in the thermal management device according to the invention; [Fig.3] represents the constituent elements of the thermal management device, according to the invention; Figure 4 schematically represents a configuration of the thermal management device intended for cooling the passenger compartment and / or cooling the battery, according to the invention; [Fig.5] schematically represents another configuration of the management device whereby the cooling from the refrigerant fluid loop circulating in the cold loop is distributed simultaneously to the air destined for the passenger compartment and to the battery, according to the invention; [Fig.6] schematically represents another configuration of the management device by which the battery is cooled by recovering the cooling energy from the refrigerant loop, without cooling the passenger compartment, particularly during a rapid battery charging situation, according to the invention; [Fig.7] schematically represents another configuration of the management device by which the demisting of the vehicle windows is carried out, which requires cooling and then heating the air destined for the passenger compartment, according to the invention; [Fig.8] schematically represents a heat pump type configuration of the thermal management device of the invention, allowing the passenger compartment to be heated by the calories from the traction chain and the battery, according to the invention; Figure 9 schematically represents another configuration of the thermal management device of the invention, heating the air destined for the passenger compartment by the calories from the electric traction chain and / or electric resistance, without use of the refrigerant loop.

[0007] Description of the invention Fig. 1 represents a vehicle comprising a passenger compartment 80, an electric drivetrain 32 powered by a traction battery 47a. According to the embodiment shown in [Fig. 1], the traction battery 47a extends under the vehicle floor, partially defining the vehicle's passenger compartment. The electric drive system 32 is housed in a vehicle compartment, specifically a front compartment, which is compact in size to maximize passenger space. This architectural constraint necessitates compact design for the thermal management systems of the drive system 32, the passenger compartment 80, and the battery 47a. In order to meet this design requirement, the thermal management device 1 of the invention includes a functional block 60 which concentrates components as well as connecting conduits linking either these components together, or some of these components to elements extrinsic to the functional block 60. The thermal management device 1 is located near a unit containing the electric drivetrain 32. It may be partially located near all or part of an air conditioning unit that may be located wholly or partly inside the front compartment of the vehicle. The air conditioning unit may also be described as a passenger compartment air conditioning and ventilation system.The air conditioning unit is designed for the thermal regulation of the air destined for the passenger compartment, and for this purpose includes a cooler 21 through which a heat transfer fluid carries cooling from a refrigerant loop LL. In order to heat the air destined for the passenger compartment, the air conditioning unit also includes a radiator 91 through which a heat transfer fluid carries heat from the refrigerant loop LL. The thermal regulation of the traction battery is carried out directly in the sense that a heat transfer fluid is in heat exchange with the battery cells via a plate on which the cells rest and through which the heat transfer fluid is able to circulate. According to one embodiment, the heat transfer fluid is a dielectric fluid that can be suitable for circulating between the cells of the 47a battery.

[0008] The refrigerant may be carbon dioxide which requires that the refrigerant loop be contained in a hermetically sealed enclosure 2 such that the refrigerant loop is contained in a refrigerant unit intended for heat exchange with a cold loop collecting the cooling by a condenser 11, and for heat exchange with a hot loop collecting the heat by an evaporator 14. The thermal management device 1 thus comprises a single compact unit including the refrigerant loop L1, this unit being connected to the cold loop L2 and the hot loop L3 of a heat transfer fluid intended for the thermal regulation of the vehicle's passenger compartment 80, the electric drivetrain 32 and / or the battery 47a.

[0009] The refrigerant loop L1 can also be described as a phase-change fluid loop between liquid and gas, the particularity of which lies in the use of propane. The loop in which the propane circulates is located inside a hermetically sealed enclosure, in that it is airtight so that any propane leakage cannot be dispersed into the ambient air. Inside enclosure 2 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, taken in that order according to the direction refrigerant circulation during compressor operation. The aforementioned equipment, along 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 the electric or mechanical compressor 10, the condenser 11, the reservoir 12, the expansion valve 13, the evaporator 14 taken in that order. The refrigerant partially fills the L1 loop, leaving a precise volume of vacuum for the development of boiling and condensation of the refrigerant fluid.

[0010] 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.

