Thermal energy dissipation device and thermal management system comprising

Abstract

TITLE: Thermal energy dissipation device and thermal management system comprising it. Thermal energy dissipation device (5) for a thermal management system (2) of a motor vehicle (1), comprising a chute (51), configured to allow the circulation of an airflow (EF) and configured to surround a circulation duct (24) for at least one heat transfer fluid of the thermal management system (2), an airflow (EF) supply element (52) and an airflow (EF) discharge element (53). Abstract figure: Figure 1

Description

Title of the invention: Thermal energy dissipation device and thermal management system comprising

[0001] The invention relates to a thermal energy dissipation device for a motor vehicle, in particular a vehicle comprising an electric drivetrain. The invention also relates to a vehicle thermal management system and to a motor vehicle equipped with said device. The invention further relates to a method for thermal management of a motor vehicle.

[0002] One of the main challenges for electric vehicles is to offer users a range, driving radius, and travel time approaching those of internal combustion engine vehicles. Indeed, electric vehicles tend to have a more limited range, particularly for long journeys at high speeds. Since the amount of onboard energy is limited by the size of the battery pack and the energy required to overcome aerodynamic drag increases with the vehicle's longitudinal speed, it is essential to optimize the aerodynamics of an electric vehicle to improve its range, especially at high speeds.

[0003] One drawback of electric drive systems lies in the need for thermal management, particularly cooling, of several components of said drive system. Specifically, the electric drive battery, the electric powertrain, and / or at least one power electronics component may require cooling at some point. Typically, the dissipation of heat emitted by these components is achieved through a cooling system comprising at least one coolant circuit equipped with at least one heat exchanger, also referred to as a radiator, located at the front of the vehicle and configured to facilitate heat exchange between said fluid and an external airflow, specifically to transfer heat from said components to the external airflow.In order to bring the outside airflow to the level of at least one heat exchanger, the vehicle typically includes at least one grille, or grille, equipped with an airflow control device comprising a plurality of movable flaps that can be controlled to ensure a greater or lesser degree of closure or opening of said grille according to the vehicle's thermal management needs.

[0004] However, the opening of the grille and the circulation of outside airflow in the front compartment of the vehicle, particularly in the engine compartment, presents a Adverse impact on the vehicle's aerodynamics. It is known to control the movable flaps of the control system to ensure the grille closes according to the vehicle's longitudinal speed. However, such a principle remains limited by the cooling requirements of the electric drive system.

[0005] The invention falls within this context and aims to provide a heat dissipation device for a vehicle and a thermal management system comprising it, remedying the above drawbacks. In particular, the invention aims to optimize the vehicle's aerodynamic drag coefficient over a wider range of vehicle use, including a wider range of speeds, and thus increase the vehicle's range.

[0006] The invention relates to a thermal energy dissipation device for a thermal management system of a motor vehicle, comprising: - a hollow channel delimiting an internal volume configured to allow the circulation of an airflow and configured to receive a circulation pipe of at least one heat transfer fluid of the thermal management system so as to allow a heat exchange between the airflow and the heat transfer fluid; - an airflow supply device comprising a primary opening and located at the first end of the chute, in fluidic connection with the internal volume; - an airflow evacuation device comprising a secondary opening and disposed at a second end of the chute opposite the first end, in fluidic connection with the internal volume.

[0007] The air supply and / or air discharge member can be attached to and fixed to the chute. The air supply and / or air discharge member can include a connecting portion defining a closed profile, configured to be connected to the chute, and at least two separate nozzles configured to be arranged in fluidic connection with the internal volume of the chute so as to open on either side of at least one fluid conduit.

[0008] The air supply and / or air discharge member may include a proximal flared shape, the widest portion of which is distant from the duct, in particular a NACA air intake. The air supply and / or air discharge member may include a U-shaped or substantially U-shaped profile open on one side.

[0009] The channel may comprise two attached parts assembled to define a closed profile of the channel. At least one of the two parts may comprise a gutter having a U-shaped or substantially U-shaped profile. At least one of the two parts may comprise a means for attaching it to the other part.

[0010] The thermal energy dissipation device may include: - at least one airflow regulation means comprising at least one movable fin, disposed on at least one of the airflow supply element, the duct and / or the airflow discharge element and configured to be moved between a first position, configured to allow airflow through all or part of the dissipation device, and a second position, configured to impede airflow through at least part of the dissipation device; and / or - at least one filter placed on at least one of the airflow supply component or the duct.

[0011] The invention also relates to a thermal management system comprising a dissipation device as defined above and at least one conduit disposed in the internal volume delimited by the hollow chute, said conduit being configured to allow the circulation of a heat transfer fluid.

[0012] The at least one conduit may comprise at least two opposite sides that are planar or substantially planar. The at least one conduit may be made of a metallic material, in particular aluminum.

[0013] The invention also relates to a motor vehicle, in particular with an electric or hybrid motor, comprising at least one thermal management system as defined above.

[0014] The motor vehicle may include a body structure, at least one of which is the chute, the airflow supply element and / or the airflow evacuation element being fixed to the body structure by means of a fixing element.

[0015] The invention also relates to a method for thermal management of a motor vehicle as defined above, said vehicle being equipped with a grille, a device for regulating the airflow through the grille, comprising a plurality of movable flaps, and at least one sensor, configured to measure a temperature of the heat transfer fluid and / or the airflow, the method comprising: - a step of measuring the temperature of the heat transfer fluid and / or the airflow; - a step to determine a thermal management method to be applied; - a step of applying the thermal management mode by adjusting the position of the plurality of flaps of the grid regulation device.

[0016] The motor vehicle may include a primary circuit, configured to allow the circulation of a heat transfer fluid and delimited by at least one pipe, the system further comprising at least one heat dissipation device as defined above.

