Thermal conditioning system

Abstract

The invention relates to a thermal conditioning system (100), comprising a refrigerant circuit (10) including: - a main loop (A) comprising successively: - a first compressor (7), - a first heat exchanger (1) thermally coupled with an outside airflow (Fe) to a passenger compartment of a motor vehicle, - a first expansion valve (31), - a second heat exchanger (2) thermally coupled with an inside airflow (Fi) to the passenger compartment, - a first branch (B) comprising successively a second expansion valve (32), a third heat exchanger (3) and a second compressor (8), - a second branch (C) comprising a fourth heat exchanger (4) thermally coupled with the inside airflow (Fi),- a third branch (D) connecting a junction point (15) located on the main loop (A) upstream of the first interchange (1) to a junction point (16) located on the main loop (A) downstream of the second interchange (2). Figure 3,

Description

Title of the invention: Thermal conditioning system technical field

[0001] The present invention relates to the field of thermal conditioning systems. Such systems can, for example, be fitted to motor vehicles. These systems make it possible to regulate the temperature of various vehicle components, such as the passenger compartment or a set of electrical energy storage batteries, in the case of an electric vehicle. Heat exchange is managed primarily by the compression and expansion of a refrigerant circulating in a circuit in which several heat exchangers are arranged. A compressor forces the refrigerant into a high-pressure state and allows the refrigerant to circulate in the circuit. Previous technique

[0002] Chemical refrigerants generally have a high global warming potential (GWP), which is a disadvantage. Carbon dioxide, which by definition has a global warming potential of one, can be used as a refrigerant. To optimize energy efficiency, it is useful to have multiple operating modes available in order to make the best use of the various available heat sources.

[0003] The cooling capacity supplied by the thermal conditioning system is distributed between the passenger compartment and other vehicle components, such as the batteries. In certain operating conditions, such as rapid battery charging, the required cooling capacity may necessitate a refrigerant flow rate exceeding the maximum capacity of a single compressor. Therefore, to provide sufficient cooling capacity, some thermal conditioning systems may include two separate compressors connected to the same refrigerant circuit. Depending on the operating mode and the required cooling capacity, both compressors may operate simultaneously, or only one of the two compressors may be activated.

[0004] Furthermore, it is desirable to have other operating modes besides cooling modes, for example, a mode for heating the batteries. It is also desirable to have modes that provide improved heating of the vehicle's passenger compartment. Summary

[0005] To this end, a thermal conditioning system for motor vehicles is proposed, comprising a refrigerant circuit configured to circulate a refrigerant, the refrigerant circuit comprising: - a main loop comprising successively, according to the direction of refrigerant flow: — a first compressor, — a first heat exchanger thermally coupled with an outside airflow to the passenger compartment of a motor vehicle, — a first regulator, — a second heat exchanger thermally coupled with an airflow from inside the vehicle's passenger compartment, - a first branch connecting a first connection point located on the main loop downstream of the first exchanger and upstream of the first expansion valve to a second connection point located on the main loop downstream of the first compressor and upstream of the first heat exchanger, the first branch successively comprising a second expansion valve, a third heat exchanger and a second compressor, - a second branch connecting a third connection point located on the main loop downstream of the first compressor and upstream of the second connection point to a fourth connection point located on the first branch between the first connection point and the second expansion valve, the second branch comprising a fourth heat exchanger thermally coupled with the indoor airflow, - a third branch connecting a fifth connection point located on the main loop between the third connection point and the first exchanger to a sixth connection point located on the main loop downstream of the second exchanger and upstream of an inlet of the first compressor.

[0006] The proposed architecture for the refrigerant circuit allows for high cooling capacity, thanks to the two compressors, and also enables the heating and cooling of the passenger compartment as well as the heating of other components.

[0007] The features listed in the following paragraphs can be implemented independently of each other or in any technically possible combination:

[0008] The first branch branch includes a third regulator disposed between the first connection point and the fourth connection point

[0009] the third branch of the bypass includes a fourth regulator.

[0010] The fifth connection point can be confused with the second connection point.

[0011] The first exchanger is configured to operate selectively as a refrigerant fluid condenser or as a refrigerant fluid evaporator.

[0012] Alternatively, in the case of a supercritical fluid such as R744, the first exchanger is configured to operate selectively as a gas cooler or as a refrigerant fluid evaporator.

[0013] The first exchanger allows heat to be selectively dissipated into the outside airflow, or heat to be received from the outside airflow.

[0014] The second exchanger is configured to operate as a refrigerant fluid evaporator.

[0015] The second heat exchanger allows the vehicle's passenger compartment to be cooled.

[0016] The third heat exchanger is configured to operate selectively as a refrigerant fluid condenser or as a refrigerant fluid evaporator.

[0017] Alternatively, in the case of a supercritical fluid such as R744, the third exchanger is configured to operate selectively as a gas cooler or as a refrigerant fluid evaporator.

[0018] The fourth exchanger is configured to operate as a refrigerant fluid condenser.

[0019] Alternatively, in the case of a supercritical fluid such as R744, the fourth exchanger is configured to operate as a gas cooler.

[0020] The fourth heat exchanger allows the vehicle's passenger compartment to be heated.

[0021] According to one embodiment, the first heat exchanger is configured to exchange heat with the outside airflow to the vehicle's passenger compartment

[0022] According to one embodiment, the first exchanger is configured to exchange heat with a heat transfer fluid circulating in a closed heat transfer fluid circuit, the heat transfer fluid circuit comprising a heat exchanger configured to exchange heat with the outside airflow to the vehicle's passenger compartment.

[0023] According to one embodiment, the second exchanger is configured to exchange heat with the airflow inside the vehicle's passenger compartment.

[0024] According to one embodiment, the second exchanger is configured to exchange heat with a heat transfer fluid circulating in a closed heat transfer fluid circuit, the heat transfer fluid circuit comprising a heat exchanger configured to exchange heat with the airflow inside the vehicle's passenger compartment.

[0025] According to one aspect of the thermal conditioning system, the third heat exchanger is thermally coupled with a first element of an electric drive chain of a motor vehicle.

[0026] The third heat exchanger allows the first element of the vehicle's electric powertrain to be cooled, or the heat losses of this first element of the powertrain to be recovered.

[0027] According to one embodiment, the third heat exchanger is thermally coupled with the first element of the electric traction chain via a heat transfer fluid circulating in a heat transfer fluid circuit.

[0028] According to one embodiment, the first element of the vehicle's electric drive chain comprises an electrical energy storage battery.

[0029] Alternatively or in addition, the first element of the vehicle's electric drive chain includes an electric vehicle traction motor.

[0030] Alternatively or additionally, the first element of the vehicle's electric drivetrain comprises an electronic control unit for the vehicle's electric traction motor.

[0031] According to another aspect of the thermal conditioning system, the main loop includes a refrigerant fluid accumulation device disposed downstream of the sixth connection point and upstream of an inlet of the first compressor.

[0032] The accumulation device is arranged on the main loop downstream of the eighth connection point.

[0033] According to one embodiment of the thermal conditioning system, the main loop of the refrigerant circuit includes a first internal heat exchanger configured to allow heat exchange between: - the refrigerant circulating downstream of the first connection point and upstream of the first expansion valve and - the refrigerant fluid downstream of the accumulation device and upstream of an inlet of the first compressor.

[0034] The first internal exchanger makes it possible to increase the enthalpy variation of the refrigerant during the thermodynamic cycle, and therefore to increase the thermal power that the thermal conditioning system can provide.

[0035] The first internal exchanger includes a first heat exchange section arranged on the main loop downstream of the first connection point and upstream of the first expansion valve.

[0036] The first internal exchanger includes a second heat exchange section arranged on the main loop downstream of the accumulator and upstream of the inlet of the first compressor.

[0037] The first internal exchanger is configured to allow heat exchange between the refrigerant in the first heat exchange section and the refrigerant in the second heat exchange section.

[0038] The accumulation device is arranged on the main loop upstream of the second heat exchange section of the first internal exchanger.

[0039] According to one embodiment of the thermal conditioning system, the refrigerant circuit includes a second internal heat exchanger configured to allow heat exchange between: - the refrigerant circulating in the main loop between the first heat exchanger and the first connection point, and - the refrigerant circulating in the first bypass branch downstream of the third heat exchanger and upstream of an inlet of the second compressor

[0040] The second internal exchanger makes it possible to further increase the enthalpy variation of the refrigerant during the thermodynamic cycle, and therefore to increase the thermal power that the thermal conditioning system can provide.

[0041] In this embodiment, the second internal exchanger includes a first heat exchange section arranged on the main loop between the first exchanger and the first connection point.

[0042] The second internal exchanger includes a second heat exchange section arranged on the first branch of the bypass downstream of the third exchanger and upstream of an inlet of the second compressor.

[0043] The second internal exchanger is configured to allow heat exchange between the refrigerant in the first heat exchange section and the refrigerant in the second heat exchange section.

[0044] According to another embodiment of the thermal conditioning system, the first bypass branch includes a second internal heat exchanger configured to allow heat exchange between: - the refrigerant circulating between the first connection point and the fourth connection point and - the refrigerant fluid circulating downstream of the third exchanger and upstream of an inlet of the second compressor.

[0045] The second internal exchanger includes a first heat exchange section arranged on the first branch of the bypass between the first connection point and the fourth connection point.

[0046] The first heat exchange section of the second internal heat exchanger is arranged between the third expansion valve and the fourth connection point

[0047] The second heat exchange section is arranged on the first branch of the bypass downstream of the third exchanger and upstream of an inlet of the second compressor.

[0048] According to one embodiment, the thermal conditioning system comprises a fourth branch connecting to a seventh connection point arranged on the main loop downstream of the first connection point and upstream of the first exchanger to an eighth connection point arranged on the main loop downstream of the second exchanger and upstream of an inlet of the first compressor, the fourth branch branch comprising successively a fifth expansion valve and a fifth heat exchanger.

[0049] The fifth exchanger is configured to operate as a refrigerant fluid evaporator.

[0050] According to an example of application of the thermal conditioning system, the fifth heat exchanger is thermally coupled with a second element of an electric drive chain of a motor vehicle.

[0051] The fifth heat exchanger allows the second element of the vehicle's electric powertrain to be cooled, or the heat losses of this second element of the powertrain to be recovered.

[0052] The eighth connection point can be confused with the sixth connection point.

