Thermal management system for a vehicle with an electric powertrain

Abstract

The invention relates to a thermal management device (1) for a vehicle 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 according to which a centralized functional module (60) comprising a means for generating a hydraulic flow (2), a means for controlling the flow rate (3), a means for compensating for variations in the volume (4) of the fluid circulating through the cold loop (L2) and / or hot loop (L3), at least one hydraulic connection means (5) including in particular internal pipes and fluid connection terminals to elements external to the functional module (60) in order to form the cold loop (L2) and / or the hot loop (L3) and / or a battery thermal loop (L4). The invention also relates to a method of operating the thermal management device as well as to a vehicle comprising such a device.Figure for the abridged version: 1.

Description

Title of the invention: Thermal management device for a vehicle comprising an electric powertrain

[0001] Technical field The invention relates to the field of thermally regulating 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 is a natural substance that could be used as a replacement for refrigerant 1234yf. The use of propane requires a loop operating at a pressure (25 bar) and temperature (100°C) similar to those of a loop using the current 1234yf refrigerant. 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, and evaporator assembly to meet this limit. The heat and cold produced by such a system are transported through heat exchange loops that distribute them to regulate the temperature of the air destined for the passenger compartment and / or the traction battery, and / or the components of the electric powertrain, while the vehicle is driving and / or charging. A propane system includes a single evaporator generating cooling that is transferred to the heat transfer fluid for the purpose of air conditioning the passenger compartment and the battery. Given that the nominal operating temperatures of the passenger compartment and the battery are different, the thermal regulation circuit must include appropriate means of regulation to bring the heat transfer fluid to a temperature between 0°C and 5°C for cooling the air to the passenger compartment, and to a temperature of approximately 18°C ​​for thermal regulation of the battery. It has been observed that the control systems traditionally used are developed specifically for each type of vehicle, resulting in increased development time. Furthermore, it has been noted that these control systems are also subject to the available space within which they are installed, meaning that their integration into the vehicle requires assembly and interconnection time, which negatively impacts the production time of a mass-produced vehicle. There is therefore a need for optimization in order to offer a thermal management system for a vehicle that is compact and capable of regulating the temperature of the heat transfer fluid according to different temperatures depending on the components in heat exchange, while having lower consumption than traditional air conditioning systems offer. Summary of the invention

[0003] The invention relates to a thermal management device for a vehicle, in particular an electric vehicle comprising at least one element of the electric powertrain and a vehicle interior to be thermally regulated, the thermal management device comprises a refrigerant fluid loop connected by a first heat exchanger to a cold loop, the refrigerant fluid loop being further connected by a second heat exchanger to a hot loop.Advantageously, the thermal management system includes a centralized functional module comprising a means for generating a hydraulic flow, a means for controlling the flow rate, a means for compensating for variations in the volume of the fluid circulating through the cold and / or hot loops, and at least one hydraulic connection means including internal pipes and fluid connection terminals to elements external to the functional module in order to form the cold loop and / or the hot loop and / or a thermal coil loop.

[0004] Advantageously, the use of such an architecture of the thermal management device is remarkable in that it is based on a modular approach to the means of thermal regulation, which results in distinct functional blocks which further facilitate the manufacture of the vehicle, in particular with regard to a consequent reduction in the assembly time of said thermal management device on the vehicle. Furthermore, the use of a functional module makes the thermal management system compact, as it aims to replace traditional pipes connecting the various components of the thermal regulation system, such as pumps, control valves, and expansion vessels. Even more advantageously, the modular approach allows for a simplification of the system. of the invention, with a module for the refrigerant loop, and a module for internal loops (internal portions of the cold and hot loops that are in fluidic contact with the refrigerant loop). The functional module is remarkable in that it allows the temperature of the passenger compartment air and / or the battery to be regulated by transferring cooling and / or heating energy from the refrigerant loop and / or the hot loop and / or the cold 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: - said means of generating a hydraulic flow comprising three pumps, in particular three electric pumps; - said flow control means includes three flow control valves, in particular a four-way proportional variable flow valve and / or a four-way shut-off valve and / or a two-way shut-off valve; - said means of compensating for variation in the volume of the heat transfer fluid comprising at least one degassing vessel, in particular two degassing vessels; - the device includes a means of interconnecting the thermal battery and hot loops, said interconnection means including in particular first and second interconnection lines fluidly linking in series the thermal battery loop to the hot loop; - 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 the proportional valve; - 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, said means of controlling the flow being particularly suitable for regulating the flow of heat transfer fluid circulating from the cold loop to the thermal loop of the battery; - the hot 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 the shut-off valve; - the internal portion of the hot loop includes a flow control means and / or internal pipes and / or a pump, said flow control means being particularly capable of regulating the flow of heat transfer fluid circulating from the hot loop to the thermal loop of the battery; - said means of interconnecting the thermal battery and hot loops includes an expansion vessel; - the thermal battery 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 flow rate of heat transfer fluid circulating through the external portion being directly dependent on the pump connected to one of the terminals to which the battery is connected; - 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 connection line to the thermal coil loop, and / or a channel connected to an internal line including the pump; - a coil is thermally connected to at least one cooling plate fluidically connected to fluidic connection terminals in order to create the thermal coil loop including in particular internal lines and / or a pump; - the functional module is connected to a control unit which is connected to at least one means of measuring temperature and / or to at least one of the pumps and / or to at least one means of controlling the flow rate in order to control the circulation of the fluid according to different configurations of cooling or heating of the passenger compartment and / or the battery and / or the electric drive chain; - the functional module includes the control unit; - the functional module includes first and second degassing vessels 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, a condenser, an expansion valve, an evaporator taken in that order when the compressor is started up; - the means of controlling the flow rate of the heat transfer fluid circulating from the cold loop to the thermal loop of the battery; - the functional module is in thermal relationship with the refrigerant loop, in particular by: a connection terminal fluidly connected to a supply branch of the cold loop containing the cooler thermally connected to the evaporator of the refrigerant loop, in particular by an outlet flange of the evaporator, or another connection terminal fluidly connected to the bypass branch of the cooler, or another connection terminal fluidly connected to a return branch thermally connected to the evaporator of the refrigerant loop, in particular by an inlet flange of the evaporator.