[0017] Other details, features and advantages will become clearer upon reading the detailed description given below, by way of example and not limitation, in relation to the various embodiments illustrated in the following figures:

[0018] Fig. 1 is a simplified schematic representation of an example embodiment of a vehicle equipped with a thermal energy dissipation device.

[0019] Fig. 2 is a schematic representation of an example embodiment of the vehicle comprising a plurality of thermal energy dissipation devices.

[0020] Fig. 3 is a schematic representation of a power supply element of the thermal energy dissipation device.

[0021] Fig. 4 is a schematic cross-sectional representation of a gutter of the thermal energy dissipation device disposed in the vehicle and housing a pipe.

[0022] Fig. 5 is a schematic perspective representation of the thermal energy dissipation device.

[0023] Fig. 6 is an exploded schematic representation of an example embodiment of the thermal energy dissipation device.

[0024] Fig. 7 is a schematic cross-sectional representation of the gutter of the thermal energy dissipation device housing a conduit.

[0025] Fig. 8 is a schematic cross-sectional representation of a portion of the connection and cannulas of a supply or discharge element of the thermal energy dissipation device.

[0026] Fig. 9 is a schematic representation of the supply or exhaust element of the thermal energy dissipation device.

[0027] The [Fig. 10] is a schematic representation of the supply or exhaust element of the thermal energy dissipation device.

[0028] The [Fig. 11] is a schematic representation of a means of regulating an airflow of the thermal energy dissipation device.

[0029] The [Fig. 12] is a schematic representation of the regulating means in a first position and a second position.

[0030] The [Fig. 13] is a schematic cross-sectional representation of the means for regulating the thermal energy dissipation device.

[0031] Fig. 14 is a schematic representation of an example of an embodiment of a thermal management system comprising a primary circuit and a plurality of thermal energy dissipation devices.

[0032] Fig. 15 is a schematic representation of an example of an alternative embodiment of the thermal management system illustrated in Fig. 13.

[0033] Fig. 16 is a schematic cross-sectional representation of an alternative embodiment of the gutter of the thermal energy dissipation device housing a conduit.

[0034] The figures schematically illustrate an example of an embodiment of a motor vehicle 1 equipped with an example of an embodiment of a thermal management system 2 according to the invention. The vehicle 1 can be of any type, that is to say, it can be a passenger vehicle 1, a commercial vehicle 1, a truck or a bus. Also, vehicle 1 can be an autonomous or non-autonomous vehicle 1 or any other means of locomotion.

[0035] Preferably, as illustrated, vehicle 1 is electrically powered. In this sense, it comprises an electric drivetrain 21 including an electric powertrain 22 and an electric drive battery 23, also referred to as a "battery" or "battery pack," which allows for the storage of electrical energy and the supply of such electrical energy to at least one component of the drivetrain 21. According to alternatives not shown, vehicle 1 is hybrid or internal combustion powered. It is understood that the invention applies mutatis mutandis to such alternatives.

[0036] Optionally, the powertrain 22 can be arranged in a front compartment of the vehicle 1, alternatively, as illustrated in [Fig.14] or 15, it is arranged at the rear of the vehicle 1.

[0037] According to conventions in the automotive field, throughout the following description, the direction in which the vehicle 1 moves in a straight line is defined as the longitudinal direction X, pointing from front to back. The direction perpendicular to the longitudinal direction X and lying in a plane parallel to the ground on which the vehicle 1 rests is called the transverse direction Y. The direction perpendicular to both the X and Y directions is called the vertical direction Z. Thus, a direct XYZ coordinate system is defined. The terms "upper" and "lower" are understood in their general sense, with "lower" indicating a greater proximity to the ground. Similarly, the terms "first" and "second" are intended to distinguish similar elements and not to define a hierarchy among them.

[0038] In particular, the vehicle 1 and / or the thermal management system 2 includes at least one conduit 24 configured to allow the circulation of a heat transfer fluid Fl capable of carrying out heat exchange with at least one component of the drive chain of the vehicle 1, in this case with at least one component of the electric drive chain 21. According to one embodiment, illustrated in [Fig. 14] or 15, the vehicle 1 and / or the thermal management system 2 includes a primary circuit 3 for circulating the heat transfer fluid Fl, comprising at least one conduit 24. As further detailed below, the vehicle 1, the thermal management system 2 and / or the primary circuit 3 includes a plurality of conduits 24.

[0039] As is known, the thermal management system 2 and / or the vehicle 1 includes at least one primary heat exchanger 31 configured to implement heat exchange between the heat transfer fluid Fl and an external airflow FE to the vehicle 1, also referred to as the "airflow" hereafter. In particular, the at least one primary heat exchanger 31 may function as a radiator, i.e. that it is specifically configured to transfer heat to the outside airflow FE so as to allow the cooling of the heat transfer fluid Fl and, by extension, of all or part of the components located on the primary circuit 3. Optionally and preferably, at least one heat exchanger may be located in the front compartment of the vehicle 1. Alternatively, it is located at the rear of the vehicle 1.

[0040] The primary circuit 3 may thus include at least one primary heat exchanger 31 and at least one of the components of the drive chain 21, here the electric drive chain 21. For example, according to embodiment examples, the primary circuit 3 includes at least one of the components of the drive chain 21 selected from the electric drive battery 23, the electric powertrain 22 of the vehicle 1 and / or one or more power electronics elements 25, such as an on-board charger, a DC-DC converter and / or an inverter.

[0041] Optionally, as further detailed below, the thermal management system 2 and / or the vehicle 1 includes at least one external airflow circulation grille 4 FE, also referred to as a grille, and an external airflow control device 41 FE, comprising movable flaps and an actuation device 42 configured to steer and move all or part of the plurality of flaps of the control device 41.