[0053] According to one embodiment, the second element of the vehicle's electric drive chain comprises an electrical energy storage battery.

[0054] Alternatively or in addition, the second element of the vehicle's electric drive chain comprises an electric vehicle traction motor.

[0055] Alternatively or complementaryly, the second element of the vehicle's electric powertrain comprises an electronic control unit for the vehicle's electric traction motor.

[0056] The second element of the vehicle's electric drive chain can be the same as the first element.

[0057] The first heat exchange section of the first internal exchanger is arranged between the first connection point and the seventh connection point.

[0058] The main loop may include a sixth regulator disposed between the third connection point and the second connection point.

[0059] The first branch of the bypass may include a seventh expansion valve disposed downstream of an outlet of the second compressor and upstream of the second connection point.

[0060] The second branch of the bypass may include an eighth expansion valve arranged upstream of the fourth exchanger.

[0061] Alternatively, the fourth regulator can be replaced by a shut-off valve.

[0062] According to one embodiment, the main loop includes a first one-way valve disposed on the main loop between the second heat exchanger and the sixth connection point, the first one-way valve being configured to allow refrigerant fluid to circulate through the first one-way valve only from the second exchanger to the sixth connection point

[0063] The first one-way valve is configured to allow refrigerant flow through the first one-way valve of the second exchanger to the sixth connection point, and is configured to prohibit refrigerant flow through the first one-way valve of the sixth connection point to the second exchanger.

[0064] According to one embodiment, the main loop includes a second one-way valve disposed between the first connection point and the seventh connection point, the second one-way valve being configured to allow refrigerant fluid to circulate through the second one-way valve only from the first connection point to the seventh connection point.

[0065] The second one-way valve is configured to allow refrigerant fluid to circulate through the second one-way valve from the first connection point to the seventh connection point, and is configured to prohibit refrigerant fluid to circulate through the second one-way valve from the seventh connection point to the first connection point.

[0066] According to one embodiment, the second branch branch includes a third one-way valve disposed between the fourth exchanger and the fourth connection point, the third one-way valve being configured to allow refrigerant fluid to circulate through the third one-way valve only from the fourth exchanger to the fourth connection point.

[0067] The third one-way valve is configured to allow refrigerant flow through the third one-way valve from the fourth exchanger to the fourth connection point, and is configured to prohibit refrigerant flow through the third one-way valve from the fourth connection point to the fourth exchanger.

[0068] According to one embodiment, the thermal conditioning system includes a fifth branch connecting a ninth connection point located on the first branch downstream of the third exchanger and upstream of the second compressor to a tenth connection point located on the fourth branch upstream of the fifth expansion valve.

[0069] The tenth connection point can be confused with the seventh connection point.

[0070] The fifth branch may include a fourth one-way valve configured to allow refrigerant fluid circulation through the fourth one-way valve only from the ninth connection point to the tenth connection point.

[0071] The fourth one-way valve is configured to allow refrigerant flow through the fourth one-way valve from the ninth connection point to the tenth connection point, and is configured to prohibit refrigerant flow through the fourth one-way valve from the tenth connection point to the ninth connection point.

[0072] Each of the one-way valves can be a check valve.

[0073] Alternatively, each of the one-way valves can be an electrically operated valve.

[0074] The invention also relates to a method of operating a thermal conditioning system as described above, in a so-called battery cooling mode in which: - an initial flow of refrigerant circulates through the first compressor where it is subjected to high pressure, and then circulates in the main loop, - a second flow of refrigerant circulates in the second compressor where it passes through high pressure, circulates in the first bypass branch and rejoins the first flow of high-pressure refrigerant, The total flow produced circulates through the first heat exchanger where it releases heat, and is divided into: — a third flow circulating in the main loop, and — a fourth flow circulating in the first bypass branch, successively in the third expansion valve, in the second expansion valve where it undergoes expansion and passes to a first pressure lower than the high pressure, in the third heat exchanger where it receives heat, and returns to the second compressor, - the third flow circulates in the fourth branch of the bypass, successively in the fifth expansion valve where it undergoes expansion and passes to a second pressure lower than the high pressure, in the fifth exchanger where it receives heat, and returns to the first compressor.

[0075] According to one example of implementing this operating mode, the second pressure can be a low pressure lower than the high pressure. The first pressure can be an intermediate pressure lower than the high pressure and higher than the low pressure.

[0076] According to another example of implementing this mode of operation, the first pressure can be a low pressure lower than the high pressure. The second pressure can be an intermediate pressure lower than the high pressure and higher than the low pressure.

[0077] According to yet another example of implementation of this mode of operation, the second pressure can be equal to the first pressure.

[0078] In this operating mode: - The first compressor and the second compressor are both active. - The refrigerant flow rate in the second bypass branch is zero. - The refrigerant flow rate in the third branch of the bypass is zero. - The refrigerant flow rate in the fifth branch of the bypass is zero. - The refrigerant flow rate in the portion of the main loop between the seventh connection point and the eighth connection point is zero.

[0079] In this operating mode, the first element of the electric traction chain and the second element are both cooled. The indoor airflow is neither heated nor cooled. All available cooling capacity is allocated to the first and second elements. This operating mode can, for example, correspond to a rapid charging phase of the vehicle's batteries.

[0080] The invention also relates to a method of operating a thermal conditioning system as described above, in a so-called battery cooling and passenger compartment cooling mode in which: - an initial flow of refrigerant circulates through the first compressor where it is subjected to high pressure, and then circulates in the main loop, - a second flow of refrigerant circulates in the second compressor where It passes under high pressure, circulates in the first bypass branch and rejoins the first high-pressure refrigerant flow, The total flow produced circulates through the first heat exchanger where it releases heat, and is divided into: — a third flow circulating in the main loop, and — a fourth flow circulating in the first branch of the bypass, successively in the third regulator, in the second regulator where it undergoes a decompression and passes to a first pressure lower than the high pressure, in the third exchanger where it receives heat, and returns to the second compressor - the third flow is divided into: — a fifth flow circulating in the main loop, successively in the first expansion valve where it undergoes expansion and passes to a second pressure lower than the high pressure, in the second exchanger where it receives heat, and — a sixth flow circulating in the fourth branch of the bypass, successively in the fifth expansion valve where it undergoes expansion and passes to the second pressure, in the fifth exchanger where it receives heat, and joins the fifth flow, the flow formed returns to the first compressor.

[0081] This mode of operation differs from the previous one in that part of the refrigerant fluid also circulates in the second exchanger. The interior airflow is cooled at the second heat exchanger. The vehicle's passenger compartment, the first element of the electric powertrain, and the second element are cooled together.

[0082] The invention also relates to a method of operating a thermal conditioning system as already described, in a so-called cabin heating mode in which: - a flow of refrigerant fluid circulates in the first compressor where it passes to high pressure, and circulates in the second bypass branch, in the fourth exchanger where it gives up heat, in the first bypass branch, in the third expansion valve where it undergoes expansion and passes to a low pressure lower than the high pressure, joins the main loop and circulates in the first exchanger where it receives heat, then circulates in the third bypass branch, joins the main loop, and returns to the first compressor.

[0083] In this operating mode: - The first compressor is active. The second compressor is inactive. - The refrigerant flow rate in the portion of the main loop between the first connection point and the sixth connection point is zero. - The refrigerant flow rate in the portion of the first branch of the bypass between the fourth connection point and the second connection point is zero. - The refrigerant flow rate in the fourth branch of the bypass is zero. - The refrigerant flow rate in the fifth branch of the bypass is zero. - The refrigerant flow rate in the portion of the main loop between the seventh connection point and the eighth connection point is zero.

[0084] In this mode of operation, the indoor airflow is heated, from the power taken from the outdoor airflow at the level of the first exchanger and from the power supplied by the first compressor.

[0085] The invention also relates to a method of operating a thermal conditioning system described above, in a so-called battery heating mode in which: - A flow of refrigerant circulates in the first compressor where it is at high pressure, and then through the second bypass branch, the fourth heat exchanger, the first bypass branch, successively through the second expansion valve, the third heat exchanger where it releases heat, the fifth bypass branch, the fourth bypass branch, and successively through the fifth expansion valve where it undergoes expansion and passes to a lower pressure. at high pressure, in the fifth exchanger where it receives heat, joins the main loop, and returns to the first compressor.

[0086] In this operating mode: - The first compressor is active. The second compressor is inactive. - The refrigerant flow rate in the portion of the main loop between the third connection point and the sixth connection point is zero. - The refrigerant flow rate in the portion of the first branch of the bypass between the first connection point and the fourth connection point is zero. - The refrigerant flow rate in the portion of the first branch of the bypass between the ninth connection point and the second connection point is zero. - The refrigerant flow rate in the portion of the fourth branch of the bypass between the seventh connection point and the tenth connection point is zero. - The refrigerant flow rate in the third branch of the bypass is zero. The flow rate of the indoor air is zero at the fourth heat exchanger. The indoor airflow does not perform any heat exchange.

[0087] - According to one implementation method of the thermal conditioning system, the refrigerant fluid circulates in the second expansion valve without undergoing expansion. - Alternatively, the refrigerant undergoes expansion in the second expansion valve and passes to an intermediate pressure lower than the high pressure. - The first compressor increases the pressure of the low-pressure refrigerant fluid coming from the fifth expansion valve.

[0088] The circulation of the high-pressure (or intermediate-pressure) and high-temperature refrigerant in the third heat exchanger heats the first element. The heat dissipated by the operation of the second element and recovered in the fifth heat exchanger thus contributes to heating the first element.

[0089] The invention also relates to a method of operating a thermal conditioning system as described above, in a mode called battery heating and passenger compartment heating mode in which: - a first flow of refrigerant circulates in the first compressor where it passes through high pressure, and circulates in the second bypass branch, in the fourth exchanger where it releases heat, and divides into: - a second flow circulating in the first branch, successively in the second expansion valve, in the third exchanger where it releases heat, in the fifth branch, in the fourth branch, successively in the fifth expansion valve where it undergoes expansion and passes to a low pressure lower than high pressure, in the fifth exchanger where it receives heat, and - a third flow circulating in the first bypass branch, in the third expansion valve where it undergoes expansion and passes to a low pressure lower than the high pressure, rejoins the main loop and circulates in the first exchanger where it receives heat, then circulates in the third bypass branch, and rejoins the refrigerant fluid from the fifth exchanger, and the total flow formed returns to the first compressor.