[0006] The invention also relates to a method of operating the aforementioned thermal management device, the control unit being capable of performing the control of at least one of the pumps and / or at least one means of flow control according to at least one measured temperature, the thermal management device having: - a configuration, in particular a first configuration, intended for cooling the passenger compartment and the battery, particularly during a driving phase of the electric vehicle powered by the battery, the battery being fluidly arranged in series with an air cooler of the cold loop and an evaporator of the refrigerant loop, and / or - another configuration, in particular a second configuration, intended for cooling the passenger compartment and the battery, particularly during a battery charging phase, the battery being fluidically arranged in parallel with an air cooler of the cold loop and an evaporator of the refrigerant loop, and / or - another configuration, in particular a third configuration, intended solely for cooling the battery, especially during a rapid charging phase of the battery, the battery being arranged fluidically in series with the evaporator of the refrigerant loop, and / or - another configuration, in particular a fourth configuration, intended for air cooling of the battery which is fluidly arranged in series with the hot loop radiator, and / or - another configuration, in particular a fifth configuration, intended for heating the battery by the heating element, the battery then being fluidly arranged in series with the passenger compartment heating branch of the hot loop, and / or - another configuration, in particular a sixth configuration, intended for demisting at least one window of the vehicle, by operation independent of the cold, thermal battery and hot loops, without fluid connection between these loops, and / or - another configuration, in particular a seventh configuration, intended for heating the passenger compartment with a refrigerant loop operating in heat pump mode, and / or - another configuration, in particular an eighth configuration, intended for heating the passenger compartment by transferring heat from the electric drive system and possibly from an electric heating element, and / or - another configuration, in particular a ninth configuration, intended for heating the passenger compartment and the battery by transferring calories from the electric drive chain and possibly from an electric heating resistance.

[0007] According to the method of the invention, the flow rate of the heat transfer fluid is reduced when the thermal management device is in the first configuration. According to the process of the invention, the flow rate of heat transfer fluid is increased when the thermal management device is in the second configuration. According to the process of the invention, the flow rate of the heat transfer fluid is nominal when the thermal management device is in one of the third and ninth configurations.

[0008] 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 and / or comprising the hardware and / or software means intended for the implementation of the aforementioned process.

[0009] 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 drive chain 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] schematically represents the different loops of the thermal management device, according to the invention; - [Fig.4] schematically represents a first configuration of the thermal management device intended for cooling the passenger compartment and / or cooling the battery according to a series arrangement of the cooling means, according to the invention; - [Fig.5] schematically represents a second configuration of the management device in which the means for cooling the passenger compartment and the battery are arranged in parallel, according to the invention; - [Fig.6] schematically represents a third configuration of the management device in which the battery cooling is of the refrigerant fluid type, such that the cooling is carried out by recovery of the cooling from the refrigerant fluid loop, without cooling of the passenger compartment, in particular during a situation of rapid battery charging, according to the invention; - [Fig.7] schematically represents a fourth configuration of the management device in which the battery cooling is of the air type, such that the cooling is carried out by the air passing through the radiator of the hot loop, according to the invention; - Figure 8 schematically represents a fifth configuration of the thermal management system in which the thermal regulation of the battery is achieved by heating through the transfer of calories from a heating element, in particular a temperature-regulated CTP type resistor disposed in the hot loop, according to the invention; - [Fig.9] schematically represents a sixth configuration of the thermal management device by which the windows are defogged according to an isolation of each of the loops of the thermal management device, the air destined for the windows circulating successively through the air cooler of the cold loop and the air heater of the hot loop, according to the invention; - [Fig. 10] schematically represents a seventh configuration of the thermal management device, by which the passenger compartment is heated simultaneously by recovering heat from the electric traction chain and the battery is cooled by the cold loop, according to the invention; - [Fig. 11] schematically represents an eighth configuration of the thermal management device, in which only the passenger compartment is heated by recovering heat from the electric traction chain, according to the invention; - [Fig. 12] schematically represents a ninth configuration of the thermal management device, by which the passenger compartment and the battery are heated simultaneously by recovering heat from the electric traction chain and optionally heat from the electrical resistance of the hot loop, according to the invention.