[0011] 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 0 and 5°C, making it the coldest loop in the thermal management system. Advantageously, the low-temperature loop L2 provides cooling for the passenger compartment by means of forced air passing through the cooler 21.

[0012] The thermal management device 1 of the invention advantageously comprises a functional module 60 which will now be detailed with regard to [Fig.2]. The functional module 60 can be considered a block integrating the main actuators of a heat exchange circuit. For example, such a block may include two pumps 20, 40, and a flow control device 42, which could be a multi-way valve, for example, with two inlets and two outlets. The block may also include two degassing vessels 22, 33, positioned directly upstream of a pump according to the direction of flow of the heat transfer fluid. The functional module 60 includes connections between all these elements within the block. These connections can be created by penetrations formed by casting and / or drilling in a metal, particularly aluminum, or in a plastic material.Preferably, the functional module 60 is made of plastic, by molding so that the functional module is compact in that it advantageously replaces the main circuits equipped with pumps, jars, and valves distributed in a vehicle and connected to each other by long hoses.

[0013] The functional module 60 is simply connected to components of the hydraulic circuit via connection terminals 61, 62, 63, 70, 71, and 72. The functional module 60 includes six fluid connections to manage the fluid circulation through the cold loop L2 and the thermal loop L4 of the battery 47a. The traction battery 47a is connected to the connection terminals 70 and 71. The functional module 60 has a valve 42 with four ports, namely two inlet ports 61a and 62a and two outlet ports 23a and 44a. The multi-port valve 42 is capable of regulating the flow from port 62a to port 23a by X% and from inlet port 62a to outlet port 44a by 1-X%, with X varying from 0 to 100.

[0014] The multi-way valve 42 is electrically connected to a control unit 50 such that the operating setpoint of this valve is given by the value of the temperature T4 measured by the temperature sensor 51 located at the inlet of the pump 40. When the measured temperature T4 is above a predetermined setpoint, the multi-port proportional valve 42 increases the flow rate of the heat transfer fluid exiting the outlet port 44a. Conversely, when the temperature T4 is below the predetermined setpoint temperature, for example by approximately 18°C, the valve 42 reduces the flow rate of the heat transfer fluid exiting the outlet port 44a. The mode of simultaneous cooling of the passenger compartment 80 and battery 47a, the input channel communicating with the output channel 44a linking the cold loop L2 to the thermal loop battery L4 of battery 47a, is channel 62a, thus corresponding to an operating mode of the thermal management device 1 illustrated in [Fig.4], When only battery cooling by the cold produced by the refrigerant is required, the heat transfer fluid flows from the inlet port 61a to ports 23a and 44a, which corresponds to another operating mode of the thermal management device 1 illustrated in [Fig. 6]. In this case, where there is no cooling of the air destined for the passenger compartment, the heat transfer fluid at a temperature of approximately 3°C flows in the bypass branch 25 of the air cooler 21, so it is necessary to precisely distribute the total flow of heat transfer fluid from the cold loop L2 to the battery thermal loop L4 of battery 47 A. The valve therefore regulates the flow of heat transfer fluid to the outlet ports 44a and 23a.

[0015] Figure 3 illustrates the fluidic relationships within the functional block 60, which can be realized as follows: - the fluid connection terminals 61 and 62 are respectively connected to the inlet ports 61a, 62a of valve 42, and / or - orifice 63 is connected to the outlet of pump 20, which is connected to channel 23a by internal conduit 23, and / or - the degassing vessel 22 is located between the pump 20 and port 23a of the valve 42, and / or - the connection terminal 72 is connected to the internal pipe 55 which is at the pump 40 of the L4 loop, and / or - the internal pipe 55 is connected at its other end to the chilled loop L2 via the internal pipe 44 in fluidic connection with the outlet port 44a of the multi-port valve 42, and / or - the second degassing vessel 33 is connected to the internal pipe 55, and / or - the internal conduit 56 is connected at one end to the connection terminal 70, at the other end to the internal conduits 45 and 24, and / or - Internal pipe 24 forms a bypass branch of internal pipe 23, in that it is connected to internal pipes 44 and 45 of the cold loop L2, and / or - the other end of pipe 45 is connected to passage 23, upstream of the degassing vessel 22 located at the inlet of pump 20, and / or - Connection path 71 is connected to the outlet of pump 40.