[0090] As with the previous operating mode, the circulation in the third exchanger of the high-pressure (or intermediate-pressure) and high-temperature refrigerant fluid makes it possible to heat the first element. In this operating mode, some of the refrigerant evaporates in the fifth heat exchanger and some in the first heat exchanger. The heat extracted from the outside airflow and the energy recovered from the second element of the vehicle's powertrain both contribute to heating the first element of the powertrain.

[0091] The fourth exchanger functions as a refrigerant fluid condenser, or as a gas cooler in the case of a supercritical fluid. At the level of the fourth exchanger, the heat of condensation or cooling of the refrigerant discharged by the first compressor is dissipated in the internal airflow.

[0092] A portion of the refrigerant from the fourth heat exchanger is expanded by the third expansion valve and then evaporates in the first heat exchanger, the heat of vaporization being supplied by the outside airflow. The refrigerant from the first heat exchanger flows through the third bypass branch and rejoins the refrigerant from the fifth heat exchanger.

[0093] In this operating mode: - The first compressor is active. The second compressor is inactive. - The refrigerant flow rate in the portion of the main loop between the third connection point and the second connection point is zero. - The refrigerant flow rate in the portion of the main loop between the first connection point and the eighth connection point is zero. - The refrigerant flow rate in the portion of the first branch of the bypass between the ninth connection point and the second connection point is zero. - The refrigerant flow rate in the portion of the fourth branch of the bypass between the seventh connection point and the tenth connection point is zero. - The refrigerant flow rate in the portion of the fourth branch of the bypass between the seventh connection point and the tenth connection point is zero.

[0094] According to one implementation method of the thermal conditioning system, the refrigerant circulates in the second expansion valve without undergoing expansion. Alternatively, the refrigerant undergoes expansion in the second expansion valve and passes to an intermediate pressure lower than the high pressure. The first compressor increases the pressure of the low-pressure refrigerant from the fifth expansion valve.

[0095] The invention also relates to a method of operating a thermal conditioning system described above, in a mode called passenger compartment heating and defrosting mode in which: - an initial flow of refrigerant circulates in the first compressor where it passes under high pressure, - a second flow of refrigerant circulates in the second compressor where it passes under high pressure, The first flow of refrigerant is divided into: — a third flow circulating in the main loop and joining the second flow from the second compressor, the total flow formed circulating in the first heat exchanger where it releases heat, and — a fourth flow circulating in the second bypass branch, successively in the eighth expansion valve, in the fourth exchanger where it releases heat, the refrigerant flow from the first exchanger is divided into: — a fifth flow circulating in the first bypass branch, in the third expansion valve, and joining the refrigerant flow coming from the fourth exchanger, The resulting flow circulates successively through the second expansion valve where it passes through a low pressure lower than the high pressure, through the third heat exchanger where it receives heat, and back to the second compressor. And — a sixth flow circulating in the main loop, then in the fourth branch of the bypass, successively in the fifth expansion valve where it passes at low pressure, in the fifth exchanger where it receives heat, and returning to the first compressor.

[0096] In this operating mode, the interior airflow is heated at the fourth heat exchanger, and energy is recovered at the third and fifth heat exchangers. In addition, a portion of the high-pressure, high-temperature refrigerant circulates in the first heat exchanger, which allows for defrosting This heat exchanger defrosts very quickly, especially if ice has previously accumulated on its surface. The first heat exchanger can then be defrosted without interrupting the heating of the passenger compartment.

[0097] In this operating mode: - The first compressor and the second compressor are both active. - The refrigerant flow rate in the portion of the main loop between the seventh connection point and the eighth connection point is zero. - The refrigerant flow rate in the third branch of the bypass is zero. - The refrigerant flow rate in the fifth branch of the bypass is zero. Brief description of the drawings

[0098] Other features, details and advantages will become apparent upon reading the detailed description below, and upon analysis of the accompanying drawings, on which:

[0099] [Fig-1] is a schematic view of a thermal conditioning system according to a first embodiment of the invention,

[0100] [Fig.2] is a schematic view of a thermal conditioning system according to a second embodiment of the invention,

[0101] [Fig.3] is a schematic view of a thermal conditioning system according to a third embodiment of the invention,

[0102] [Fig.4] is a schematic view of a thermal conditioning system according to a variant of the third embodiment,

[0103] [Fig.5] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a first mode of operation, called battery cooling mode,

[0104] [Fig.6] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a second mode of operation, known as battery cooling and passenger compartment cooling,

[0105] [Fig.7] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a third mode of operation, called cabin heating mode,

[0106] [Fig.8] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a fourth mode of operation, called battery heating mode,

[0107] [Fig.9] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a fifth mode of operation, called battery heating and passenger compartment heating mode,

[0108] [Fig. 10] is a schematic view of the thermal conditioning system of the [Fig.3], operating according to a sixth mode of operation, called passenger compartment heating and defrosting mode. Description of the implementation methods

[0109] To facilitate reading the figures, the different elements are not necessarily drawn to scale. In these figures, identical elements bear the same reference numerals. Certain elements or parameters may be indexed, that is, designated, for example, as first element or second element, or first parameter and second parameter, etc. This indexing aims to differentiate similar, but not identical, elements or parameters. This indexing does not imply any priority of one element or parameter over another, and the designations may be interchanged.

[0110] In the following description, the expression "a first element upstream of a second element" means that the first element is placed before the second element with respect to the direction of flow, or path, of a fluid. Similarly, the term "a first element downstream of a second element" means that the first element is placed after the second element with respect to the direction of flow, or path, of the fluid in question. In the case of the refrigerant circuit, the term "a first element is upstream of a second element" means that the refrigerant flows successively through the first element, then the second element, without passing through a compressor. In other words, the refrigerant exits a compressor, possibly passes through one or more elements, then passes through the first element, then the second element, and then returns to a compressor, possibly after passing through other elements.

[0111] The expression "a second element is placed between a first element and a third element" means that the shortest path to go from the first element to the third element or from the third element to the first element passes through the second element.

[0112] When it is specified that a subsystem includes a given element, this does not exclude the presence of other elements in that subsystem.

[0113] The thermal conditioning system 100 that will be described includes an electronic control unit, not shown, which receives information from various sensors measuring, in particular, the characteristics of the refrigerant at various points in the circuit. The electronic control unit also receives instructions from the vehicle occupants, such as the desired temperature inside the passenger compartment. The electronic control unit can also receive instructions from other electronic subsystems, such as the system of management of electrical energy storage batteries. The electronic control unit implements control laws enabling the control of the various actuators, in order to ensure the control of the thermal conditioning system 100 so as to ensure the received instructions.

[0114] Compression devices 7, 8, also called compressors, allow a refrigerant to circulate in a refrigerant circulation circuit 10. Each compression device 7, 8 can be an electric compressor, that is, a compressor whose moving parts are driven by an electric motor. The compression devices 7, 8 have a refrigerant suction side, also called the inlet 7a, 8a, and a refrigerant discharge side, also called the outlet 7b, 8b. The internal moving parts of each compressor 7, 8 increase the refrigerant pressure from a low pressure at the inlet 7a, 8a to a higher pressure at the outlet 7b, 8b. After expansion in one or more expansion chambers and circulation in at least part of the circuit, the refrigerant returns to the inlet of the compressors 7, 8 and begins a new thermodynamic cycle.

[0115] The refrigerant circuit 10 forms a closed circuit in which the refrigerant can circulate. The refrigerant circuit 10 is leak-proof when it is in its nominal operating condition, i.e., without any faults or leaks. Each connection point of the circuit 10 allows the refrigerant to flow into one or the other of the circuit sections that converge at that connection point. The distribution of the refrigerant between the circuit sections that converge at a connection point is achieved by opening or closing the shut-off valves, check valves, or expansion devices included on each of these sections. In other words, each connection point is a means of redirecting the refrigerant arriving at that connection point.Various shut-off valves and check valves thus allow the refrigerant to be selectively directed into the different branches of the refrigerant circuit, in order to ensure different operating modes, as will be described later. In the figures, which are schematic, each connection point is represented by a disk with a diameter greater than the thickness of the lines representing the different sections of the circuit. The curved, semi-circular lines schematically represent an intersection of lines representing two different circuit portions, without there being a fluidic connection between these portions.

[0116] The refrigerant used by the refrigerant circuit 10 is a natural refrigerant, such as R744. R290 can also be used. It is also possible to use a chemical refrigerant, such as R1234yf or R134a.

[0117] Each refrigerant expansion device, also called an expansion valve, can be an electronic expansion valve. In an electronic expansion valve, the passage area through which the refrigerant passes can be continuously adjusted between a closed position and a maximum open position. To achieve this, an electronic control module for the expansion valve drives an electric motor that moves a movable shutter, thus controlling the passage area available to the refrigerant.

[0118] Interior airflow means airflow directed towards the passenger compartment of the motor vehicle. Interior airflow may circulate within a heating, ventilation and / or air conditioning system, frequently referred to by the English term "HVAC", for "Heating, Ventilating and Air Conditioning". This installation has not been shown in the various figures. A motor-fan unit, not shown, is installed in the heating, ventilation and / or air conditioning system to increase the flow rate of the indoor air supplied by this system if necessary.

[0119] The term "external airflow Fe" refers to an airflow that is not directed towards the vehicle's passenger compartment. In other words, this airflow Fe remains outside the vehicle's passenger compartment. Another motor-fan assembly, also not shown, can be activated to increase the flow rate of the external airflow Fe if necessary. The airflow provided by each of the motor-fan groups can be adjusted in real time according to the heat exchange requirements, for example by the electronic control unit of the thermal conditioning system 100.

[0120] The term "first exchanger" is equivalent to the term "first heat exchanger". Similarly, the term "internal exchanger" is equivalent to the term "internal heat exchanger". The term "storage device" is equivalent to the term "refrigerant storage device".

[0121] The heat transfer fluid circuit(s) also form one or more closed and sealed circuits in which a heat transfer fluid can circulate.