[0042] The flaps of said device are mounted movable, for example relative to a frame carrying said flaps, whether or not included in said grille 4. They are configured so as to be moved at least between a first position and a second position. The first position corresponds to an open configuration suitable for allowing the passage of the outside airflow FE through the grille 4 and towards at least one primary heat exchanger 31, i.e. from the environment outside the vehicle 1 to the interior environment. The second position corresponds to a closed configuration configured to impede the passage of the outside airflow FE through the grille 4 and thus prevent, at least partially, the entry of the outside airflow FE into the interior environment.It is understood that all or part of the movable flaps of the regulating device 41 can also be moved, via the actuation device 42, into one or more intermediate position(s) between the first and second position.

[0043] In particular, the grille 4 is at least partly disposed opposite at least one primary heat exchanger 31. Additionally or alternatively, the thermal management system 2 and / or the vehicle 1 includes a duct, not shown, configured to direct the outside airflow FE from the grille 4 to at least one primary heat exchanger 31.

[0044] Optionally, the vehicle 1 and / or the thermal management system 2 includes at least one temperature sensor 9 configured to measure a temperature of at least one of the components of the primary circuit 3, of the heat transfer fluid Fl at at least one point of said circuit and / or of the outside airflow FE.

[0045] Conventionally, the vehicle 1 also includes a body structure 10. The vehicle 1 also includes at least one powertrain 22.

[0046] The thermal management system 2 and / or the vehicle 1 comprises at least one thermal energy dissipation device 5 according to the invention. In particular, as illustrated in Figures 2, 14, or 15, the thermal management system 2 and / or the vehicle 1 comprises a plurality of thermal energy dissipation devices 5, notably two. The following description is made with reference to one thermal energy dissipation device 5; however, it is understood that this description extends to a plurality of thermal energy dissipation devices 5.

[0047] In general, the thermal energy dissipation device 5 comprises a hollow chute 51, an airflow supply element 52 and an airflow exhaust element 53.

[0048] The chute 51 is an elongated, profiled hollow structure, that is to say having a length strictly greater than its width, for example at least greater than twice its width.

[0049] The chute 51 thus delimits an internal volume 50 configured to allow the circulation of at least a portion of the outside airflow FE and configured to receive at least a portion of at least one duct 24. The chute 51 is thus configured to surround at least a portion of at least one duct 24 for circulating the heat transfer fluid FL. The dissipation device 5 thus enables heat exchange between at least a portion of the outside airflow FE circulating in the chute 51, particularly in the internal volume 50, and the heat transfer fluid FL circulating in at least one duct 24, in particular at least a portion of the at least one duct 24 located in the chute 51. In particular, the chute 51 is made of a plastic material, for example a filled plastic material, such as polypropylene (PP) or polyamide, for example filled polyamide PA6.Optionally, at least one 24-pipe is made of a metallic material, such as aluminium or an aluminium-based alloy, or any material with good thermal conductivity, in order to optimize such heat exchange.

[0050] The chute 51 has a closed profile and is open at a first end 51a and a second end 51b so as to allow respectively the entry and exit of the outside air flow FE into the internal volume 50 of the chute 51.

[0051] Optionally but preferably, the chute 51 is delimited by a plurality of walls, in particular by at least two walls that are at least partially opposed flat or substantially flat. This principle advantageously reduces the overall size of the chute 51 along at least one direction. In particular, according to the illustrated example, the chute 51 is configured so that, when positioned within the vehicle 1, its height, corresponding to a dimension measured along the vertical direction Z, is strictly greater than the width of the chute 51, for example, measured along the transverse direction Y in the illustrated example. It is understood that other profile shapes for the chute 51 may be considered depending on the space and overall dimensions of the vehicle 1.

[0052] Similarly, optionally, the at least one conduit 24 disposed in the duct 51 comprises at least one planar side 24k, in particular at least two opposite sides that are planar or substantially planar. In other words, the at least one conduit 24 preferably has a polygonal profile comprising sides, in particular opposite sides, that are planar or substantially planar. For example, the at least one planar side 24k of the at least one conduit 24 is at least partially disposed opposite the at least one planar wall of the duct 51. In particular, the at least one planar side 24k of the at least one conduit 24 is disposed at a non-zero distance from the at least one planar wall of the duct 51.

[0053] Optionally but preferably, and as shown in [Fig. 16], at least one flat side 24k can be provided with thin fins 24j to increase the exchange surfaces and promote heat exchange.

[0054] According to a particular, preferred embodiment illustrated in figures 6 or 7, the chute 51 comprises two attached parts assembled so as to define the closed profile of the chute 51.

[0055] In particular, at least one of the two parts of the gutter 51, also referred to as the first part 51c, comprises a gutter having a U-shaped or substantially U-shaped profile, in particular the base of which is formed by at least one flat or substantially flat wall. The other of the two parts of the gutter, herein referred to as the second part 51d, may comprise a U-shaped or substantially U-shaped profile, as illustrated in [Fig. 7], that is to say, a profile open on one side. In particular, the first part 51e of the gutter 51 and the second part 51d of the gutter 51 are at least partially overlapped so as to optimize the sealing of the gutter 51. For example, the first part 51e and the second part 51d are of similar or substantially similar shape.Alternatively, one of the first part 51c or the second part 51d is configured to be inserted into the other of the first part 51c and the second part 51d, as illustrated in [Fig.7].

[0056] According to an alternative not illustrated, the second part 5 Id of the chute 51 is a wall, for example flat or substantially flat, closing the first part 51c, that is to say a closing wall on the open side of the first part 51c.