[0010] Description of the invention Figure 1 represents a vehicle comprising a thermal management device 1 for regulating the temperature of the passenger compartment 80, an electric drivetrain, and a traction battery 47. The thermal management device 1 consists of at least one functional module 60 that cooperates thermally with specific thermal loops, namely a refrigerant loop L1, a cold loop L2, a hot loop L3, and a battery thermal loop L4. The functional module 60 includes actuators forming a means for generating a hydraulic flow 2, a means for controlling the flow 3. The functional module 60 further includes a means for compensating for variation in the volume of the fluid 4, as well as a means for hydraulic connection 5. The functional module 60 of the thermal management device 1 cooperates fluidly with the cold loop L2, the hot loop L3 and the thermal battery loop L4 in order to regulate the flow in flow branches of a heat transfer fluid, constituting all or part of these loops. According to the embodiment shown in [Fig. 1], the traction battery 47 extends under the vehicle floor, partially defining the vehicle's passenger compartment 80. The electric drive system can be housed in a compartment of the vehicle, in particular a front compartment, which can accommodate each of the loops L1, L2, L3, and L4, in whole or in part. Advantageously, each loop can be considered a module. More specifically, the refrigerant loop L1 can be considered a module generating cooling energy, which is then transferred to the cold loop L2 by a heat transfer fluid in heat exchange with an evaporator 14. The heat transfer fluid is used for the thermal regulation of the powertrain 32, the passenger compartment 80, and the battery 47, according to the various possible configurations of the thermal management system 1. In the example described below, the battery 47 is in thermal contact with at least one cold plate 47a inside which the heat transfer fluid circulates. According to an embodiment not shown, the cold plate 47a could be replaced by a heat exchanger between the heat transfer fluid and a dielectric fluid which would be intended to circulate directly through the battery 47, in particular between the cells of the battery 47. In this case, the thermal management device 1 would include a dielectric fluid loop comprising a pump dedicated to regulating the flow rate of the dielectric fluid circulating in the battery 47. The functional module 60 also includes internal connecting conduits linking either these intrinsic components together, or extrinsic components to the functional block 60 by means of said hydraulic connection means 5, preferably fluidic connection flanges.

[0011] Figure 2 represents a functional module 60 which, by virtue of its internal components and conduits, forms an internal portion L2B of the cold loop L2, an internal portion L3B of the hot loop L3, and an internal portion L4B of the thermal loop L4. The functional module 60 is connected to a control unit 50 which is capable of controlling the hydraulic flow generation means 2, which includes pumps 20, 30, and 40, which are, in particular, electric pumps. The control unit 50 is also capable of controlling the flow control means 3, which includes valves 34, 42, and 94. The functional module 60 further includes said means for compensating the volume of the heat transfer fluid, such as an expansion vessel 22 located at an internal portion L2B of the cold loop L2, and an expansion vessel 33 located at an interconnecting branch 95 linking the cold loop L2 and the hot loop L3. Said flow control means 3 includes a proportional valve 42 having two inlet ports 61a, 62a and two outlet ports 23a, 44a. The inlet ports are respectively connected to connection terminals 61, 62 allowing fluid communication with the external portion L2A of the cold loop. The outlet port 23a is connected to a connection terminal 63 by an internal conduit 23 comprising an expansion vessel 22 and an electric pump 20 arranged in that order according to the direction of fluid flow. The internal line 23 further includes a hydraulic connection to an internal return line 45 from the internal portion L4B of the thermal loop battery L4. The hydraulic connection between the internal line 23 and the internal return line 45 is located upstream of the expansion vessel 22, according to the direction of fluid flow. The outlet 44a is connected to an internal supply line 44 in order to connect the internal portion L2B of the cold loop L2 to the internal portion L4B of the thermal loop battery L4. The flow control means 3 comprises a two-way shut-off valve 94 with ports 24a and 28a connected respectively to internal lines 24 and 28 of the internal portion L4B of the battery loop. The internal line 24 is connected to the pump 40 by an internal line 55 connected to an interconnection point with the supply line 44 and the internal line 24. The internal line 28 is connected to the connection terminal 70 with the external portion L4A of the battery heating loop L4 by an internal line 56 connected to an interconnection point with the return internal line 45, the internal line 25, and a first interconnection line 93 to the hot loop L3, more particularly to its internal portion L3B. Pump 40 is intended to generate a flow of heat transfer fluid in the heat exchange plate 47a which is connected to the internal portion L4B of the thermal loop battery L4 by the connection terminals 70 and 71.The thermal plate 47a is in thermal relationship with the battery 47, and forms the external portion L4A of the battery thermal loop L4. The inlet of the pump 40 of the battery thermal loop L4 is connected to a second interconnection line 95 to the hot loop L3 on which an expansion vessel 33 is located. As will be described in more detail later, the pump 40 is capable of supplying the first and second interconnection lines 93, 95 depending on the state of the flow control means 3, in particular the shut-off valve 34 which will be described below. Depending on the state of the shut-off valve 94, the internal pipes 24, 28 form a bypass branch of the internal pipe 23 so that all or part of the heat transfer fluid circulating in the cold loop L2 is able to circulate in the thermal battery loop L4, or even simultaneously in the thermal battery loop L4 and the hot loop L3 then arranged according to a parallel connection. The shut-off valve 34 has two inlet ports 64a and 93a and two outlet ports 67a and 69a. The inlet ports 64a and 93a are connected, respectively, to a connection terminal 64 by an internal conduit 36a, and to the first interconnection line 93, which is preferably an internal conduit. The outlet ports 67a and 69a are connected to an external portion L3A of the hot loop L3.