[0122] Figure [Fig.1] shows a thermal conditioning system 100 for a motor vehicle, according to a first embodiment. The thermal conditioning system 100 includes a refrigerant fluid circuit 10 configured to circulate a refrigerant fluid. The refrigerant circuit 10 comprises a main loop A including successively, according to the direction of refrigerant flow: - a first compressor 7, - a first heat exchanger 1 thermally coupled with an outside airflow Fe to a passenger compartment of a motor vehicle, - a first expansion valve 31, - a second heat exchanger 2 thermally coupled with an internal airflow Fi to the vehicle's passenger compartment. The refrigerant circuit 10 includes a first branch B connecting: - a first connection point 11 located on the main loop A downstream of the first exchanger 1 and upstream of the first pressure regulator 31 to - a second connection point 12 located on the main loop A downstream of the first compressor 7 and upstream of the first heat exchanger 1. The first branch of the B branch includes successively a second expansion valve 32, a third heat exchanger 3 and a second compressor 8. The refrigerant circuit 10 includes a second branch C connecting: - a third connection point 13 located on the main loop A downstream of the first compressor 7 and upstream of the second connection point 12 - a fourth connection point 14 arranged on the first branch of branch B between the first connection point 11 and the second expansion valve 32. The second branch of branch C includes a fourth heat exchanger 4 thermally coupled with the internal airflow Fi. The refrigerant circuit 10 includes a third branch D connecting: - a fifth connection point 15 located on the main loop A between the third connection point 13 and the first exchanger 1 - a sixth connection point 16 located on the main loop A downstream of the second exchanger 2 and upstream of an inlet 7a of the first compressor 7.

[0123] The proposed architecture for the refrigerant circuit allows for a particularly high cooling capacity, for example on the order of 20 kilowatts (kW) thanks to the two compressors. This architecture also allows for heating or cooling the passenger compartment as well as heating other components.

[0124] The first branch of the bypass B includes a third regulator 33 disposed between the first connection point 11 and the fourth connection point 14.

[0125] As will be detailed later, the refrigerant circulates, in certain operating modes of the thermal conditioning system 100, from the first connection point 11 to the third expansion valve 33. In other operating modes, the refrigerant flows from the third expansion valve 33 to the first connection point 11.

[0126] the third branch of the bypass D includes a fourth regulator 34.

[0127] According to an unrepresented variant, the fourth regulator 34 can be replaced by a shut-off valve.

[0128] The fifth connection point 15 can be confused with the second connection point 12, as is the case in the illustrative figures.

[0129] The first compressor 7 has a refrigerant suction side at a first pressure, also called the inlet 7a of the first compressor 7, and a refrigerant discharge side at a second pressure, also called the outlet 7b of the first compressor 7. The second pressure is higher than the first pressure. Similarly, the second compressor 8 has a refrigerant suction side, also called the inlet 8a of the second compressor 8, and a refrigerant discharge side, also called the outlet 8b of the second compressor 8. The first compressor 7 and the second compressor 8 are arranged on the same refrigerant circuit 10. The first compressor 7 and the second compressor 8 share the same refrigerant. The first compressor 7 and the second compressor 8 can be identical. The first compressor 7 and the second compressor 8 can also have different displacements.

[0130] The first exchanger 1 is configured to operate selectively as a refrigerant fluid condenser or as a refrigerant fluid evaporator.

[0131] Alternatively, in the case of a supercritical fluid such as R744, the first exchanger 1 is configured to operate selectively as a gas cooler or as a refrigerant fluid evaporator.

[0132] The first exchanger 1 allows heat to be selectively dissipated into the outside airflow Fe, or heat to be received from the outside airflow Fe. Indeed, the first exchanger 1 can, depending on the operating mode selected, either receive gaseous refrigerant at high pressure and high temperature, or receive two-phase refrigerant, predominantly in liquid form at low pressure.

[0133] The second exchanger 2 is configured to operate as a refrigerant fluid evaporator. The second heat exchanger 2 cools the vehicle's passenger compartment. This second heat exchanger 2 receives refrigerant, primarily in a low-pressure liquid state. The refrigerant supplying the second heat exchanger 2 is in a two-phase state, meaning a mixture of liquid and vapor. The proportion of liquid in this two-phase mixture can vary depending on the operating conditions.

[0134] The third heat exchanger 3 is configured to operate selectively as a refrigerant fluid condenser or as a refrigerant fluid evaporator.

[0135] Alternatively, in the case of a supercritical fluid such as R744, the third heat exchanger 3 is configured to operate selectively as a gas cooler or as a refrigerant fluid evaporator.

[0136] The fourth exchanger 4 is configured to operate as a refrigerant fluid condenser.

[0137] Alternatively, in the case of a supercritical fluid such as R744, the fourth exchanger 4 is configured to operate as a gas cooler.

[0138] The fourth heat exchanger 4 allows the vehicle's passenger compartment to be heated. Indeed, the fourth exchanger 4 can receive gaseous refrigerant fluid at high pressure and high temperature.

[0139] The thermal coupling between the first exchanger 1 and the first outside air flow Fe can be achieved in different ways.

[0140] According to the embodiments illustrated in particular in figures 1 to 3, the first exchanger 1 is configured to exchange heat with the outside airflow Fe to the passenger compartment of the vehicle.

[0141] The thermal coupling between the first exchanger 1 and the outside air flow Fe is then said to be direct. The first intercooler 1 can, for example, be installed in the front of the vehicle, just behind the grille, so as to directly receive the airflow resulting from the vehicle's forward movement. The first intercooler 1 can also be installed in a wheel arch of the vehicle.

[0142] According to an alternative embodiment illustrated in [Fig.4], the first exchanger 1 is configured to exchange heat with a heat transfer fluid circulating in a closed heat transfer fluid circuit 50, the heat transfer fluid circuit 50 comprising a heat exchanger IA configured to exchange heat with the outside airflow Fe to the vehicle's passenger compartment.

[0143] The thermal coupling between the first exchanger 1 and the outside air flow Fe is then said to be indirect, since it is achieved through the heat transfer fluid of the circuit 50. The heat transfer fluid can be, for example, a mixture of water and glycol. Circuit 50 includes a circulation pump, not shown, which circulates the heat transfer fluid within the circuit. The pump is, for example, an electric pump. The pump can be selectively activated to circulate the heat transfer fluid, or deactivated to interrupt the circulation of the heat transfer fluid.

[0144] Similarly, the thermal coupling between the second exchanger 2 and the first indoor airflow Fi can be achieved in different ways.

[0145] According to embodiments of figures 1 to 3, the second exchanger 2 is configured to exchange heat with the internal airflow Fi to the vehicle's passenger compartment. The thermal coupling between the second exchanger 2 and the indoor airflow Fi is then of the so-called direct type.

[0146] According to an alternative embodiment, illustrated in [Fig.4], the second exchanger 2 is configured to exchange heat with a heat transfer fluid circulating in a closed heat transfer fluid circuit 40, the heat transfer fluid circuit 40 comprising a heat exchanger 2A configured to exchange heat with the interior airflow Fi to the vehicle's passenger compartment.

[0147] The thermal coupling between the second heat exchanger 2 and the internal airflow Fi is then said to be indirect, since it is achieved via a heat transfer fluid. As before, the heat transfer fluid of the circuit 40 can be, for example, a mixture of water and glycol.

[0148] In the case of direct thermal coupling, the second exchanger 2, called the passenger compartment evaporator, is located in the vehicle's heating, ventilation and / or air conditioning system. In the case of indirect thermal coupling, the 2A exchanger, known as the passenger compartment cooling radiator, is located in the heating, ventilation and / or air conditioning system.

[0149] Circuit 40 includes a circulation pump, not shown, for circulating the heat transfer fluid in circuit 40. The pump is, for example, an electric pump, which can be selectively activated or deactivated.

[0150] On the variant of [Fig.4], the first exchanger 1 and the second exchanger 2 both achieve an indirect type of thermal coupling. According to variants not shown, one of these two exchangers can achieve indirect thermal coupling, while the other exchanger achieves direct thermal coupling.

[0151] According to one aspect of the thermal conditioning system 100, the third heat exchanger 3 is thermally coupled with a first element 25 of an electric drive chain of a motor vehicle.

[0152] The third heat exchanger 3 thus makes it possible to cool the first element 25 of the electric traction chain of the vehicle, or to recover the thermal losses generated by the operation of this first element 25 of the traction chain.

[0153] According to the illustrated example, the third heat exchanger 3 is thermally coupled with the first element 25 of the electric traction chain by via a heat transfer fluid circulating in a 30A heat transfer fluid circuit. The 30A circuit includes a circulation pump (not shown). The pump can be selectively activated or deactivated.

[0154] According to one embodiment, the first element 25 of the vehicle's electric drivetrain comprises an electrical energy storage battery. Alternatively, or additionally, the first element 25 of the vehicle's electric drivetrain comprises a vehicle electric traction motor. Alternatively again, or additionally, the first element 25 of the vehicle's electric drivetrain comprises an electronic control unit for the vehicle's electric traction motor.

[0155] The main loop A includes a refrigerant fluid accumulation device 21 disposed downstream of the sixth connection point 16 and upstream of an inlet 7a of the first compressor 7. The accumulation device 21 is designated by the term accumulator.

[0156] According to embodiments of the thermal conditioning system 100 illustrated in particular in Figures 2 and 3, the main loop A of the refrigerant circuit 10 includes a first internal heat exchanger 6 configured to allow heat exchange between: - the refrigerant circulating downstream of the first connection point 11 and upstream of the first expansion valve 31 and - the refrigerant fluid downstream of the accumulation device 21 and upstream of an inlet 7a of the first compressor 7.

[0157] The first internal exchanger 6 makes it possible to increase the enthalpy variation of the refrigerant fluid during the thermodynamic cycle, and therefore to increase the thermal power that the thermal conditioning system 100 can provide.

[0158] The first internal exchanger 6 has a first heat exchange section 6a arranged on the main loop A downstream of the first connection point 11 and upstream of the first expansion valve 31.

[0159] The first internal exchanger 6 has a second heat exchange section 6b arranged on the main loop A downstream of the accumulator 21 and upstream of the inlet 7a of the first compressor 7. The first internal exchanger 6 is configured to allow heat exchange between the refrigerant in the first heat exchange section 6a and the refrigerant in the second heat exchange section 6b.

[0160] The accumulation device 21 is arranged on the main loop A upstream of the second heat exchange section 6b of the first internal exchanger 6.

[0161] The refrigerant circuit 10 may include a second internal exchanger 9,9'.

[0162] According to the second embodiment of the thermal conditioning system 100, illustrated in [Fig. 2], the refrigerant circuit 10 comprises a second internal heat exchanger 9 configured to allow heat exchange between: - the refrigerant circulating in the main loop A between the first heat exchanger 1 and the first connection point 11, and - the refrigerant circulating in the first branch of bypass B downstream of the third exchanger 3 and upstream of an inlet 8a of the second compressor 8.