[0057] Optionally but preferably, at least one of the two parts 51c, 51d of the channel 51 comprises a fastening means 54 for attaching to the other part. For example, the first part 51c of the channel 51 comprises at least one primary fastening means 54a and the second part 51d of the channel 51 comprises at least one secondary fastening means 54b, configured to cooperate with the at least one primary fastening means 54a and / or complementary in shape to the at least one primary fastening means 54a. For example, one of the primary fastening means 54a or the secondary fastening means 54b is selected from an elastically deformable element such as a tooth, a clipping means, or a tab, while the other of the primary fastening means 54a or the secondary fastening means 54b is selected from a rib or an opening.

[0058] Optionally, at least one of the parts 51c, 51d of the chute 51 is shaped and / or dimensioned so as to be positioned in contact with at least one conduit 24 in order to ensure at least partial retention of the chute 51 relative to said conduit 24. Various solutions can be adopted for positioning and fixing the parts to each other, as well as for fixing the assembly to the vehicle. The solutions chosen will depend on the materials and associated processes selected, as well as the defined assembly method.

[0059] The external airflow supply element 52 FE has a hollow structure comprising a primary opening 52a adapted to allow the entry of the airflow. The supply element 52 is positioned at the first end 51a of the duct 51 so as to be in fluidic connection with the internal volume 50, that is, so as to open into the internal volume 50. Thus, the external airflow FE entering through the primary opening 52a of the supply element 52 is directed towards the internal volume 50 of the duct 51. The supply element 52 forms an inlet ramp for the external airflow FE towards the duct 51, said ramp being, in particular, hollow and open on one side. In particular, the supply element 52 is delimited by a plurality of flanks 55, a main flank 55a forming a base of the ramp while a plurality of lateral flanks 55b, bordering the primary opening 52a, delimit an area for the circulation of the outside airflow FE.According to one embodiment, at least one of the flanks 55 of the feed member 52, in particular the main flank 55a and / or at least part of the lateral flanks 55b, is at least partially curved.

[0060] It should be noted that the supply member 52 and the discharge member 53 may have a similar shape, so the preceding description can be applied mutatis mutandis to the discharge member 53. Also, the discharge member 53 for the outside air flow FE has a hollow structure comprising a secondary opening 53a adapted to allow the outlet of the outside air flow FE. The discharge member 53 is arranged at the second end 51b of the chute 51 so as to be in fluidic connection with the internal volume 50, that is to say, so as to open into the internal volume 50. Thus, the outside airflow FE from the internal volume 50 is discharged from the dissipation device 5 through the secondary opening 53a of the discharge member 53. The discharge member 53 thus forms an outlet ramp for the outside airflow FE, said ramp being notably hollow and open on one side. Similar to what has been described above, by way of example, the discharge member 53 is delimited by a plurality of sides 55, a main side 55a forming a base of the ramp while a plurality of lateral sides 55b, bordering the primary opening 52a, delimit a circulation zone for the outside airflow FE.According to one embodiment, at least one of the sides 55 of the discharge member 53, in particular the main side 55a and / or at least part of the lateral sides 55b, is at least partially curved.

[0061] Optionally, the air supply member 52 and / or the air discharge member 53 includes a proximal flared shape 56, the widest portion of which is distant from the duct 51. For example, such a flared shape is of the NACA duct type, also known as a "NACA duct" from the English National Advisory Committee for Aeronautics, i.e., a low-drag air intake shape. At least one flared shape is delimited by the plurality of flanks 55 of the supply member 52 or the discharge member 53.

[0062] Optionally, the air supply member 52 and / or the air discharge member 53 further comprises a distal flared form 57, the widest portion of which is connected to the proximal flared form 56 and the narrowest portion is furthest from the chute 51. The supply member 52 and / or the discharge member 53 can thus comprise a combination of the proximal flared form 56 and the distal flared form 57 connected so that the main flank 55a fits, for example, in a rhombus or parallelogram shape, in particular partly curved.

[0063] According to an optional but preferred embodiment, illustrated in figures 5 or 6, the air supply member 52 and / or the airflow discharge member 53 is removable and related to the chute 51.

[0064] The supply member 52 and / or the discharge member 53 can then be shaped and configured to be mounted on at least one pipe 24 and to be positioned in contact with the chute 51 so as to open into the internal volume 50. For example, the supply member 52 and / or the discharge member 53 comprises two tabs 58 configured to cooperate with at least one pipe 24 so as to extend in contact with it, for example, so as to be positioned on either side of at least one pipe 24. Such a principle thus advantageously limits the displacement of the supply member 52 and / or the discharge member 53 relative to at least one pipe 24, and by extension relative to the chute 51. In particular, the supply member 52 and / or the discharge member 53 is then shaped and configured so as to extend at least in part in support of at least one pipe 24.

[0065] In such an embodiment, the supply member 52 and / or the discharge member 53 can thus be indirectly connected to the chute 51 via its connection to at least one conduit 24.

[0066] Alternatively or additionally, the chute 51 comprises at least one primary fastening element, not shown, while the inlet member 52 and / or the outlet member 53 comprises at least one secondary fastening element configured to cooperate with the at least one primary fastening element and / or complementary in shape to the at least one primary fastening element. For example, the at least one primary fastening element is selected from an elastically deformable member such as a tooth, a clipping means, or a tab, while the at least one secondary fastening element is selected from a rib or an opening, or vice versa.