[0016] Figure 3 further illustrates the thermal management device 1, in particular the cold loop L2 comprising a bypass branch 25 and a cooling branch comprising the cooler 21, which are respectively connected to the functional module 60 by means of ports 61a and 62a. The loop L2 includes a supply branch 26 connected to the cooling branch and the bypass branch 25. The loop L2 includes a return branch 27 connected at one end to the connection terminal 63, and at the other end to the inlet of the evaporator 14 of the refrigerant loop LL.

[0017] The hot loop L3 of [Fig.3] includes a pump 30 connected to a supply branch 38a connected to a bifurcation point communicating on one side with a control branch 37a in which the traction chain 32 is disposed, on the other with a supply branch 37 connected to an inlet flange of the condenser 11 of the refrigerant fluid loop LL. An outlet flange of the condenser 11 is fluidly connected to an outlet branch 36, which bypasses the traction chain 32 and joins the control branch 37a at a junction point to which the return branch 36a is also connected. The end of the return branch 36a that is opposite the junction point is connected to a A cooling branch 39, in which a radiator 31 is located, and a heating branch 38, in which the air heater 91 is located for heating the air destined for the passenger compartment, are connected. The return branch 36a to the cooling and heating branches 39 and 38 is connected by a two-way valve 34. The hot loop may also include an electric heating element 92 located upstream, preferably directly upstream, of the air heater 91. Positioned in the heating branch in this way, the electric heating element 92 is intended to increase the heating capacity of the air destined for the passenger compartment.

[0018] The valve 34 comprises an inlet flange 64a and two outlet flanges 67a and 69a. The valve 34 is adapted to connect the inlet flange 64a with the outlet flanges 67a and 69a sequentially, depending on whether the heat transfer fluid of the hot loop L3 is to be cooled by outside air, as illustrated in [Fig. 4], [Fig. 5], or [Fig. 6], or cooled by transferring heat to the air destined for the passenger compartment via the air heater 91, as illustrated in [Fig.7], [Fig.8] or [Fig.9]. Valve 34 is controlled by control unit 50 which includes a computer which receives the temperature value measured from the passenger compartment Te and the temperature setpoint value Tcc. When the measured temperature of the passenger compartment Te is lower than its setpoint value Tcc, the valve 34 delivers only a flow of heat transfer fluid to the outlet flange 67a, so that the heat transfer fluid that has passed through the condenser 11 circulates entirely through the heating branch 38 of the air destined for the passenger compartment.

[0019] According to an alternative embodiment, the valve 34 is of the proportional type, in that the flow rate adjustment from the inlet flange 64a to the outlet flange 67a is expressed as X% and the flow rate from the inlet flange 64a to the outlet flange 69a takes a value of 1-X%. When the temperature measured in the passenger compartment Te is lower than its setpoint value Tcc, the valve 34 delivers more heat transfer fluid flow to the outlet flange 67a than to the outlet flange 69a.

[0020] The different operating modes of the thermal management device 1 will now be detailed in relation to figures 4 to 9, where the lines represented in dotted lines illustrate the absence of heat transfer fluid flow due to the operating state of the pumps 20, 30 or 40 and / or the regulating valves 34 and 42.