[0012] Figure 3 shows the elements of the cold, hot, and thermal battery loops that are connected to the functional module 60. The output channel 67a is connected to a branch The passenger compartment heating system 38 comprises a heater 91, and in particular a heating element 92 arranged fluidically upstream of the heater 91, which is intended to allow air to pass through it for the passenger compartment. The outlet 69a is connected to a cooling branch 37 comprising a radiator 31, which is intended to allow air to pass through it for cooling the heat transfer fluid. The heater 91 is connected to the internal portion L3B by a connecting flange 66. The radiator 31 is connected to the internal portion L3B by a connecting flange 68. The connecting flanges 66 and 68 are connected to the inlet of the pump 30 of the functional module 60. The connecting flanges 66 and 68 are connected to the second interconnection line 95. The outlet of the pump 30 is connected to a connecting flange 65 by an internal conduit 38a. Flanges 64 to 69 are suitable for achieving fluidic communication between the internal portion L3B and the external portion L3A of the hot loop L3. The external portion L3A is thermally connected on one side to the refrigerant loop L1, more specifically to the condenser 11, and to the electric traction chain 32 arranged in parallel with the condenser 11. The connection terminal 64 is connected both to a line 37a carrying the electric traction chain 32 and to a line 36 which is connected to the condenser 11. The connection terminal 65 is connected both to a line 37a carrying the electric traction chain 32 and to a line 37 which is connected to the condenser 11. The external lines 36 and 37 are connected respectively to the outlet G and the inlet H of the condenser 11 such that the heat transfer fluid exiting the internal portion L3B of the hot loop L3 is able to circulate simultaneously in the traction chain 31 and the condenser 11. The external portion L2A comprises a supply branch 26 and a return branch 27, which are respectively connected to an evaporator 14 of the refrigerant loop L1 by an inlet F and an outlet E. The supply branch 26 includes a cooler 21 in which the heat transfer fluid cooled by the evaporator 14 of the refrigerant loop L1 is suitable for cooling the air destined for the passenger compartment. The outlet of the cooler 21 is connected to the internal portion L2B of the functional module 60 by the connecting flange 62. The cooling loop L2 includes a bypass branch 25 of the cooler 21, this branch being connected to the internal portion L2B of the functional module 60 by the connecting flange 61. The refrigerant loop L1 is designed for propane circulation, which requires that the refrigerant loop be contained within a hermetically sealed enclosure. The refrigerant loop L1 is a refrigerant unit designed for heat exchange with the hot loop L3 to cool the propane circulating in the condenser 11, and for heat exchange with a cold loop L2 to heat the propane circulating in the evaporator 14. The thermal management device 1 thus comprises a single compact unit including the refrigerant loop L1, which is connected to the cold loop L2 and hot loop L3 of a heat transfer fluid intended for the thermal regulation of the vehicle's passenger compartment 80, the electric traction chain 32 and / or the battery 47. The refrigerant loop Ll can also be described as a phase-change fluid loop (liquid-to-gaseous), distinguished by its use of propane. The propane loop is housed within a hermetically sealed enclosure, meaning it is airtight to prevent any propane leaks from escaping into the surrounding air. 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 loop Ll includes the electric or mechanical compressor 10, the condenser 11, the tank 12, the expansion valve 13, the evaporator 14 taken in that order. The refrigerant partially fills the loop Ll, leaving a precise volume of vacuum for the development of boiling and condensation of the refrigerant fluid. During operation of the refrigerant loop, the refrigerant, in its liquid state, circulates through the expansion valve 13 at high pressure. Its pressure then drops due to the expansion valve 13. It continues its circulation within the loop L1, immediately entering the evaporator 14, where, absorbing heat from the fluid to be cooled—namely, the heat transfer fluid of 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 14 is measured to control 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 raises 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 hot loop L3. The heat transfer fluid circulating through the cold loop L2 and / or the hot loop L3 can be water, in particular glycol water. Condenser 11 is a hot source in that it aims to heat the heat transfer fluid circulating in the hot 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. The L2 cooling loop is in direct heat exchange with the evaporator 14 of module 1. The temperature Tl of the L2 cooling loop is between 0 and 5°C, making it the coldest loop in the thermal management system. Advantageously, the L2 cooling loop cools the passenger compartment by blowing air through the cooler 21. The different operating modes of the thermal management device 1 will now be detailed in relation to figures 4 to 12, 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, 42, 94.