[0067] Optionally, as shown in [Fig. 5], 8 or 10, the supply member 52 and / or the discharge member 53 includes a connecting portion 59 defining a closed profile, suitable for connection to the chute 51 so as to direct the airflow towards the chute 51. Optionally, the supply member 52 and / or the discharge member 53 includes at least two separate cannulas 59a configured to be arranged in fluidic connection with the internal volume 50 of the chute 51 so as to open at least one fluid conduit 24 on either side. For example, said cannulas 59a are included in the connecting portion 59 of the supply member 52 and / or the discharge member 53.

[0068] Alternatively or additionally, said cannulas 59a comprise, or are combined with, the connecting tabs 58 of the supply member 52 and / or the discharge member 53 on the chute 51 described previously. In other words, said cannulas 59a then combine the functions of attachment to the chute 51 and of guiding the external airflow FE. Optionally, the thermal energy dissipation device 5, in particular the supply member 52 and / or the exhaust member 53, includes at least one means 6 for regulating the circulation of the outside airflow FE through the dissipation device 5. The regulating means 6 includes at least one movable fin 61, or a flap, for example pivotally mounted, and at least one actuating means 62, such as an electric actuator. For example, the regulating means 6 is disposed on at least one of the airflow supply members 52, the duct 51 and / or or of the airflow exhaust element 53. Preferably, the regulating means 6 is located on the airflow supply element 52.

[0069] At least one control means 6, in particular at least one fin 61, is configured to be moved between a first position, illustrated by dashed lines in [Fig. 12], and a second position, represented by solid lines in [Fig. 12]. In the first position, the control means 6 is configured to allow the circulation of at least a portion of the outside airflow FE through all or part of the dissipation device 5. Conversely, in the second position, the dissipation device 5 is configured to extend across the path of the outside airflow FE so as to impede its circulation through at least a portion of the dissipation device 5.

[0070] In particular, the control means 6 is connected to at least one of the sides 55 of the supply member 52 and / or the discharge member 53 by a pivot joint. Additionally or alternatively, the control means 6 comprises an arm 62a connected to the actuating means 62 and to the fin 61.

[0071] Optionally, the thermal energy dissipation device 5 includes at least one filter, not shown, disposed on at least one of the air supply member 52 or the duct 51 so as to extend across the path of the external airflow FE. For example, said filter is disposed at the primary opening 52a, in the hollow form of the supply member 52 and / or in the internal volume 50 of the duct 51.

[0072] Figures 1 to 5 or 14 and 15 illustrate an example of positioning of the dissipation device 5 in the vehicle 1 and / or in the thermal management system 2.

[0073] Within the vehicle 1, the thermal energy dissipation device 5 is arranged so that the airflow supply member 52 is directed towards the front of the vehicle 1 so as to be in closer proximity to the front of the vehicle 1, in particular to the front compartment, while the exhaust member 53 is in closer proximity to the rear of the vehicle 1. In particular, the dissipation device 5, in particular the duct 51, is arranged so as to extend over at least part of the length of the vehicle 1 from the front of the vehicle 1 towards the rear of the vehicle 1. For example, the duct 51 is arranged so as to extend parallel or substantially parallel to the longitudinal direction X. Such a principle extends to a plurality of thermal energy dissipation devices 5. It is understood that the following description, made with reference to a dissipation device 5, extends to the plurality of dissipation devices 5.

[0074] Preferably, the dissipation device 5 is connected to the body structure 10, particularly at one of the fenders or side areas of the vehicle 1. It is, for example, arranged so as to extend opposite a drip edge 11 of vehicle 1. For example, the dissipation device 5 is reversibly attached to the body structure 10 and / or the drip edge 11 by means of a fastener, not shown, such as a tab, a clip, or a screw-nut assembly. Alternatively, the dissipation device 5 is bonded or welded to the body structure 10 and / or the drip edge 11. In particular, such fasteners are made at the supply member 52 and / or the discharge member 53. Optionally, such fasteners are also made at the chute 51.

[0075] In particular, as illustrated in [Fig.4], the chute 51, and by extension the at least one conduit 24 disposed in the internal volume 50 delimited by the chute 51, is disposed between one of the fenders 11 of the vehicle 1 and the electric drive battery 23 of the vehicle 1, conventionally disposed under a floor of the passenger compartment of the vehicle 1. The profiled structure of the chute 51, in particular in the flat part, advantageously makes it possible to limit the bulk generated by the chute 51, here along the transverse direction Y, so as to allow its positioning at the level of the fender 11.

[0076] The supply member 52 can be arranged under the vehicle 1, in order to allow the entry of the outside airflow FE into the chute 51. In particular, the supply member 52 is arranged so that the primary opening 52a is facing the ground on which the vehicle 1 is placed. Alternatively, the supply member 52 can be arranged on one of the fenders of the vehicle 1. A similar principle applies, mutatis mutandis, to the exhaust member 53.

[0077] According to one example of positioning within the vehicle 1, at least one dissipation device 5 is arranged so that the outside airflow FE circulating through said device flows in the same direction as the heat transfer fluid Fl circulating in at least one pipe 24 arranged in said device. According to an additional or alternative example of positioning, at least one dissipation device 5 is arranged so that the outside airflow FE circulating through said device flows in the opposite direction to the heat transfer fluid Fl circulating in at least one pipe 24 arranged in said device.

[0078] In particular, in the illustrated example, a first dissipation device 5' is arranged: - so that the outside air flow FE circulating through said device flows in the same direction as the heat transfer fluid Fl circulating in at least one pipe 24 disposed in said device; and / or - so as to cooperate with at least one pipe 24 of the primary circuit 3 located upstream of the powertrain 22 and / or at least one component of the drive chain 21 according to the direction of flow of the heat transfer fluid FL

[0079] Conversely, a second 5” dissipation device is arranged: - so that the outside air flow FE circulating through said device flows in the opposite direction to the heat transfer fluid Fl circulating in at least one pipe 24 disposed in said device; and / or - so as to cooperate with at least one pipe 24 of the primary circuit 3 arranged downstream of the powertrain 22 and / or at least one component of the drive chain 21 according to the direction of flow of the heat transfer fluid Fl.