[0021] Figure 4 represents a first operating mode of the thermal management device 1: simultaneous cooling of the passenger compartment and the battery. This first operating mode corresponds to a first configuration Cl of the thermal management device. Pump 20 is controlled by a control unit 50 to ensure a sufficient flow rate Q2 according to the cabin temperature setpoint, as well as other measured or estimated parameters such as ambient temperature, sunlight intensity, and / or cabin volume. The heat transfer fluid circulates through the cooler 21 to cool and / or dehumidify the air destined for the cabin. The valve 42 is controlled so that the heat transfer fluid circulates between the inlet 62a and the outlet flanges 23a and 44a such that the flow rate of the fluid at temperature T4 to the battery 47a to be cooled is greater than the temperature Tl of the heat transfer fluid entering the cooler 21. In this configuration, the battery is fluidically arranged in series with the air cooler for the passenger compartment. The heat exchange device with battery 47a is of the direct type, such that the cells of battery 47a are in contact with at least one cold plate through which the heat transfer fluid from the cold loop L2 circulates. To avoid an effect To prevent condensation within the battery, the battery must maintain a minimum temperature of 18°C. To achieve this, the L4 battery heating loop includes a recirculation branch formed by one of the internal pipes 24, in which the flow rate Q4 and / or the temperature T4 of the fluid in the battery 47a can be independent of the flow rate Q2 and the temperature T1 of the fluid in the cooling loop L2. For example, the flow rate Q4 of the heat transfer fluid circulating in the battery can be between 1000 and 8000 l / h to ensure adequate battery cooling, while the flow rate Q2, with a different temperature, is notably lower. Consequently, the temperature of the fluid intended to circulate within the cold plates in thermal contact with the cells of the battery 47a can be adjusted so that the battery is cooled while maintaining its temperature at or above a limit of approximately 18°C.The temperature regulation of the heat transfer fluid in the 47a coil at a temperature greater than or equal to 18 will be ensured regardless of the required flow rate of heat transfer fluid circulating in the cold plates. The thermal loop battery L4 is in fluidic relationship with the cold loop L2 such that the cooling generated by the refrigerant 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 higher 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.

[0022] [Fig. 5] is a variant of [Fig. 4], where the heat transfer fluid, having passed through the evaporator 14, circulates both through the bypass branch 25 and the air cooling branch comprising the cooler 21. The heat transfer fluid circulates through the connection flanges 61 and 62 of the functional module. The fluid flows respectively through the inlet ports 61a and 62a of the valve 42, exiting through both the outlet ports 23a and 44a. The valve 42 provides a thermal mixing function for the incoming heat transfer fluid. Part of the cooling capacity collected by the heat transfer fluid in heat exchange with the evaporator cools the air destined for the passenger compartment, the remainder of the cooling capacity being conveyed to the battery 47a. The operating mode according to [Fig.4] nevertheless remains more advantageous because the flow rate of heat transfer fluid passing through the evaporator 14 is lower, the pump 20 consuming less electrical energy. 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. A portion of this flow Q5, at very low pressure, is diverted via pipe 44. The temperature of the incoming water enters loop L4, mixing it with the flow rate Q4 of heat transfer fluid from coil 47a, which has a temperature close to 18°C. The same flow rate Q5 leaves the L4 coil thermal loop via branch 45, but at a much higher temperature than the incoming water. Controlled by the control unit 50 with a temperature setpoint Tcc, for example 18°C, and compared to the measurement by the temperature sensor 51, valve 42 controls this incoming flow rate Q5 to obtain a mixing temperature of 18°C, as measured by sensor 51. The temperature of the heat transfer fluid intended to cool coil 47a is much higher than that exiting evaporator 14. This solution advantageously avoids the need for a second evaporator dedicated solely to cooling the heat transfer fluid circulating only within the L4 coil thermal loop.

[0023] Figure 6 represents another operating mode of the thermal management device 1: cooling of the battery 47a by the heat transfer fluid of the cold loop L2 without the need to cool the passenger compartment by the cooler 21. This other operating mode corresponds to a variant of the first configuration Cl of the thermal management device In this case, the cold loop L2 is regulated directly to a warmer temperature, for example around 18°C, with the evaporator 14's cold production system. The heat transfer fluid of the cold loop L2 exits the exchanger 14, circulates through the bypass branch 25 of the cooler 21, and then enters the functional module 60 through the connection terminal 61. The heat transfer fluid circulates through valve 42, which is supported by functional module 60, and then through internal pipe 44, which connects the cooling loop L2 to the heating coil loop L4. After circulating through the heating coil loop L4, the heat transfer fluid flows through internal pipe 45, forming a return branch from loop L4 to loop L2, and then through pump 20, which is supported by functional module 60, to be directed back to evaporator 14. The heat transfer fluid does not circulate through cooler 21 or through internal pipe 23. Despite the presence of two pumps, 20 and 40, only one can be used. For example, pump 40 is then off. To avoid pressure losses, pump 40 can operate at low power, which advantageously reduces energy consumption for circulating the heat transfer fluid in the chilled loop L2 and the thermal loop L3. To ensure cooling by the chilled loop L1, the refrigerant circulating in the condenser 11 will be cooled by the heat transfer fluid circulating in the radiator 31 of the heated loop L3. The thermal inertia of the electric traction chain components 32 can also to be used to cool the refrigerant circulating in the condenser 11.