[0013] Figure 4 represents a first operating mode of the device Thermal management 1: simultaneous cooling of the passenger compartment and the battery. This first operating mode corresponds to a first configuration Cl of the thermal management system. Pump 20 is controlled by a control unit 50 to ensure sufficient flow rate Q2 in the supply branch 26 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. Valve 42 is controlled so that the heat transfer fluid circulates between the inlet port 62a and the outlet ports 23a and 44a in such a way that the fluid flow rate and temperature T4 at the cold plate 47a are higher than the temperature Tl of the heat transfer fluid entering the cooler 21. In this configuration, the battery 47 to be cooled is thermally arranged in series with the air cooler 21 for the passenger compartment. To prevent condensation inside the coil, the coil must maintain a minimum temperature of 18°C. For this purpose, the L4 coil heating loop includes a recirculation branch formed by internal pipes 24 and 28, in which a two-way shut-off valve 94 is located. In this recirculation branch, the flow rate Q4 and / or the temperature T4 of the fluid in the coil 47 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 coil can be between 1000 and 8000 l / h to ensure proper coil 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 plate 47a can be adjusted so that the battery is cooled while maintaining its temperature above or equal to a limit value of around 18°C. The battery thermal loop L4 is in fluid connection with the cold loop L2 such that the cooling generated by the refrigerant loop L1 is brought to the cold plate 47a, with a water plate temperature regulated to around a temperature above or equal to 18°C, which is higher than the temperature of the cold loop L2, which is between 0°C and 4°C in order to ensure that the air destined for the passenger compartment is cooled to around 5°C at the outlet of the cooler 21. The hot loop L3 is thermally separated from the cold loop L2. The shut-off valve 34 is configured to thermally connect the traction chain 32 to the radiator 31, so that the traction chain 32 is thermally regulated according to air cooling.

[0014] Figure 5 represents a second operating mode of the thermal management device 1. Figure 5 is a variant of Figure 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 thermal management device 1 is in a second operating configuration C2. 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 respectively through the outlet ports 23a and 44a. The cold plate 47a is fluidically arranged in parallel with the cooler 21, the cooling requirement of the battery 47 or the passenger compartment being higher than that of the operating mode C1 described in relation to Figure 4.In order to increase the transfer of cooling from the refrigerant loop L1 to the cold loop L2, the flow rate Q2 of heat transfer fluid through the evaporator 14 is increased compared to the flow rate Q2 of mode CL. Part of the cooling collected by. The heat transfer fluid in heat exchange with the evaporator ensures the cooling of the air destined for the passenger compartment, the remaining cooling being conveyed to the battery 47. The operating mode according to [Fig.4] remains nevertheless 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's cooling requirements, the total flow Q2 exiting evaporator 14 passes almost entirely through the passenger compartment air cooler 21. A portion of this very low-temperature flow enters the loop L4 via pipe 44, mixing with the heat transfer fluid flow Q4 from the battery 47, which has a temperature close to 18°C. The shut-off valve 94 is in the open position, allowing the heat transfer fluid to circulate through internal conduits 28 and then 24. Controlled by the control unit 50 with a temperature setpoint Tcc, for example 18°C, compared to the measurement by the temperature sensor 51, the valve 42 controls the incoming flow rate 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 coil 47 via the cold plate 47a is significantly higher than that exiting the evaporator 14.The operation of the hot loop L3 is identical to that of [Fig.4].

[0015] Figure 6 represents a third operating mode of the thermal management device 1: cooling of the battery 47 by the heat transfer fluid of the cold loop L2 without the need to cool the passenger compartment by the cooler 21. The thermal management device 1 is in a third operating configuration C3. The cold loop L2 is directly regulated to a warmer temperature, for example, around 18°C, by the evaporator cooling system 14. The heat transfer fluid of the cold loop L2 exits the heat exchanger 14, flows through the bypass branch 25 of the cooler 21, and then enters the functional module 60 via the connection terminal 61. The heat transfer fluid circulates through valve 42 of functional module 60, 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, then through pump 20 of 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 of them can be used. For example, pump 40 can be switched off. To avoid pressure loss, pump 40 can operate at low power, which advantageously reduces energy consumption for circulating the heat transfer fluid in the chilled loop L2 and thermal battery loop L3. To ensure the production of cooling capacity 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 hot 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. The operation of the hot loop L3 is identical to that of [Fig. 4].