[0080] In particular, when at least one dissipation device 5 includes a means for regulating the circulation of the airflow, this is preferably located at the level of the external airflow supply element 52 FE, that is to say so as to be closer to the front of the vehicle 1.

[0081] When the vehicle 1 comprises a plurality of dissipation devices 5, the thermal management system 2 includes at least one means for regulating the airflow 6. This means is preferably located at the supply member 52 of the dissipation device 5, configured to allow the circulation of the outside airflow FE in a direction opposite to the direction of circulation of the heat transfer fluid Fl in the at least one duct 24 considered, and by extension in the primary circuit 3, and / or configured to cooperate with at least one duct 24 of the primary circuit 3 located downstream of the powertrain 22 and / or at least one component of the drive chain 21 according to the direction of circulation of the heat transfer fluid Fl. Such a principle makes it possible, in particular, to optimize the thermal management of the vehicle 1 in winter conditions, as further explained below.

[0082] Optionally, the vehicle 1 also includes a ventilation, heating, and / or air conditioning system 7 for the passenger compartment, enabling the thermal management of an airflow directed towards the passenger compartment of the vehicle 1 so as to heat or cool it. According to a non-limiting embodiment, the thermal management system 2 further includes a secondary circuit 71 configured to allow the circulation of a cooling fluid F2, for example, a two-phase fluid, separate from the heat transfer fluid Fl of the primary circuit 3. Such a secondary circuit 71 is particularly included in the ventilation system 7. The thermal management system 2 includes, in particular, a secondary heat exchanger 72 configured to implement heat exchange between the primary circuit 3 and the secondary circuit 71.

[0083] The invention also relates to a method for thermal management of the vehicle 1. In other words, such a method can be considered as a method for operating or using a vehicle 1 equipped with the thermal management system 2 according to the invention. Alternatively, such a method corresponds to a method for operating or using the thermal management system 2.

[0084] The method includes a step of measuring the temperature of a component of the primary circuit 3, of the heat transfer fluid Fl and / or of the outside air flow FE by via at least one temperature sensor 9. In particular, the method includes measuring the temperature of at least one of the components of the drive chain 21, for example of the electric drive chain 21, such as the electric drive battery 23, the electric powertrain 22 and / or at least one power electronics element 25.

[0085] Alternatively or additionally, the method includes a step of measuring a longitudinal speed of the vehicle 1.

[0086] The method then includes a step of determining a thermal management mode to be applied, corresponding to an operating mode of the thermal management system 2. For example, such a determination can be carried out by comparing temperature measurement data relating to one or more components with data relating to optimal temperatures and / or operating limits of a given component. Alternatively, such a determination is carried out by comparing at least one speed measurement with at least one predefined speed threshold. Such data can be stored on one or more memory elements of the vehicle 1, while the comparisons can be performed by a processing unit comprising a computer or an on-board computer, not shown.

[0087] The method then includes a step of applying the thermal management mode determined by adjusting the position of the plurality of flaps of the control device 41 of the grid 4. In addition, when the dissipation device 5, or at least one of the dissipation devices 5, includes the control means 6 as described above, the step of applying the thermal management mode may include, additionally or alternatively, piloting the fin 61 of the control means 6 of the dissipation device 5, or of at least one of the dissipation devices 5, so as to adjust or hinder the circulation of the outside air flow FE through said dissipation device 5 and, by extension, so as to adapt or prevent the heat exchange implemented between said outside air flow FE and the heat transfer fluid Fl circulating in the at least one pipe 24 disposed in the dissipation device 5 considered.

[0088] Optionally, the primary circuit 3 includes a primary bypass branch 32, connected at various points of the primary circuit 3 configured to bypass the primary heat exchanger 31. For example, the primary bypass branch 32 is connected to at least one pipe 24 or to the various pipes 24. The primary bypass branch 32 is in particular connected to the primary circuit 3 at a divergence point, located upstream of the primary heat exchanger 31 and allowing all or part of the heat transfer fluid Fl to be diverted from said exchanger, and a convergence point, located downstream of the primary heat exchanger 31.

[0089] The primary circuit 3 also preferably includes at least one solenoid valve 33 configured to selectively direct the heat transfer fluid Fl to the primary heat exchanger 31 or to the primary bypass branch 32.

[0090] According to a particular embodiment, the primary branch 32 includes in particular the secondary heat exchanger 72 configured to implement heat exchange between the primary circuit 3 and the secondary circuit 71.

[0091] When the vehicle 1 and / or the thermal management system 2 includes such a primary bypass branch 32, the method according to the invention can thus include the control of at least one solenoid valve 33 in order to bypass or not the primary heat exchanger 31.

[0092] The thermal management system 2 advantageously allows the implementation of different thermal management modes depending on the operating conditions of the vehicle 1, in particular depending on the temperatures measured within the primary circuit 3 as described above and / or depending on the longitudinal speed of the vehicle 1.

[0093] For example, when slight cooling of the heat transfer fluid Fl is required, a vehicle control unit 8 sends instructions to the actuation device 42 to actuate the plurality of flaps in the grille 4 and move them to the second position to close them. The outside airflow FE thus does not circulate through the grille 4 and the primary heat exchanger 31, and no heat exchange takes place at said exchanger. Instead, the outside airflow FE circulates through at least one thermal energy dissipation device 5 so as to implement heat exchange between the outside airflow FE and the heat transfer fluid Fl circulating in the primary circuit 3, in particular at at least one pipe 24.Such a heat exchange makes it advantageous in particular to cool the heat transfer fluid Fl upstream and / or downstream of at least one component of the drive chain 21 as indicated above, the outside air flow FE then capturing calories from said heat transfer fluid FL.