[0024] Figure 7 represents another operating mode: Defogging the vehicle windows. This other operating mode corresponds to a fourth configuration C4 of the thermal management device. To eliminate moisture on the inside of the vehicle's windows, which can impair the driver's visibility, the thermal management system 1 cools the air, causing the water vapor in the air to condense and thus dry it. This air is then heated by the heater 91 through which it passes, ensuring that the air destined for the passenger compartment, particularly the windows to be defogged, is warm and dry. However, the cooling of the air destined for the passenger compartment must be limited so that the air can have a high temperature after being heated by the air heater 91. The cooling loop L2 is controlled in order to limit the cooling of the air, the regulating valve 42 circulating part of the heat transfer fluid in the bypass branch 25 of the cooler 21. The L4 thermal loop is autonomous in that it is not connected to the L2 cold loop. Since the heat transfer fluid circulates within the thermal regulation device of the battery 47a, the thermal inertia of the battery is used to dissipate heat from the heat transfer fluid. The flow rate of the pump 40 can be increased compared to an operating mode where loops L2 and L4 are connected by a fluid flow. The heat transfer fluid of the hot loop L3 circulates in series in the condenser 11 and the air heater 91; valve 34 connects the inlet port 64a to the outlet port 67a. The electric heating element 92 can be powered to increase the temperature of the air destined for the passenger compartment.

[0025] Fig. 8 represents another mode of operation of the device 1, according to which the refrigerant fluid loop L1 operates in heat pump mode, and the heating of the passenger compartment is achieved by the calories from the electric traction chain 32, and / or the battery 47a, with or without activation of the electric resistors 92. This other mode of operation corresponds to a second configuration C2 of the thermal management device. 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 heat which is then transferred to the air heater 91 through which the air is blown to the passenger compartment. The heat pump mode of the L1 refrigerant loop allows for heat transfer through thermal exchange between the refrigerant and the heat transfer fluid. circulating in the condenser 11. Optionally, the electric resistance 92 is activated in order to increase the calories to be transferred to the air of the passenger compartment. The heat transfer fluid exiting evaporator 14 of loop L1 is at a lower temperature than that of battery 47a, so that heat from the battery is absorbed by the heat transfer fluid to raise its temperature. Valve 42 of the flow control means directs the heat transfer fluid from the cold loop L2 to the thermal loop battery L4 via internal conduit 44, which forms a supply branch to battery 47a. The heat transfer fluid from the cold loop L2 flows through bypass branch 25 and then through battery 47a to increase the temperature of the heat transfer fluid, which then flows through evaporator 14 of the refrigerant loop LL. The heat absorbed by the refrigerant loop L1 is subsequently transferred to the passenger compartment air by heat exchange between the heat transfer fluid and the refrigerant at the condenser 11. For example, the heat absorbed by the heat transfer fluid passing through the battery 47a is around 10°C, and the heat recovered in the evaporator by the refrigerant is around 5°C. The temperature of the refrigerant at the outlet of the compressor 10 is around 60 to 90°C, depending on the compressor's power. The heat transfer fluid in the hot loop L3 will exchange heat with the condenser to reach a temperature between 50 and 80°C, so that the air destined for the passenger compartment can be around 30°C at the outlet of the air heater 91, thus maintaining a passenger compartment temperature of around 20°C.

[0026] Fig. 9 represents the operating mode of the type "Heating of the passenger compartment by calories from the electric traction chain 32, with or without activation of the electric resistances 92, without activation of the refrigerant fluid loop LL This other operating mode corresponds to a third configuration C3 of the thermal management device. To achieve this, the heat transfer fluid in 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.

[0027] 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 series with the condenser 11, and not in parallel 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. According to another embodiment of the thermal management device, a valve can be positioned at the level of the internal pipe 24 forming the closed recirculation pipe when the thermal management device is in heat pump mode, the pump 40 being able to be stopped.