[0016] Figure 7 represents a fourth operating mode: battery cooling during a rapid charging phase when there is no need for cabin air conditioning. The thermal management device 1 is in a fourth operating configuration C4, in which the circulation of the heat transfer fluid in the cold loop L2 is stopped due to the pump 20 being stopped. The heat exchange between the hot loop L3 and the refrigerant loop L1 is also stopped, so that the battery 47 is cooled by air. The heat transfer fluid circulating through the cold plate 47a, activated by the pump 40, then passes through the shut-off valve 34 via the interconnecting device 90. The shut-off valve 94 is open so that no fluid flows through the internal conduits 28 and 24.The entire flow of heat transfer fluid passing through the cold plate 47a circulates within the first interconnection line 93 in order to reach the shut-off valve 34 configured according to a fluid connection of the inlet path 93a and the outlet path 69a, the latter being connected to the radiator 31. Due to the connection of the radiator 31 to the second interconnection line 95, the air-cooled heat transfer fluid returns to the pump 40. The compressor 10 of the refrigerant loop L1 is stopped, as is the pump 30 of the hot loop L3, so that the electric drive chain 32 is not thermally regulated by the heat transfer fluid, because the vehicle is stopped, with only a fast charging phase of the battery 47. This cooling method is well suited in a relatively low ambient temperature, below 20-25°C for example when the thermal resistance between the battery and the cooling fluid is relatively low, for example on the order of 1 °C / kW.

[0017] Figure 8 represents a fifth operating mode: heating and preheating of the battery and passenger compartment. The thermal management device 1 is in a fifth operating configuration C5, in which the circulation of the heat transfer fluid in the cold loop L2 is stopped due to the shutdown of pump 20. Similar to the operating mode in Figure 7, the pump 30 of the hot loop is stopped, as is the compressor 10 of the refrigerant loop LL. The heat transfer fluid circulates through the cold plate 47a by The activation of the pump 40 then passes through the shut-off valve 34 via the interconnection device 90. The shut-off valve 94 is open so that no fluid flows through the internal conduits 28 and 24. The entire flow of heat transfer fluid passing through the cold plate 47a flows within the first interconnection line 93 in order to reach the shut-off valve 34 configured according to a fluid connection of the inlet path 93a and the outlet path 67a, the latter being connected to the heating branch 38 which includes the electric resistance 92 and the air heater 91 then arranged in series. Due to the connection of the air heater 91 to the second interconnection line 95, the heat transfer fluid heated by the electric resistance returns to the pump 40 located directly upstream of the cold plate 47a which is in thermal contact with the battery 47 to be heated.By controlling the fan of the ventilation, heating and air conditioning system, the passenger compartment can also be heated by the heat from the electric resistance 92. The preconditioning of the battery 47 and / or the passenger compartment is here controlled by current.

[0018] Figure 9 represents a sixth operating mode: demisting the vehicle windows by drying the air via the cooler, then heating it with the air heater. The thermal management device 1 operates according to a sixth configuration C6, in which the cold loop L2, hot loop L3, and battery heating loop L4 are thermally isolated, such that the heat transfer fluid circulating in one of these loops does not circulate in another. To eliminate moisture on the inside of the vehicle windows, which can impair the driver's visibility, the thermal management device 1 cools the air, causing the water in the air to condense and thus dry it. This air is then heated by the air heater 91 through which it passes, so that the air destined for the passenger compartment, particularly the windows to be demisted, is hot and dry.The cooling of the air destined for the passenger compartment must, however, be limited so that the air can have a high temperature after being heated by the air heater 91. The cooling loop L2 is flow-controlled in order to limit the cooling of the air, the regulating valve 42 circulating a part of the heat transfer fluid in the bypass branch 25 of the cooler 21. According to an alternative embodiment, the regulation is done on the air such that only a part of the air destined for the passenger compartment passes through the cooler 21. The thermal loop for the L4 battery is autonomous in that it is not connected to the cold loop L2. Given that the heat transfer fluid circulates within the thermal regulation device of the battery 47, 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 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. The heat from the electric drive system 32, arranged fluidically in parallel with the condenser 11, is also transferred to the passenger compartment air via the air heater 91, which is fluidically connected to the inlet flange 64. This flange is in fluid communication with the inlet port 64a of the shut-off valve 34, which is connected to the outlet port 67a.