[0163] The second internal exchanger 9 makes it possible to further increase the enthalpy variation of the refrigerant during the thermodynamic cycle, and therefore to increase the thermal power that the thermal conditioning system 100 can provide.

[0164] In this embodiment, the second internal exchanger 9 comprises a first heat exchange section 9a arranged on the main loop A between the first exchanger 1 and the first connection point 11.

[0165] Circulation between the first interchange 1 and the first connection point 11 means both circulation from the first interchange 1 to the first connection point 11, and circulation in the opposite direction, i.e. from the first connection point 11 to the first interchange 1. Indeed, the direction of flow in the first heat exchange section 9a of the second internal exchanger 9 can depend on the selected operating mode, as will be detailed later.

[0166] The second internal exchanger 9 has a second heat exchange section 9b arranged on the first branch branch B downstream of the third exchanger 3 and upstream of an inlet 8a of the second compressor 8.

[0167] The second internal exchanger 9 is configured to allow heat exchange between the refrigerant in the first heat exchange section 9a and the refrigerant in the second heat exchange section 9b.

[0168] According to the third embodiment of the thermal conditioning system 100, illustrated in [Fig. 3], the first branch B comprises a second internal heat exchanger 9' configured to allow heat exchange between: - the refrigerant circulating between the first connection point 11 and the fourth connection point 14 and - the refrigerant fluid circulating downstream of the third exchanger 3 and upstream of an inlet 8a of the second compressor 8.

[0169] The second internal exchanger 9' has a first heat exchange section 9'a arranged on the first branch branch B between the first connection point 11 and the fourth connection point 14. The first heat exchange section 9'a of the second internal exchanger 9' is arranged between the third expansion valve 33 and the fourth connection point 14.

[0170] The second internal exchanger 9' includes a second heat exchange section 9'b. The second heat exchange section 9'b is arranged on the first branch of bypass B downstream of the third exchanger 3 and upstream of an inlet 8a of the second compressor 8.

[0171] Traffic between the first connection point 11 and the fourth connection point 14 is understood to mean both traffic from the first connection point 11 to the fourth connection point 14, and traffic in the opposite direction, i.e., from the fourth connection point 14 to the first connection point 11 Indeed, as before, the direction of flow in the first heat exchange section 9'a of the second internal exchanger 9' can depend on the selected operating mode.

[0172] In this third embodiment, the arrangement of the second internal exchanger 9' differs from the arrangement of the previous embodiment by the location on the circuit 10 of the first heat exchange section 9'a. The location on circuit 10 of the second heat exchange section 9'b is identical to that of the previous embodiment.

[0173] In the illustrated example, the second internal heat exchanger 9,9' is present when the first internal heat exchanger 6 is present. According to variants not shown, it is possible that the circuit 10 is equipped with only one internal heat exchanger, which can be either internal heat exchanger 6 or internal heat exchanger 9,9'.

[0174] According to the third embodiment, illustrated in [Fig. 3], the thermal conditioning system 100 comprises a fourth branch E. The fourth branch E connects: - a seventh connection point 17 located on the main loop A downstream of the first connection point 11 and upstream of the first interchange 1 at: - an eighth connection point 18 located on the main loop A downstream of the second exchanger 2 and upstream of an inlet 7a of the first compressor 7. The fourth branch E successively comprises a fifth expansion valve 35 and a fifth heat exchanger 5.

[0175] The fifth heat exchanger 5 can receive low-pressure two-phase refrigerant. The fifth heat exchanger 5 is thus configured to operate as a refrigerant evaporator.

[0176] According to the illustrated example of the thermal conditioning system 100, the fifth heat exchanger 5 is thermally coupled with a second element 26 of an electric drive chain of a motor vehicle. The fifth heat exchanger 5 thus makes it possible to cool the second element 26 of the electric traction chain of the vehicle, or to recover the thermal losses of this second element 26 of the traction chain.

[0177] The first heat exchange section 6a of the first internal exchanger 6 is arranged between the first connection point 11 and the seventh connection point 17.

[0178] The eighth connection point 18 can be confused with the sixth connection point 16, as is the case in the illustrated example.

[0179] The accumulation device 21 is disposed on the main loop A downstream of the eighth connection point 18 and downstream of the sixth connection point 16.

[0180] The second element 26 of the vehicle's electric drive chain may include an electrical energy storage battery. Alternatively or in addition, the second element 26 of the vehicle's electric drive chain may include an electric vehicle traction motor. Alternatively or in addition, the second element 26 of the vehicle's electric drive chain may include an electronic control unit for the vehicle's electric traction motor.

[0181] The second element 26 of the vehicle's electric drive chain can be the same as the first element 25. According to a particular application example, the first element 25 can be an electrical energy storage battery and the second element 26 can be an electronic control unit for the vehicle's electric traction motor.

[0182] The presence of the fourth branch E is independent of the presence of the internal exchangers 6 and 9,9'. Thus, according to variants not shown, the circuit 10 may include the fourth branch E but no internal exchanger.

[0183] The main loop A may include a sixth expansion valve 36 disposed between the third connection point 13 and the second connection point 12. Depending on the operating mode selected, the circulation of the refrigerant may be from the third connection point 13 to the second connection point 12, or from the second connection point 12 to the third connection point 13.

[0184] The first branch of the bypass B may include a seventh expansion valve 37 disposed downstream of an outlet 8b of the second compressor 8 and upstream of the second connection point 12.

[0185] The second branch of the bypass C may include an eighth expansion valve 38 arranged upstream of the fourth exchanger 4.

[0186] Each of the regulators 31 to 38 can be an electronic regulator.

[0187] The refrigerant circuit 10 includes a set of one-way valves allowing the selection of the different portions of the circuit 10 in which the refrigerant can circulate, in order to operate the thermal conditioning system according to different operating modes.

[0188] According to the illustrated example, the main loop A includes a first one-way valve 41 disposed on the main loop A between the second heat exchanger 2 and the sixth connection point 16. The first one-way valve 41 is configured to allow refrigerant fluid to circulate through the first one-way valve 41 only from the second heat exchanger 2 to the sixth connection point 16.

[0189] In other words, the first one-way valve 41 is configured to allow refrigerant flow through the first one-way valve 41 from the second exchanger 2 to the sixth connection point 16, and is configured to prohibit refrigerant flow through the first one-way valve 41 from the sixth connection point 16 to the second exchanger 2.

[0190] The main loop A includes a second one-way valve 42 disposed between the first connection point 11 and the seventh connection point 17. The second one-way valve 42 is configured to allow refrigerant fluid to circulate through the second one-way valve 42 only from the first connection point 11 to the seventh connection point 17.

[0191] The second one-way valve 42 is configured to allow refrigerant fluid to circulate through the second one-way valve 46 from the first connection point 11 to the seventh connection point 17, and is configured to prohibit refrigerant fluid to circulate through the second one-way valve 42 from the seventh connection point 17 to the first connection point 11.

[0192] The second branch C includes a third one-way valve 43 disposed between the fourth heat exchanger 4 and the fourth connection point 14. The third one-way valve 43 is configured to allow refrigerant fluid to circulate through the third one-way valve 43 only from the fourth heat exchanger 4 to the fourth connection point 14.

[0193] The third one-way valve 43 is configured to allow refrigerant fluid to circulate through the third one-way valve 43 from the fourth heat exchanger 4 to the fourth connection point 14, and is configured to prohibit the circulation of refrigerant fluid through the third one-way valve 43 from the fourth connection point 14 to the fourth exchanger 4.

[0194] According to the third embodiment and its variant, illustrated in Figures 3 and 4, the thermal conditioning system 100 includes a fifth branch F. The fifth branch F connects a ninth connection point 19 located on the first branch B downstream of the third heat exchanger 3 and upstream of the second compressor 8 to a tenth connection point 20 located on the fourth branch E upstream of the fifth expansion valve 35.

[0195] The tenth connection point 20 can be confused with the seventh connection point 17.

[0196] The fifth branch F includes a fourth one-way valve 44 configured to permit refrigerant fluid circulation through the fourth one-way valve 44 only from the ninth connection point 19 to the tenth connection point 20.

[0197] The fourth one-way valve 44 is configured to permit refrigerant flow through the fourth one-way valve 44 from the ninth connection point 19 to the tenth connection point 20, and is configured to prohibit refrigerant flow through the fourth one-way valve 44 from the tenth connection point 20 to the ninth connection point 19.

[0198] Each of the one-way valves 41,42,43,44 is for example a non-return valve. A non-return valve is a passive device, meaning it does not require electrical control. Alternatively, each of the one-way valves 41, 42, 43, 44 can be an electrically operated valve.

[0199] In [Fig. 3], the fifth branch F has been represented such that the line representing it does not intersect the rectangle representing the first internal heat exchanger 6. This line thus intersects twice the line representing the main loop A between the first connection point 11 and the seventh connection point 17. In order to simplify Figures 4 to 10, the line representing the fifth branch F intersects the rectangle representing the first internal heat exchanger 6, without there being any relationship between the refrigerant in branch F and the refrigerant in the internal heat exchanger 6. The representation in Figures 4 to 10 is equivalent to the representation in [Fig. 3].

[0200] The proposed thermal conditioning system circuit can operate in various modes. Some of these modes will now be described and illustrated in Figures 5 to 10.

[0201] In these figures, the portions of the circuit 10 in which a flow of refrigerant fluid circulates are shown in thick solid lines, while the portions in which the refrigerant fluid does not circulate are shown in thin dashed lines. Different arrows indicate the direction of refrigerant flow in the different portions of circuit 10 which are traversed by a flow of refrigerant.

[0202] In steady state, the time variation of the mass of refrigerant in a heat exchanger is zero. The flow rate of refrigerant downstream of a heat exchanger is therefore equal to the flow rate of refrigerant upstream of that heat exchanger. Similarly, there is no accumulation of refrigerant in an expansion valve, and the flow rate of refrigerant downstream of an expansion valve is equal to the flow rate upstream of that expansion valve.