Claims

Demands

1. A thermal management device (1) for a vehicle, in particular an electric vehicle comprising at least one powertrain component and a vehicle passenger compartment to be thermally regulated, the thermal management device comprising 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), characterized in that the device comprises a functional module (60) on which are arranged at least one pump (20, 40), in particular an electric pump, a flow control means (42; 34), and / or at least one degassing vessel (22, 33), and in which are provided internal conduits and fluid connection terminals (61, 62, 63, 70, 71, 72) to elements external to the functional module (60) in order to form the cold loop (L2) and / or a battery thermal loop (L4).

2. Thermal management device according to claim 1, characterized in that the cold loop (L2) comprises an external portion (L2A) and an internal portion (L2B) disposed in said functional module (60), the external portion (L2A) being connected to the internal portion (L2B) via the fluidic connection terminals (61, 62, 63), the fluidic connection of the external and internal portions (L2A, L2B) being achieved by said flow control means (42).

3. Thermal management device according to the preceding claim, characterized in that the internal portion (L2B) of the cold loop (L2) comprises a flow control means (42) and / or internal conduits (23, 44, 45) and / or a pump (20) and / or a degassing vessel (22), said flow control means (42) being capable of regulating the heat transfer fluid circulating from the cold loop (L2) to the thermal loop battery (L4) of the battery.

4. Thermal management device according to the preceding claim, characterized in that the flow control means (42) comprises a channel (61a) connected to a connection terminal (61) to a bypass branch (25) of the external portion (L2A) of the cold loop (L2), and / or a channel (62a) connected to a terminal of connection (62) to a branch including the air cooler (21) of the cold loop (L2), and / or a way, (44a) connected to an internal line (44) connecting to the thermal loop battery (L4), and / or a way (23a) connected to an internal line (23) including the pump (20).

5. Thermal management device according to any one of the preceding claims, characterized in that a battery (47a) is thermally connected to at least one cooling plate fluidically connected to fluidic connection terminals (70, 71) in order to create the thermal battery loop (L4) including in particular internal conduits (24, 55, 56) and / or a pump (40) and / or a degassing vessel (33).

6. Device according to the preceding claim, characterized in that the functional module (60) is connected to a control unit (50) connected to a temperature measurement means (55) and / or to at least one of the pumps (20, 30, 40) and / or to the flow control means (42; 34) in order to sequentially control the circulation of the fluid according to: - a first configuration (C1) intended for cooling the passenger compartment and / or cooling the battery (47a), in particular during a phase of charging the battery, - a second configuration (C2) intended for heating the passenger compartment by operating the refrigerant loop (L1) in heat pump mode, - a third configuration (C3) intended for heating the passenger compartment solely by supplying heat from an electric resistance, and - a fourth configuration (C4) intended for demisting a glazing element of the vehicle.

7. Device according to claims 3 and 4, characterized in that the functional module (60) comprises first and second degassing jars (22, 33) arranged respectively upstream of a first and a second pump (20, 40) in order to compensate for the variation in volume of the heat transfer fluid circulating in the cold and thermal regulation loops (L2, L4) of the battery (47a).

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

9. Device according to any one of the preceding claims, characterized in that it comprises a means for controlling the flow (42) of the heat transfer fluid circulating from the cold loop (L2) to the thermal loop battery (L4) of the battery (47a).

10. Device according to the preceding claim, characterized in that the battery (47a) is directly traversed by the heat transfer fluid circulating through the battery thermal loop (L4) and / or the cold loop (L2).

11. Device according to any one of claims 1 to 10, characterized in that the functional module (60) is in thermal relationship with the refrigerant loop (L1), in particular by: - ​​a connection terminal (62) fluidically connected to a supply branch (26) of the cold loop (L2) containing the cooler (21) thermally connected to the evaporator (14) of the refrigerant loop (L1), in particular to an outlet flange (E) of the evaporator (14), or - another connection terminal (61) fluidly connected to the bypass branch (25) of the cooler (21), or - another connection terminal (63) fluidly connected to a return branch (27) thermally connected to the evaporator (14) of the refrigerant loop (L1), in particular to an inlet flange (F) of the evaporator (14).

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

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