[0019] Figure 10 represents a seventh operating mode: heating the passenger compartment and cooling the battery. The thermal management device 1 is in a seventh operating configuration C7, in which the refrigerant loop L1 operates as a heat pump, and the passenger compartment is heated by heat from the electric drivetrain 32, with or without activation of the electric heating elements 92 for additional heat input. 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 heat pump mode of the refrigerant loop L1 allows heat transfer by heat exchange between the refrigerant and the heat transfer fluid circulating in the condenser 11. Optionally, the electric resistance 92 is activated to increase the heat to be transferred to the air in the passenger compartment. The heat transfer fluid exiting the evaporator 14 of the loop L1 is at a temperature lower than that of the battery 47 so that the calories from the battery are collected by the heat transfer fluid in order to raise the temperature of the refrigerant in the loop LL. The valve 42 of said flow control means guides the heat transfer fluid from the cold loop L2 to the thermal loop battery L4 through the internal conduit 44 forming a supply branch of the cold plate 47a.The heat transfer fluid of the cold loop L2 circulates through the bypass branch 25 and then directly through the cold plate 47a to increase the temperature of the heat transfer fluid, which is subsequently destined to circulate through the evaporator 14 of the refrigerant loop LL. The heat collected by the refrigerant loop L1 is then transferred to the passenger compartment air via heat exchange between the heat transfer fluid and the refrigerant at the condenser 11. The control valve 42 connects the evaporator 14 and the cold plate 47a in series by linking the inlet 61a and outlet 44a. The shut-off valve 94 is open so that no fluid flows through it. pipes 24 and 28. The fluid flow in the cold plate 47a is regulated by pump 20. The shut-off valve 34 allows the heating branch 38 to be connected in series with the assembly consisting of the condenser 11 of the refrigerant loop and the electric drive chain 32 of the hot loop L3. The shut-off valve 34 establishes a fluid connection between the inlet 64a and the outlet 67a, which is in fluid connection with the heating branch 38. For example, the heat absorbed by the heat transfer fluid passing through the cold plate 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.

[0020] Figure 11 represents the operating mode of the type "Passenger compartment heating by heat from the electric traction chain 32, with or without activation of the electric resistors 92, without activation of the refrigerant loop LL". Figure 11 represents an eighth operating mode. The thermal management device 1 is in an eighth operating configuration C8. The cooling loop L2 and the battery heating loop L4 are stopped, meaning that the compressor 10 and the pumps 20 and 40 are off. The heat transfer fluid spheres L2, L3, and L4 are thermally and fluidically insulated from each other. The heat transfer fluid in the heating loop L3 is circulated through at least one component of the electric drive system 32 by the pump 30 to extract heat, which is then transferred to the air heater 91 through which the blown air passes for 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 hot loop L3 of the thermal management device 1 is here identical in its operating configuration to that of the seventh operating configuration C7 previously described.

[0021] Figure 12 represents the operating mode of the type: “Simultaneous heating of the passenger compartment and the battery by the heat generated by the electric drive system 32, with or without activation of the electric resistors 92 without activation of the refrigerant loop L1”. Figure 12 represents a ninth operating mode. The thermal management device 1 is in a ninth operating configuration C9. The cold loop L2 and the refrigerant loop are stopped, meaning that the compressor 10 and the pump 20 are off. The heat transfer fluid spheres L3 and L4 are thermally and fluidly connected. The heat transfer fluid in the hot loop L3 is circulated through at least one component of the electric drivetrain 32 by the pump 30 to extract heat, which is then transferred to the air heater 91 through which the blown air passes for the passenger compartment. The refrigerant loop L1 is not activated, so no heat transfer occurs between the heat transfer fluid and the condenser 11. The thermal loop battery L4 is connected to the hot loop L3 by the fluidic interconnection device 90. The shut-off valve 34 fluidly connects the inlet 64a, connected to the connection terminal 64, and the inlet 93a, connected to the first interconnection line 93, to the heating branch 38. The heat from the traction chain 32 is transferred to the air heater 91 of the heating branch 38, which is fluidly arranged in parallel with the branch of the thermal loop battery L4, in which the cold plate 47a and the active pump 40 are arranged in series. Optionally, the electric resistance 92 is activated to increase the calories to be transferred to the air intended for heating the passenger compartment and to the heat transfer fluid intended for the cold plate 47a for heating the battery 47. The different configurations of the thermal management device 1 are made possible by the control unit 50 which controls the actuators of the functional module 60. The fact of concentrating in a single component all the means of generating a hydraulic flow 2, controlling the flow rate 3, compensating for volume variation 4, and connecting the hydraulic system 5 improves the compactness of the thermal management device 1 as well as the thermal balance due to the reduced loss of cooling and / or heating depending on the operating modes used.

Claims

Demands

1. Thermal management device (1) of a vehicle, in particular an electric vehicle comprising at least one element of the electric powertrain (32, 47) as well as a passenger compartment (80) of the vehicle to be thermally regulated, the thermal management device (1) 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), characterized in that it comprises a centralized functional module (60) comprising a means for generating a hydraulic flow (2), a means for controlling the flow rate (3), a means for compensating for variations in the volume (4) of the fluid circulating through the cold (L2) and / or hot (L3) loops, at least one hydraulic connection means (5) comprising in particular internal conduits (23, 24, 28, 38, 36a, 38a, 44, 45, 55, 56, 93,95) and fluidic connection terminals (61-69, 70, 71) to elements external to the functional module (60) in order to form the cold loop (L2) and / or the hot loop (L3) and / or a thermal battery loop (L4).

2. Thermal management device (1) according to claim 1, characterized in that said hydraulic flow generation means comprising three pumps (20, 30, 40), in particular three electric pumps.