[0203] Fig. 5 schematically illustrates a method of operation of the thermal conditioning system 100 of Fig. 3, in a so-called battery cooling mode. According to this operating method: - a first flow Qrl of refrigerant fluid circulates in the first compressor 7 where it passes through high pressure, and circulates in the main loop A, - a second flow Qr2 of refrigerant flows into the second compressor 8 where it passes to high pressure, flows into the first bypass branch B and joins the first flow Qrl of high-pressure refrigerant. The total flow rate Qrl+Qr2 circulates in the first exchanger 1 where it releases heat, and is divided into: - a third flow Qr3 circulating in the main loop A, and - a fourth flow Qr4 circulating in the first branch of the bypass B. The fourth flow Qr4 circulates successively in the third expansion valve 33, in the second expansion valve 32 where it undergoes expansion and passes to a first pressure lower than the high pressure, in the third exchanger 3 where it receives heat, and returns to the second compressor 8. The third flow Qr3 circulates in the fourth branch of the bypass E, successively in the fifth expansion valve 35 where it undergoes expansion and passes to a second pressure lower than the high pressure, in the fifth exchanger 5 where it receives heat, and returns to the first compressor 7.

[0204] According to one example of implementing this operating mode, the second pressure can be a low pressure lower than the high pressure. The first pressure can be an intermediate pressure, lower than high pressure and higher than low pressure. In other words, the pressure at the inlet of the second compressor 8 may be greater than the pressure at the inlet of the first compressor 7.

[0205] According to another example of implementing this mode of operation, the first pressure can be a low pressure lower than the high pressure. The second pressure can be an intermediate pressure lower than the high pressure and higher than the low pressure. In other words, the pressure at the inlet of the first compressor 7 can be greater than the pressure at the inlet of the second compressor 8.

[0206] According to yet another example of implementation of this mode of operation, the second pressure can be equal to the first pressure.

[0207] In this operating mode: - The first compressor 7 and the second compressor 8 are both active. - The flow rate of refrigerant fluid in the second branch of the bypass C is zero. Indeed, the eighth regulator 38 is in the closed position. - The refrigerant flow rate in the third branch of the bypass D is zero. Indeed, the fourth regulator 34 is in the closed position. - The refrigerant flow rate in the fifth branch of the bypass F is zero. Indeed, the fourth one-way valve 44 prevents the high-pressure refrigerant at the tenth connection point 20 from flowing to the ninth connection point 19. The refrigerant cannot flow from the ninth connection point 19 to the tenth connection point 20 because the pressure is lower at the ninth connection point 19 than at the tenth connection point 20. - The refrigerant flow rate in the portion of the main loop A between the seventh connection point 17 and the eighth connection point 18 is zero. The first expansion valve 31 is in the closed position.

[0208] In steady state, the third flow rate Qr3 is identical to the first flow rate Qrl, and the fourth flow rate Qr4 is identical to the second flow rate Qr2.

[0209] The first exchanger 1 operates as a refrigerant fluid condenser, or as a gas cooler in the case of a supercritical fluid. The first exchanger 1 provides cooling of the high-pressure refrigerant fluid discharged by the first compressor 7 and the second compressor 8, the heat of condensation or cooling of the gas being dissipated in the outside airflow Fe. The fifth heat exchanger 5 functions as a refrigerant evaporator. The fifth heat exchanger 5 evaporates a portion of the cooled refrigerant. by the first exchanger 1, the heat of vaporization being supplied by the heat transfer fluid of circuit 30B. The third heat exchanger 3 operates as an evaporator. The third heat exchanger 3 evaporates a portion of the refrigerant cooled by the first heat exchanger 1, the heat of vaporization being supplied by the heat transfer fluid of circuit 30A. The second exchanger 2 is thermally inactive, that is to say there is no heat exchange between the refrigerant fluid and the indoor airflow Fi at the level of the second exchanger 2. The fourth exchanger 4 is also thermally inactive, that is to say there is no heat exchange between the refrigerant and the indoor airflow Fi at the level of the fourth exchanger 4. The first internal heat exchanger 6 is thermally active. Indeed, the first heat exchange section 6a and the second heat exchange section 6b are both traversed by refrigerant fluid. The second internal 9' heat exchanger is thermally active.

[0210] The refrigerant flow Qrl discharged by the first compressor 7 and the refrigerant flow Qr2 discharged by the second compressor 8 meet at the second connection point 12, and all of the refrigerant circulates in the first exchanger 1. The flow of refrigerant fluid from the first exchanger 1 divides at the first connection point 11.

[0211] In this operating mode, the first element 25 of the electric traction chain and the second element 26 are both cooled. The indoor airflow Fi is neither heated nor cooled. All available cooling capacity is allocated to the first element 25 and the second element 26. This operating mode can, for example, correspond to a rapid charging phase of the vehicle's batteries.

[0212] Fig. 6 schematically illustrates a method of operation of the thermal conditioning system 100 of Fig. 3, in a so-called battery cooling and passenger compartment cooling mode. In this operating mode: - a first flow Qrl of refrigerant fluid circulates in the first compressor 7 where it passes through high pressure, and circulates in the main loop A, - a second flow Qr2 of refrigerant flows into the second compressor 8 where it passes to high pressure, flows into the first bypass branch B and joins the first flow Qrl of high-pressure refrigerant. The total flow rate Qrl+Qr2 circulates in the first exchanger 1 where it releases heat, and is divided into: - a third flow Qr3 circulating in the main loop A, and - a fourth flow Qr4 circulating in the first branch of the bypass B. The fourth flow Qr4 circulates successively in the third expansion valve 33, in the second expansion valve 32 where it undergoes expansion and passes to a first pressure lower than the high pressure, in the third exchanger 3 where it receives heat, and returns to the second compressor 8. The third flow rate Qr3 is divided into: - a fifth flow Qr5 circulating in the main loop A, successively in the first expansion valve 31 where it undergoes expansion and passes to a second pressure lower than the high pressure, in the second exchanger 2 where it receives heat, and - a sixth flow Qr6 circulating in the fourth branch of bypass E, successively in the fifth expansion valve 35 where it undergoes expansion and passes to the second pressure, in the fifth exchanger 5 where it receives heat, and joins the fifth flow Qr5. The flow Qrl formed returns to the first compressor 7.

[0213] This mode of operation differs from the previous mode in that part of the refrigerant fluid also circulates in the second exchanger 2, which operates as a refrigerant fluid evaporator. The internal airflow Fi is thus cooled at the level of the second exchanger 2. The first expansion valve 31 is in a partially open position, so as to expand the refrigerant circulating in the main loop A downstream of the seventh connection point 17. The vehicle's passenger compartment, the first element 25 of the electric powertrain, and the second element 26 are jointly cooled. The cooling capacity depends on the refrigerant flow rate supplied by each compressor and can reach, for example, 20 kilowatts.

[0214] In steady state, the fourth flow rate Qr4 is equal to the second flow rate Qr2. The flow rate formed by the grouping of the fifth flow rate Qr5 and the sixth flow rate Qr6 is equal to the first flow rate Qrl.

[0215] The refrigerant flow from the first connection point 11 divides at the seventh first connection point 17, and circulates in parallel in the fifth exchanger 5 and in the second exchanger 2. The refrigerant from the fifth exchanger 5 and the refrigerant from the second exchanger 2 join at the eighth connection point 18, and the resulting flow passes through the accumulator 21, the first internal exchanger 6 and joins the inlet 7a of the first compressor 7.

[0216] Figure 7 schematically illustrates an operating method of the thermal conditioning system 100 of Figure 3, in a so-called cabin heating mode. According to this operating mode, a flow Qr of refrigerant circulates in the first compressor 7 where it passes through a high pressure, and circulates in the second branch of bypass C, in the fourth heat exchanger 4 where it releases heat, in the first branch of bypass B, in the third expansion valve 33 where it undergoes expansion and passes through a low pressure lower than the high pressure, joins the main loop A and circulates in the first heat exchanger 1 where it receives heat, then circulates in the third branch of bypass D, joins the main loop A, and returns to the first compressor 7.

[0217] In this operating mode: - The first compressor 7 is active. The second compressor 8 is inactive. - The refrigerant flow rate in the portion of the main loop A between the third connection point 13 and the second connection point 12 is zero. - The refrigerant flow rate in the portion of the main loop A between the first connection point 11 and the sixth connection point 16 is zero. - The refrigerant flow rate in the portion of the first branch B between the fourth connection point 14 and the second connection point 12 is zero. - The refrigerant flow rate in the fourth branch of the bypass E is zero. - The refrigerant flow rate in the fifth branch of the bypass F is zero. - The refrigerant flow rate in the portion of the main loop A between the seventh connection point 17 and the eighth connection point 18 is zero. - For this, the first regulator 31, the second regulator 32, the fifth regulator 35, the sixth regulator 36 and the seventh regulator 37 are in the closed position.

[0218] The refrigerant passes successively through the first compressor 7, the third connection point 13, the eighth expansion valve 38, the fourth exchanger 4, the fourth connection point 14, the third expansion valve 33, the first connection point 11, the first exchanger 1, the fifth connection point 15, the fourth expansion valve 34, the sixth connection point 16, the accumulator 21, the second heat exchange section 6b of the first internal exchanger 6.

[0219] The fourth exchanger 4 operates as a refrigerant fluid condenser, or as a gas cooler in the case of a supercritical fluid. At the level of the fourth exchanger 4, the heat of condensation or cooling of the refrigerant discharged by the first compressor 7 is dissipated in the internal airflow Fi. The second heat exchanger 2 is thermally inactive. The passenger compartment is thus heated. The first exchanger 1 achieves the evaporation of the refrigerant fluid at low pressure, the heat of vaporization being supplied by the outside air flow Fe. In steady state, the flow rate in the first exchanger 1 is the same as the flow rate in the fourth exchanger 4. The third exchanger 3 and the fifth exchanger 5 are both thermally inactive. The first internal heat exchanger 6 is thermally inactive. Indeed, the first heat exchange section 6a is not traversed by any refrigerant fluid. The second internal heat exchanger 9' is thermally inactive. Indeed, the second heat exchange section 9'b is not traversed by any refrigerant. When the first exchanger 1 operates as an evaporator, the direction of circulation of the refrigerant fluid in this exchanger is reversed, compared to the direction of circulation corresponding to operation as a condenser or gas cooler.

[0220] In this mode of operation, the indoor airflow Fi is heated, from the power taken from the outdoor airflow Fe at the level of the first exchanger 1 and from the power supplied by the first compressor 7.

