Thermal energy dissipation device and thermal management system comprising same

Abstract

Thermal energy dissipation device (5) for a thermal management system (2) of a motor vehicle (1), comprising: a trough (51) configured to allow the circulation of an air flow (FE) and configured to surround a duct (24) for the circulation of at least one heat transfer fluid of the thermal management system (2); an air flow (FE) supply member (52); and a member (53) for discharging the air flow (FE).

Description

[0001] DESCRIPTION

[0002] TITLE: Thermal energy dissipation device and thermal management system comprising it

[0003] The invention relates to a thermal energy dissipation device for a motor vehicle, particularly 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.

[0004] One of the main challenges for electric vehicles is to offer users a range, distance, and travel time approaching those of internal combustion engine vehicles. Electric vehicles tend to have a more limited range, especially 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, optimizing the aerodynamics of an electric vehicle is essential to improving its range, particularly at high speeds.

[0005] One drawback of electric drive systems lies in the need for thermal management, particularly cooling, of several components within the drive system. Typically, the electric drive battery, the electric powertrain, and / or at least one power electronic component may require cooling at some point. The dissipation of heat emitted by these components is typically achieved through a cooling system comprising at least one coolant circuit equipped with at least one heat exchanger, also known as a radiator, located at the front of the vehicle and configured to facilitate heat exchange between the coolant and an external airflow, specifically transferring heat from the components to the outside airflow.In order to bring the outside airflow to the level of at least one heat exchanger, the vehicle classically includes at least one grille, or grille, equipped with an airflow regulation device comprising a plurality of movable flaps that can be controlled so as to ensure a greater or lesser closing or opening of said grille according to the thermal management needs of the vehicle.

[0006] However, the opening of the grille and the circulation of outside airflow into the front compartment of the vehicle, particularly the engine compartment, has a negative 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.

[0007] The invention falls within this context and aims to provide a heat dissipation device for a vehicle and a thermal management system that addresses the aforementioned drawbacks. In particular, the invention aims to optimize the vehicle's aerodynamic drag coefficient over a wider range of operating conditions, including a wider range of speeds, thereby increasing the vehicle's range.

[0008] The invention relates to a thermal energy dissipation device for a thermal management system of a motor vehicle, comprising:

[0009] - 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;

[0010] - an airflow supply element comprising a primary opening and disposed at the first end of the chute, in fluidic connection with the internal volume; - an airflow evacuation element comprising a secondary opening and disposed at the second end of the chute opposite the first end, in fluidic connection with the internal volume.

[0011] The air supply and / or air discharge member may be attached to and fixed to the chute. The air supply and / or air discharge member may 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.

[0012] The air supply and / or air discharge device 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 device may include a U-shaped or substantially U-shaped profile open on one side.

[0013] The cable tray may comprise two attached parts assembled to define a closed profile. At least one of the two parts may include a gutter with a U-shaped or substantially U-shaped profile. At least one of the two parts may include a means for attaching it to the other part.

[0014] The thermal energy dissipation device may include:

[0015] - at least one means of regulating the airflow comprising at least one movable fin, disposed on at least one of the air supply member, the duct and / or the air discharge member and configured to be moved between a first position, configured to permit the circulation of the airflow through all or part of the dissipation device, and a second position, configured to impede the circulation of the airflow through at least part of the dissipation device; and / or - at least one filter disposed on at least one of the air supply member or the duct.

[0016] 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.

[0017] At least one pipe may have at least two opposite sides that are flat or substantially flat. At least one pipe may be made of a metallic material, in particular aluminum.

[0018] The invention also relates to a motor vehicle, in particular with an electric or hybrid engine, comprising at least one thermal management system as defined above.

[0019] The motor vehicle may include a body structure, at least one of which is the air intake, air supply and / or air exhaust system being attached to the body structure by means of a fastening device.

[0020] 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:

[0021] - a step involving measuring the temperature of the heat transfer fluid and / or the airflow

[0022] - a step to determine a thermal management method to be applied;

[0023] - a step of applying the thermal management mode by adjusting the position of the plurality of flaps of the grid regulation device. 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.

[0024] Further details, features and advantages will become clearer upon reading the detailed description given below, which is indicative and not exhaustive, in relation to the various implementation examples illustrated in the following figures:

[0025] Figure 1 is a simplified schematic representation of an example of a vehicle equipped with a thermal energy dissipation device.

[0026] Figure 2 is a schematic representation of an example embodiment of the vehicle comprising a plurality of thermal energy dissipation devices.

[0027] Figure 3 is a schematic representation of a power supply component of the thermal energy dissipation device.

[0028] Figure 4 is a schematic cross-sectional representation of a gutter of the thermal energy dissipation device located in the vehicle and housing a pipe.

[0029] Figure 5 is a schematic perspective representation of the thermal energy dissipation device.

[0030] Figure 6 is an exploded schematic representation of an example implementation of the thermal energy dissipation device.

[0031] Figure 7 is a schematic cross-sectional representation of the gutter of the thermal energy dissipation device housing a pipe.

[0032] Figure 8 is a schematic cross-sectional representation of a portion of the connection and cannulas of a supply or discharge component of the thermal energy dissipation device. Figure 9 is a schematic representation of the supply or discharge component of the thermal energy dissipation device.

[0033] Figure 10 is a schematic representation of the supply or exhaust element of the thermal energy dissipation device.

[0034] Figure 11 is a schematic representation of a means of regulating an airflow of the thermal energy dissipation device.

[0035] Figure 12 is a schematic representation of the regulating means in a first position and a second position.

[0036] Figure 13 is a schematic cross-sectional representation of the means of regulating the thermal energy dissipation device.