3. Thermal management device (1) according to claim 1 or 2, characterized in that said flow control means (3) comprises three flow control valves (42; 34; 94), in particular a variable flow four-way proportional valve (42) and / or a four-way shut-off valve (34) and / or a two-way shut-off valve (94).

4. Thermal management device (1) according to the preceding claim, characterized in that it comprises a means for interconnecting (90) the thermal battery loop (L4) and hot (L3), said interconnection means comprising in particular first and second interconnection lines (93, 95) fluidly connecting in series the thermal battery loop (L4) to the hot loop (L3).

5. Thermal management device according to any one of claims 1 to 4 in combination with claim 3, 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 the proportional valve (42).

6. 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 an expansion vessel (22), said flow control means (42) being particularly capable of regulating the flow of heat transfer fluid circulating from the cold loop (L2) to the thermal loop battery (L4) of the battery.

7. Thermal management device according to any one of claims 1 to 6 in combination with claim 3, characterized in that the hot loop (L3) comprises an external portion (L3A) and an internal portion (L3B) disposed in said functional module (60), the external portion (L3A) being connected to the internal portion (L2B) via the fluidic connection terminals (64-69), the fluidic connection of the external and internal portions (L3A, L3B) being achieved by the shut-off valve (34).

8. Thermal management device according to the preceding claim, characterized in that the internal portion (L3B) of the hot loop (L3) comprises a flow control means (34) and / or internal conduits (36a, 38, 38a) and / or a pump (30), said flow control means (34) being particularly capable of regulating the flow of heat transfer fluid circulating from the hot loop (L3) to the thermal coil loop (L4) of the coil.

9. Thermal management device according to the preceding claim in combination with claim 4, characterized in that said means for interconnecting (90) the thermal battery (L4) and hot (L3) loops includes an expansion vessel (33).

10. Thermal management device according to any one of claims 1 to 7 in combination with claim 3, characterized in that the battery thermal loop (L4) comprises an external portion (L4A) and an internal portion (L4B) disposed in said functional module (60), the external portion (L4A) being connected to the internal portion (L4B) via the fluidic connection terminals (70, 71), the flow rate of heat transfer fluid circulating through the external portion (L4A) being directly dependent on the pump (40) connected to one of the terminals (70, 71) to which the battery (47) is connected.

11. Device according to the preceding claim, characterized in that the functional module (60) is connected to a control unit (50) which is connected to at least one temperature measurement means (55) and / or to at least one of the pumps (20, 30, 40) and / or to at least one flow control means (34; 42; 94) in order to control the circulation of the fluid according to different cooling or heating configurations of the passenger compartment and / or the battery and / or the electric drive chain.

12. Device according to the preceding claim, characterized in that the functional module (60) comprises the control unit (50).

13. A method of operating the thermal management device according to claim 10 or 11, characterized in that the control unit (50) is capable of controlling at least one of the pumps (20, 30, 40) and / or at least one flow control means (34; 42; 94) according to at least one measured temperature (T5), the thermal management device having: - a configuration, in particular a first configuration (C1), intended for cooling the passenger compartment and the battery (47), in particular during a driving phase of the electric vehicle powered by the battery, the battery (47) being fluidly arranged in series with an air cooler (21) of the cold loop (L2) and an evaporator (14) of the refrigerant loop (L1), and / or - another configuration, in particular a second configuration (C2), intended for cooling the passenger compartment and the battery (47),particularly during a battery charging phase, the battery (47) being fluidly arranged in parallel with an air cooler (21) of the cold loop (L2) and an evaporator (14) of the refrigerant loop (L1), and / or - another configuration, in particular a third configuration (C3), intended solely for cooling the battery (47), particularly during a rapid charging phase of, the battery, the battery (47) being fluidly arranged in series with the evaporator (14) of the refrigerant loop (L1), and / or - another configuration, in particular a fourth configuration (C4), for air cooling of the battery (47) which is fluidly arranged in series with the radiator (31) of the hot loop (L3), and / or - another configuration, in particular a fifth configuration (C5), for heating the battery (47) by the heating element (92), the battery then being fluidly arranged in series with the passenger compartment heating branch of the hot loop (L3), and / or - another configuration, in particular a sixth configuration (C6), for demisting at least one window of the vehicle, by independent operation of the cold (L2), battery thermal (L4) and hot (L3) loops, without fluid connection between these loops, and / or - another configuration, in particular a seventh configuration (C7),intended for heating the passenger compartment with a refrigerant loop operating in heat pump mode, and / or - another configuration, in particular an eighth configuration (C8), intended for heating the passenger compartment by transferring heat from the electric drive system and possibly an electric heating element, and / or - another configuration, in particular a ninth configuration (C9), intended for heating the passenger compartment and the battery by transferring heat from the electric drive system and possibly an electric heating element.

14. Vehicle, in particular of the electric vehicle type, characterized in that it includes the thermal management device (1) according to any one of claims 1 to 12 and / or in that it includes the hardware and / or software means for implementing the method according to claim 13.

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