[0221] Fig. 8 schematically illustrates a method of operation of the thermal conditioning system 100 of Fig. 3, in a mode called battery heating mode. In this mode of operation, a flow Qr of refrigerant circulates in the first compressor 7 where it passes to high pressure, and circulates in the second branch of bypass C, in the fourth exchanger 4, in the first branch of bypass B, successively in the second expansion valve 32, in the third exchanger 3 where it gives up heat, in the fifth branch of bypass F, in the fourth branch of bypass E, successively in the fifth expansion valve 35 where it undergoes expansion and passes to a low pressure lower than the high pressure, in the fifth exchanger 5 where it receives heat, joins the main loop A, and returns to the first compressor 7.

[0222] In this operating mode: - The first compressor 7 is active. The second compressor 8 is inactive. - The refrigerant flow rate in the portion of the main loop A between the third connection point 13 and the sixth connection point 16, and including the first connection point 11 and the seventh connection point 17, is zero. - The flow rate of refrigerant fluid in the portion of the first branch of the bypass B between the first connection point 11 and the fourth connection point 14 is zero. - The flow rate of refrigerant fluid in the portion of the first branch of bypass B between the ninth connection point 19 and the second connection point 12 is zero. - The flow rate of refrigerant fluid in the portion of the fourth branch of the bypass E between the seventh connection point 17 and the tenth connection point 20 is zero. - The refrigerant flow rate in the third branch of the bypass D is zero.

[0223] The flow rate of the internal airflow Fi is zero at the level of the fourth exchanger 4. The internal airflow Fi does not perform any heat exchange. For this purpose, a movable flap, not shown, can prevent the internal airflow Fi from circulating over the surface of the fourth exchanger 4.

[0224] The first regulator 31 is in the closed position. Similarly, the third regulator 33, the fourth regulator 34, the sixth regulator 36 and the seventh regulator 37 are in the closed position.

[0225] The refrigerant passes successively through the first compressor 7, the third connection point 13, the eighth expansion valve 38, the fourth exchanger 4, the fourth connection point 14, the second expansion valve 32, the third exchanger 3, the ninth connection point 19, the tenth connection point 20, the fifth exchanger 5, the eighth connection point 18, the accumulator 21, the second heat exchange section 6b of the first internal exchanger 6.

[0226] The third heat exchanger 3 operates as a refrigerant condenser, or as a gas cooler in the case of a supercritical fluid. The fifth heat exchanger 5 operates as an evaporator. The first heat exchanger 1 does not carry a flow of refrigerant and is thermally inactive. Similarly, the second heat exchanger 2 is thermally inactive. The first internal heat exchanger 6 is thermally inactive. Indeed, the first heat exchange section 6a does not carry a flow of refrigerant. The second internal 9' heat exchanger is thermally inactive.

[0227] According to one implementation method of the thermal conditioning system, the refrigerant circulates in the second expansion valve 32 without undergoing expansion. Alternatively, the refrigerant undergoes expansion in the second expansion valve 32 and passes to an intermediate pressure lower than the high pressure. The first compressor 7 increases the pressure of the low-pressure refrigerant fluid coming from the fifth expansion valve 35.

[0228] The circulation in the third exchanger 3 of the high-pressure (or intermediate-pressure) and high-temperature refrigerant fluid allows the first element 25 to be heated. The heat dissipated by the operation of the second element 26 and recovered at the level of the fifth exchanger 5 thus contributes to heating the first element 25.

[0229] The [Fig.9] schematically illustrates a method of operation of the thermal conditioning system 100 of the [Fig.3], in a mode called battery heating and cabin heating mode. According to this operating mode, a first flow Qrl of refrigerant circulates in the first compressor 7 where it passes through high pressure, and circulates in the second bypass branch C, in the fourth exchanger 4 where it releases heat, and divides into: - a second flow Qr2 circulating in the first branch of the bypass B, and - a third flow Qr3 circulating in the first branch of the bypass B. The second flow Qr2 circulates successively in the second expansion valve 32, in the third exchanger 3 where it gives up heat, in the fifth branch F, in the fourth branch E, successively in the fifth expansion valve 35 where it undergoes expansion and passes to a low pressure lower than the high pressure, in the fifth exchanger 5 where it receives heat. The third flow Qr3 circulates in the first branch of bypass B, in the third expansion valve 33 where it undergoes expansion and passes to a lower pressure than the high pressure, joins the main loop A and circulates in the first exchanger 1 where it receives heat, then circulates in the third branch of bypass D, and joins the refrigerant fluid from the fifth exchanger 5. The total flow Qrl formed returns to the first compressor 7.

[0230] As with the previous operating mode, the circulation in the third exchanger 3 of the high-pressure (or intermediate-pressure) and high-temperature refrigerant fluid allows the first element 25 to be heated. In this operating mode, part of the refrigerant evaporates in the fifth exchanger 5 and part evaporates in the first exchanger 1. The heat taken from the outside airflow Fe and the energy recovered from the second element 26 of the vehicle's powertrain both contribute to heating the first element 25 of the powertrain.

[0231] The fourth exchanger 4 operates as a refrigerant fluid condenser, or as a gas cooler in the case of a supercritical fluid. At the level of the fourth exchanger 4, the heat of condensation or cooling of the refrigerant discharged by the first compressor 7 is dissipated in the internal airflow Fi.

[0232] Part of the refrigerant from the fourth heat exchanger 4 is expanded by the third expansion valve 33 and then evaporates in the first heat exchanger 1, the heat of vaporization being supplied by the outside air flow Fe. The refrigerant from from the first exchanger 1 then circulates in the third branch of bypass D, and joins the refrigerant fluid coming from the fifth exchanger 5.

[0233] The fourth connection point 14 is a point of division of the refrigerant flow from the fourth exchanger 4. The eighth connection point 18 is a convergence point of the refrigerant flow from the fifth exchanger 5 and the refrigerant flow from the first exchanger 1 via the fourth expansion valve 34.

[0234] Part of the refrigerant fluid describes the same path as for the battery heating mode. Part of the refrigerant fluid passes successively through the fourth connection point 14, the third expansion valve 33, the first exchanger 1, the fourth expansion valve 34, the sixth connection point 16.

[0235] In this operating mode: - The first compressor 7 is active. The second compressor 8 is inactive. - The refrigerant flow rate in the portion of the main loop A between the third connection point 13 and the second connection point 12 is zero. - The refrigerant flow rate in the portion of the main loop A between the first connection point 11 and the eighth connection point 18, including the seventh connection point 17, is zero. - The flow rate of refrigerant fluid in the portion of the first branch of bypass B between the ninth connection point 19 and the second connection point 12 is zero. - The flow rate of refrigerant fluid in the portion of the fourth branch of the bypass E between the seventh connection point 17 and the tenth connection point 20 is zero.

[0236] The first regulator 31 is in the closed position. Similarly, the sixth regulator 36 and the seventh regulator 37 are in the closed position.

[0237] The second exchanger 2 is thermally inactive. The first internal exchanger 6 and the second internal exchanger 9' are thermally inactive.

[0238] According to one implementation method of the thermal conditioning system, the refrigerant circulates in the second expansion valve 32 without undergoing expansion. Alternatively, the refrigerant undergoes expansion in the second expansion valve 32 and passes to an intermediate pressure lower than the high pressure. The first compressor 7 increases the pressure of the low-pressure refrigerant fluid coming from the fifth expansion valve 35.

[0239] Fig. 10 schematically illustrates a method of operation of the thermal conditioning system 100 of Fig. 3, in a mode called passenger compartment heating and defrosting mode. In this operating mode: - an initial flow Qrl of refrigerant circulates in the first compressor 7 where it passes under high pressure, - a second flow Qr2 of refrigerant fluid circulates in the second compressor 8 where it passes to high pressure. The first refrigerant flow rate, QRL, is divided into: - a third flow Qr3 circulating in the main loop and joining the second flow Qr2 coming from the second compressor 2, the total flow formed circulating in the first exchanger 1 where it releases heat, and - a fourth flow Qr4 circulating in the second branch of bypass C, successively in the eighth expansion valve 38, in the fourth exchanger 4 where it releases heat. The flow of refrigerant fluid from the first exchanger 1 is divided into: - a fifth flow Qr5 circulating in the first branch of bypass B, and - a sixth flow Qr6 circulating in the main loop A. The fifth flow Qr5 circulates in the third expansion valve 33, and joins the flow Qr4 of refrigerant fluid coming from the fourth exchanger 4, the flow formed circulating successively in the second expansion valve 32 where it passes to a low pressure lower than the high pressure, in the third exchanger 3 where it receives heat, and returning to the second compressor 2. The sixth flow Qr6 circulates in the main loop A, then in the fourth branch E, successively in the fifth expansion valve 5 where it passes to low pressure, in the fifth exchanger 5 where it receives heat, and returns to the first compressor 1.

[0240] In this operating mode, the interior airflow Fi is heated at the fourth heat exchanger 4, and energy is recovered at the third heat exchanger 3 and the fifth heat exchanger 5. Furthermore, a portion of the high-pressure, high-temperature refrigerant circulates in the first heat exchanger 1, enabling very rapid defrosting of this exchanger should ice have accumulated on its surface. Defrosting of the first heat exchanger 1 can thus occur without interrupting the heating of the passenger compartment. Passenger thermal comfort is therefore maintained.

[0241] This accumulation of ice can occur in particular after prolonged operation in so-called cabin heating mode, when the outside air temperature is negative or close to 0°C.

[0242] The third connection point 13 is a point of division of the refrigerant flow Qrl coming from the first compressor 7. The second connection point 12 is a convergence point of the refrigerant flow Qr2 from the second compressor 8 and the refrigerant flow Qr3 from the sixth expansion valve 36. The first connection point 11 is a point of division of the refrigerant flow from the first exchanger 1. The fourth connection point 14 is a convergence point of the refrigerant flow Qr4 from the fourth exchanger 4 and the refrigerant flow Qr5 from the third expansion valve 33.

[0243] In this operating mode: - The first compressor 7 and the second compressor 8 are both active. - The refrigerant flow rate in the portion of the main loop A between the seventh connection point 17 and the eighth connection point 18 is zero. - The refrigerant flow rate in the third branch of the bypass D is zero. - The refrigerant flow rate in the fifth branch F is zero. The first expansion valve 31 and the fourth expansion valve 34 are in the closed position.

[0244] The first heat exchanger 1 operates as a refrigerant condenser, or as a gas cooler in the case of a supercritical fluid. A flow of the internal air Fi circulates over the surface of the fourth heat exchanger 4. The fourth exchanger 4 also functions as a refrigerant fluid condenser, or as a gas cooler in the case of a supercritical fluid. The second exchanger 2 does not have a flow of refrigerant fluid through it and is thermally inactive. Both internal exchangers 6, 9' are thermally active.