[0094] Such a thermal management mode advantageously ensures the thermal management of the components of the vehicle 1 while optimizing the aerodynamics of the vehicle 1. Pressure losses and drag are thus reduced due to the closure of the plurality of flaps in the grille 4. Additionally or alternatively, such an operating mode can be implemented when the vehicle 1 is traveling at a low longitudinal speed and / or when the vehicle 1 is traveling at a speed less than or equal to a predetermined speed threshold. The speed threshold may depend on the external temperature conditions and / or the load on the emissive components of the powertrain. If the external temperature is low and the load If the load on the drivetrain is low, then the speed threshold can be very low. If the outside temperature is high and the stress on the drivetrain is high, then the speed threshold will be higher.

[0095] Optionally, when implementing such a thermal management mode, the control unit 8 can additionally send instructions to at least one solenoid valve 33 so as to control the circulation of the heat transfer fluid Fl in order to bypass the primary heat exchanger 31 in order to reduce pressure losses and / or to implement thermal management of the passenger compartment.

[0096] Optionally, when implementing such a thermal management mode and when at least one dissipation device 5 includes the regulation means 6, the control unit 8 can additionally send instructions to the actuation means 62 in order to control said regulation means 6 in order to limit more or less the flow of outside air FE circulating at the level of at least one thermal energy dissipation device 5.

[0097] According to another example of thermal management, when significant cooling of the heat transfer fluid Fl is required, particularly in the event of significant heating of one of the components of the primary circuit 3, the control unit 8 can operate the plurality of flaps in the grille 4 to move them to the first position and thus open them. The outside air flow FE then circulates through the grille 4 and the primary heat exchanger 31. Heat exchange is thus implemented between the outside air flow FE and the heat transfer fluid Fl, the outside air flow FE being able to absorb heat from the heat transfer fluid Fl so as to allow the cooling of the components of the primary circuit 3.In parallel, the outside air flow FE can circulate in at least one thermal energy dissipation device 5 so as to implement a heat exchange between the outside air flow FE and the heat transfer fluid Fl circulating in the primary circuit 3, in particular at the level of at least one pipe 24 as described above.

[0098] Such a thermal management mode advantageously ensures the thermal management of the components of the vehicle 1 while optimizing the aerodynamics of the vehicle 1 by opening the plurality of flaps in the grille 4 only when a significant cooling requirement arises. For example, such a thermal management mode is implemented when a temperature measured at one of the components of the primary circuit 3 and / or the heat transfer fluid Fl is strictly greater than at least a predefined temperature threshold. Additionally or alternatively, such a thermal management mode can be implemented when a heating requirement is detected.

[0099] The system makes it possible to increase the operating range under which the damper system 4 will be closed and / or the heat exchanger 31 can be bypassed. The system also allows a reduction in the use cases of the fan motor assembly.

[0100] According to another thermal management method, implemented in "cold ambient" or "winter conditions," i.e., particularly when the outside temperature of vehicle 1 is less than or equal to 10°C, or even less than or equal to 6°C or 0°C, it may be necessary to heat components of the drivetrain 21 to bring and maintain them at an optimal operating temperature and / or it may be necessary to ensure thermal management, including heating, of the passenger compartment. Under such conditions, it is preferable not to dissipate the heat emitted by the drivetrain 21, particularly by the powertrain 22 and / or at least one power electronics component 25, in order to redirect and transfer it to the passenger compartment of vehicle 1 and / or to the electric drive battery 23 in the case of an electric drivetrain 21.

[0101] In order to limit the dissipation of thermal energy implemented at the level of at least one thermal energy dissipation device 5, the control unit 8 can control at least one regulation means 6 of said device in order to close the fin 61 and thus limit, or even prevent, the circulation of the outside airflow FE through the at least one thermal energy dissipation device 5. For example, as described above, the regulation means 6 of the thermal energy dissipation device 5 is located downstream of at least one component of the drive chain 21, in particular downstream of the powertrain 22, according to the direction of flow of the heat transfer fluid FL. In other words, the regulation means 6 is included in the dissipation device 5 at which the return of the heat transfer fluid Fl, exiting the drive chain 21, in particular the powertrain 22, and flowing towards the front of the vehicle 1, takes place.Additionally, and advantageously, the air trapped in the internal volume 50 of at least one dissipation device 5 can also function as thermal insulation so as to limit possible losses of thermal energy during the return of the heat transfer fluid Fl towards the front of the vehicle 1.

[0102] Such a principle is particularly advantageous in the case of a vehicle 1 whose powertrain 22 is located at the rear of the vehicle 1. Additionally, such a principle can be advantageous in the case of a secondary heat exchanger 72, having in particular the function of a "chiller", located further forward than the powertrain 22 within the vehicle 1. The control means 6 thus advantageously makes it possible to limit the heat losses of the heat transfer fluid Fl circulating from the rear to the front of the vehicle 1, in particular with regard to its conveyance to the secondary heat exchanger 72.

[0103] The thermal management system 2 according to the invention thus advantageously ensures the dissipation of at least a portion of the heat emitted by the components of the vehicle 1, in particular by the powertrain 22 and / or by at least one power electronics component 25, during non-extreme operating conditions of the vehicle 1, for example, non-extreme temperature and / or longitudinal speed conditions of the vehicle 1. The invention thus makes it possible to keep the grille 4 located on the front panel closed over a wider range of operating conditions of the vehicle 1. The thermal management system 2 according to the invention can, moreover, bypass the radiator of the vehicle 1.