[0245] In addition to the few modes of operation described, many other modes of operation, not shown, are of course possible.

Claims

1.

2. Demands Thermal conditioning system (100) for a motor vehicle, comprising a refrigerant circuit (10) configured to circulate a refrigerant, the refrigerant circuit (10) comprising: - a main loop (A) comprising successively, according to the direction of refrigerant flow: — a first compressor (7), — a first heat exchanger (1) thermally coupled with an outside airflow (Fe) to a passenger compartment of a motor vehicle, — a first expansion valve (31), — a second heat exchanger (2) thermally coupled with an interior airflow (Fi) to the vehicle's passenger compartment, - a first branch (B) connecting a first connection point (11) located on the main loop (A) downstream of the first exchanger (1) and upstream of the first expansion valve (31) to a second connection point (12) located on the main loop (A) downstream of the first compressor (7) and upstream of the first heat exchanger (1), the first branch (B) comprising successively a second expansion valve (32), a third heat exchanger (3) and a second compressor (8), - a second branch (C) connecting a third connection point (13) located on the main loop (A) downstream of the first compressor (7) and upstream of the second connection point (12) to a fourth connection point (14) located on the first branch (B) between the first connection point (11) and the second expansion valve (32),the second branch (C) comprising a fourth heat exchanger (4) thermally coupled with the indoor airflow (Fi), - a third branch (D) connecting a fifth connection point (15) located on the main loop (A) between the third connection point (13) and the first heat exchanger (1) to a sixth connection point (16) located on the main loop (A) downstream of the second heat exchanger (2) and upstream of an inlet (7a) of the first compressor (7). Thermal conditioning system (100) according to claim 1, wherein the third heat exchanger (3) is coupled thermally with a first element (25) of an electric traction chain of a motor vehicle.

3. Thermal conditioning system (100) according to claim 1 or 2, wherein the main loop (A) includes a refrigerant fluid accumulation device (21) disposed downstream of the sixth connection point (16) and upstream of an inlet (7a) of the first compressor (7).

4. Thermal conditioning system (100) according to the preceding claim, wherein the main loop (A) of the refrigerant circuit (10) includes a first internal exchanger (6) configured to permit heat exchange between: - the refrigerant flowing downstream of the first connection point (11) and upstream of the first expansion valve (31) and - the refrigerant downstream of the storage device (21) and upstream of an inlet (7a) of the first compressor (7).

5. Thermal conditioning system (100) according to any one of claims 1 to 4, wherein the refrigerant circuit (10) includes a second internal exchanger (9) configured to permit heat exchange between: - the refrigerant circulating in the main loop (A) between the first exchanger (1) and the first connection point (11), and - the refrigerant circulating in the first bypass branch (B) downstream of the third exchanger (3) and upstream of an inlet (8a) of the second compressor (8).

6. Thermal conditioning system (100) according to any one of claims 1 to 4, wherein the first branch of the bypass (B) comprises a second internal exchanger (9') configured to permit heat exchange between: - the refrigerant flowing between the first connection point (11) and the fourth connection point (14) and - the refrigerant flowing downstream of the third exchanger (3) and upstream of an inlet (8a) of the second compressor (8).

7. Thermal conditioning system (100) according to any one of the preceding claims, comprising a fourth branch (E) connecting a seventh connection point (17) located on the main loop (A) downstream of the first connection point (11) and upstream of the first heat exchanger (1) to an eighth connection point (18) located on the main loop (A) downstream of the second exchanger (2) and upstream of an inlet (7a) of the first compressor (7), the fourth branch (E) comprising successively a fifth expansion valve (35) and a fifth heat exchanger (5), in which the fifth heat exchanger (5) is thermally coupled with a second element (26) of an electric drive chain of a motor vehicle or with the first element (25) of an electric drive chain of a motor vehicle.

8. Thermal conditioning system (100) according to the preceding claim, comprising a fifth branch (F) connecting a ninth connection point (19) disposed on the first branch (B) downstream of the third exchanger (3) and upstream of the second compressor (8) to a tenth connection point (20) disposed on the fourth branch (E) upstream of the fifth expansion valve (35).

9. A method of operating a thermal conditioning system (100) according to claim 7 or 8, in a so-called battery cooling mode, wherein: - a first flow (Qr1) of refrigerant circulates in the first compressor (7) where it passes through a high pressure, and circulates in the main loop (A), - a second flow (Qr2) of refrigerant circulates in the second compressor (8) where it passes through a high pressure, circulates in the first bypass branch (B) and rejoins the first flow (Qr1) of refrigerant at high pressure, the total flow formed circulates in the first heat exchanger (1) where it releases heat, and divides into: — a third flow (Qr3) circulating in the main loop (A), and — a fourth flow (Qr4) circulating in the first bypass branch (B), successively in the third expansion valve (33),in the second expansion valve (32) where it undergoes expansion and passes to a first pressure lower than the high pressure, in the third exchanger (3) where it receives heat, and returns to the second compressor (8), - the third flow (Qr3) circulates in the fourth bypass branch (E), successively in the fifth expansion valve (35) where it undergoes expansion and passes to a second pressure lower than the, high pressure, in the fifth exchanger (5) where it receives heat, and returns to the first compressor (7).

10. A method of operating a thermal conditioning system (100) according to claim 7 or 8, in a so-called battery cooling and passenger compartment cooling mode in which: - a first flow (Qrl) of refrigerant circulates in the first compressor (7) where it passes through high pressure, and circulates in the main loop (A), - a second flow (Qr2) of refrigerant circulates in the second compressor (8) where it passes through high pressure, circulates in the first bypass branch (B) and rejoins the first flow (Qrl) of refrigerant at high pressure, the total flow formed (Qrl+Qr2) circulates in the first heat exchanger (1) where it releases heat, and is divided into: — a third flow (Qr3) circulating in the main loop (A), and — a fourth flow (Qr4) circulating in the first bypass branch (B), successively in the third expansion valve (33),in the second expansion valve (32) where it undergoes expansion and passes to a first pressure lower than the high pressure, in the third heat exchanger (3) where it receives heat, and returns to the second compressor (8), - the third flow (Qr3) is divided into: — a fifth flow (Qr5) circulating in the main loop (A), successively in the first expansion valve (31) where it undergoes expansion and passes to a second pressure lower than the high pressure, in the second heat exchanger (2) where it receives heat, and — a sixth flow (Qr6) circulating in the fourth bypass branch (E), successively in the fifth expansion valve (35) where it undergoes expansion and passes to the second pressure, in the fifth heat exchanger (5) where it receives heat, and rejoins the fifth flow (Qr5), the resulting flow (Qr1) returns to the first compressor (7).

11. A method of operating a thermal conditioning system (100) according to any one of claims 1 to 8, in a so-called cabin heating mode in which a flow (Qrl) of refrigerant circulates in the first compressor (7) where it is at high pressure, and circulates in the second bypass branch (C), in the fourth heat exchanger (4) where it releases heat, in the first branch of bypass (B), in the third expansion valve (33) where it undergoes expansion and passes to a lower pressure than the high pressure, joins the main loop (A) and circulates in the first exchanger (1) where it receives heat, then circulates in the third branch of bypass (D), joins the main loop (A), and returns to the first compressor (7).

12. A method of operating a thermal conditioning system (100) according to claim 8, in a mode called battery heating mode in which a flow (Qr) of refrigerant fluid circulates in the first compressor (7) where it passes to high pressure, and circulates in the second bypass branch (C), in the fourth exchanger (4), in the first bypass branch (B), successively in the second expansion valve (32), in the third exchanger (3) where it gives up heat, in the fifth bypass branch (F), in the fourth bypass branch (E), successively in the fifth expansion valve (35) where it undergoes expansion and passes to a low pressure lower than the high pressure, in the fifth exchanger (5) where it receives heat, joins the main loop (A), and returns to the first compressor (7).

13. A method of operating a thermal conditioning system (100) according to claim 8, in a mode called battery heating and passenger compartment heating mode, wherein: - a first flow (Qr1) of refrigerant circulates in the first compressor (7) where it passes through a high pressure, and circulates in the second bypass branch (C), in the fourth heat exchanger (4) where it releases heat, and divides into: - a second flow (Qr2) circulating in the first bypass branch (B), successively in the second expansion valve (32), in the third heat exchanger (3) where it releases heat, in the fifth bypass branch (F), in the fourth bypass branch (E), successively in the fifth expansion valve (35) where it undergoes expansion and passes through a low pressure lower than the high pressure, in the fifth heat exchanger (5) where it receives heat, and - a third flow (Qr3) circulating in the first branch of derivation (B),in the third pressure regulator (33) where it undergoes expansion and passes to a low pressure lower than the high pressure, rejoins the main loop (A) and circulates in the first exchanger, (1) where it receives heat, then circulates in the third bypass branch (D), and joins the refrigerant from the fifth exchanger (5), and the total flow (Qrl) formed returns to the first compressor (7).

14. A method of operating a thermal conditioning system (100) according to claim 7 or 8, in a mode called passenger compartment heating and defrosting mode in which: - a first flow (Qrl) of refrigerant circulates in the first compressor (7) where it passes through a high pressure, - a second flow (Qr2) of refrigerant circulates in the second compressor (8) where it passes through a high pressure, the first flow (Qrl) of refrigerant is divided into: — a third flow (Qr3) circulating in the main loop and joining the second flow (Qr2) from the second compressor (2), the total flow formed circulating in the first heat exchanger (1) where it releases heat, and — a fourth flow (Qr4) circulating in the second bypass branch (C), successively in the eighth expansion valve (38), in the fourth heat exchanger (4) where it releases heat,The refrigerant flow from the first heat exchanger (1) is divided into: — a fifth flow (Qr5) circulating in the first bypass branch (B), in the third expansion valve (33), and joining the refrigerant flow from the fourth heat exchanger (4), the resulting flow circulating successively in the second expansion valve (32) where it passes through a low pressure lower than the high pressure, in the third heat exchanger (3) where it receives heat, and returning to the second compressor (2), and — a sixth flow (Qr6) circulating in the main loop (A), then in the fourth bypass branch (E), successively in the fifth expansion valve (5) where it passes through a low pressure, in the fifth heat exchanger (5) where it receives heat, and returning to the first compressor (1).