[0104] The management system according to the invention thus advantageously improves the aerodynamic coefficient of vehicle 1, reduces pressure losses in the primary circuit 3, and thereby lowers the energy consumption of vehicle 1, thereby increasing its overall range. The invention particularly enables, by means of the dissipation device 5, intermediate heat dissipation suitable for implementation under operating conditions of vehicle 1 that occur more frequently. In this way, the grille 4 can be kept closed more often while vehicle 1 is in motion, thereby optimizing the aerodynamic coefficient of vehicle 1 at medium and / or high longitudinal speeds.

[0105] The invention can also advantageously allow for a reduction in the dimensions of the radiator, namely here the primary heat exchanger 31, and / or the fan motor assembly, and / or its activation frequency. The gain from reducing the radiator size can also advantageously have a positive impact: - allowing the reduction of the volume of heat transfer fluid needed by the radiator, - allowing the reduction of pressure losses at the radiator, - allowing an efficiency gain at the condenser of the air conditioning system thanks to lower air temperatures as well as higher air velocities seen by it. All of these gains are in addition to the aerodynamic advantage achieved by keeping the flaps 4 in the closed position and contribute to reducing electrical consumption.

[0106] The present invention is particularly suited to vehicles comprising a drivetrain 21, in particular an electric drivetrain 21, with propulsion, i.e., for which it is necessary to circulate the heat transfer fluid Fl from the front to the rear of the vehicle 1 and vice versa. It is understood, however, that the invention can be extended to vehicles with any type of architecture, such as rear-wheel drive, front-wheel drive, or four-wheel drive vehicles, with the engine in the front and / or rear position. The invention can also be extended to hybrid or internal combustion engine vehicles.

[0107] The present invention cannot, however, be limited to the means and configurations described and illustrated herein and it also extends to any equivalent means or configuration and to any technically operative combination of such means insofar as they ultimately fulfill the functionalities described and illustrated in this document.

Claims

Demands

1. A thermal energy dissipation device (5) for a thermal management system (2) of a motor vehicle (1), comprising: - a hollow channel (51) delimiting an internal volume (50) configured to allow the circulation of an airflow (FE) and configured to receive a circulation line (24) for at least one heat transfer fluid (Fl) of the thermal management system (2) so as to allow heat exchange between the airflow (FE) and the heat transfer fluid (Fl); - an airflow (FE) supply element (52) comprising a primary opening (52a) and disposed at a first end (51a) of the channel (51), in fluidic connection with the internal volume (50); - an airflow (FE) evacuation device (53) comprising a secondary opening (53a) and disposed at a second end (51b) of the chute (51) opposite the first end (51a), in fluidic connection with the internal volume (50).

2. A thermal energy dissipation device (5) according to the preceding claim, wherein the airflow (FE) supply member (52) and / or discharge member (53): - is reported and fixed to the chute (51); and / or - comprises a connecting portion (59) defining a closed profile, configured to be connected to the chute (51), and at least two separate cannulas (59a) configured to be arranged in fluidic connection with the internal volume (50) of the chute (51) so as to open on either side of at least one fluid conduit (24).

3. A thermal energy dissipation device (5) according to any one of the preceding claims, wherein the supply member (52) and / or the discharge member (53) of the airflow (EF): - comprises a proximal flared shape (56) the widest portion of which is distant from the chute (51), in particular a NACA air intake; - comprises a U-shaped or substantially U-shaped profile open on one side.

4. A thermal energy dissipation device (5) according to any one of the preceding claims, wherein the chute (51) comprises two parts added and assembled so as to define a closed profile of the gutter (51): - at least one of the two parts comprising a gutter comprising a profile in “U” or substantially in “U”; and / or - at least one of the two parts comprising a means of fixing (54) on the other of said parts.

5. A thermal energy dissipation device (5) according to any one of the preceding claims, comprising: - at least one airflow (EF) regulation means (6) comprising at least one movable fin (61) disposed on at least one of the airflow (EF) supply member (52), the duct (51) and / or the airflow (EF) discharge member (53) and configured to be moved between a first position, configured to permit the circulation of the airflow (EF) through all or part of the dissipation device (5), and a second position, configured to impede the circulation of the airflow (EF) through at least part of the dissipation device (5); and / or - at least one filter disposed on at least one of the airflow (EF) supply member (52) or the duct (51).

6. Thermal management system (2) comprising a dissipation device (5) according to any one of the preceding claims and at least one conduit (24) disposed in the internal volume (50) delimited by the hollow chute (51), said conduit (24) being configured to allow the circulation of a heat transfer fluid (Fl).

7. Thermal management system (2) according to the preceding claim, wherein at least one conduit (24): - comprises at least two opposite sides that are flat or substantially flat; - is made of a metallic material, in particular aluminium.

8. Motor vehicle (1), in particular with electric or hybrid power, comprising at least one thermal management system (2) according to one of claims 6 or 7.

9. Motor vehicle (1) according to the preceding claim, comprising a body structure (10), at least one of the following being attached to the body structure (10) by means of a fastening member.

10. A method for thermal management of a motor vehicle (1) according to claim 8 or 9, said vehicle (1) being equipped with a grille (4), a device for regulating the airflow (FE) through the grille (4), comprising a plurality of movable flaps, and at least one sensor (9), configured to measure a temperature of the heat transfer fluid (Fl) and / or the airflow (FE), the method comprising: - a step of measuring a temperature of the heat transfer fluid (Fl) and / or the airflow (FE); - a step of determining a thermal management mode to be applied; - a step of applying the thermal management mode by adjusting the position of the plurality of flaps of the regulating device (41) of the grille (4).

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