[0037] Figure 14 is a schematic representation of an example of a thermal management system implementation comprising a primary circuit and a plurality of thermal energy dissipation devices.

[0038] Figure 15 is a schematic representation of an example of an alternative implementation of the thermal management system illustrated in Figure 13.

[0039] Figure 16 is a schematic cross-sectional representation of an alternative embodiment of the gutter of the thermal energy dissipation device housing a conduit.

[0040] The figures schematically illustrate an example of an embodiment of a motor vehicle 1 equipped with an example of a thermal management system 2 according to the invention. The vehicle 1 can be of any type, i.e., it can be a passenger car 1, a commercial vehicle 1, a truck, or a bus. Also, the vehicle 1 can be an autonomous or non-autonomous vehicle 1, or any other means of transportation.

[0041] Preferably, as illustrated, vehicle 1 is electrically powered. In this respect, 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.

[0042] Optionally, the powertrain 22 can be disposed of in a front compartment of the vehicle 1, alternatively, as illustrated in figure 14 or 15, it is disposed of at the rear of the vehicle 1.

[0043] According to automotive conventions, throughout the description below, 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 used in their general sense, with "lower" indicating a greater proximity to the ground. Similarly, the terms "first" and "second" are used to distinguish similar elements and not to define a hierarchy among them.

[0044] In particular, the vehicle 1 and / or the thermal management system 2 includes at least one pipe 24 configured to allow the circulation of a heat transfer fluid F1 capable of performing heat exchange with at least one component of the vehicle 1's drive system, specifically with at least one component of the electric drive system 21. According to an embodiment illustrated in Figure 14 or 15, the vehicle 1 and / or the thermal management system 2 includes a primary circuit 3 for circulating the heat transfer fluid F1, comprising at least one pipe 24. As further detailed below, the vehicle 1, the thermal management system 2, and / or the primary circuit 3 includes a plurality of pipes 24.

[0045] As is known, the thermal management system 2 and / or the vehicle 1 includes at least one primary heat exchanger 31 configured to perform heat exchange between the heat transfer fluid F1 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, that is, it is configured to transfer heat to the external airflow FE so as to cool the heat transfer fluid F1 and, by extension, all or part of the components located on the primary circuit 3. Optionally and preferably, the 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.

[0046] The primary circuit 3 can 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.

[0047] 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.

[0048] The flaps of said device are mounted to move, for example, relative to a frame supporting 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 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 designed to impede the passage of the outside airflow FE through 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.

[0049] 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.

[0050] 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 F1 at at least one point of said circuit and / or of the outside airflow FE.

[0051] Typically, vehicle 1 also includes a body structure 10. Vehicle 1 also includes at least one powertrain 22.

[0052] 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 refers to one thermal energy dissipation device 5; however, it is understood that this description extends to a plurality of thermal energy dissipation devices 5.

[0053] In general, the thermal energy dissipation device 5 comprises a hollow duct 51, an air supply element 52, and an air discharge element 53. The duct 51 is an elongated, profiled, hollow structure, i.e., having a length strictly greater than its width, for example, at least twice its width.

[0054] The duct 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 duct 51 is thus configured to surround at least a portion of at least one duct 24 carrying the heat transfer fluid F1. The dissipation device 5 thus enables heat exchange between at least a portion of the outside airflow FE circulating in the duct 51, particularly in the internal volume 50, and the heat transfer fluid F1 circulating in at least one duct 24, specifically at least a portion of the at least one duct 24 located in the duct 51. In particular, the duct 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 conduit is made of a metallic material, such as aluminium or an aluminium-based alloy, or any material with good thermal conductivity characteristics, in order to optimize such heat exchange.

[0055] The duct 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 airflow FE into the internal volume 50 of the duct 51.

[0056] Optionally, but preferably, the chute 51 is delimited by a plurality of walls, in particular by at least two opposing walls that are at least partially flat or substantially flat. This principle advantageously reduces the overall size of the chute 51 along at least one direction. Specifically, 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.

[0057] Similarly, and optionally, the at least one conduit 24 disposed in the duct 51 includes 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.

[0058] Optionally but preferentially, and as shown in Figure 16, at least one flat side 24k can be provided with thin fins 24j to increase the exchange surfaces and promote heat exchange.

[0059] According to a particular, preferential embodiment illustrated in figures 6 or 7, the duct 51 comprises two added parts assembled so as to define the closed profile of the duct 51.

[0060] 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, here referred to as the second part 51d, may comprise a U-shaped or substantially U-shaped profile, as illustrated in Figure 7, i.e., a profile open on one side. In particular, the first part 51c 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 51c 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 Figure 7.

[0061] According to an alternative not illustrated, the second part 51d of the chute 51 is a wall, for example flat or substantially flat, closing off the first part 51c, i.e. a closing wall on the open side of the first part 51c.

[0062] Optionally, but preferably, at least one of the two parts 51c, 51d of the channel 51 includes a fastening means 54 for attaching to the other part. For example, the first part 51c of the channel 51 includes at least one primary fastening means 54a and the second part 51d of the channel 51 includes 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.

[0063] 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 pipe 24 in order to ensure at least partial retention of the chute 51 relative to said pipe 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.

[0064] The external airflow supply element 52 FE has a hollow structure comprising a primary opening 52a adapted to allow the airflow to enter. 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, i.e., 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 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 partly curved.

[0065] It should be noted that the supply element 52 and the discharge element 53 may have a similar shape, so the preceding description can be applied mutatis mutandis to the discharge element 53. Furthermore, the discharge element 53 for the outside airflow FE has a hollow structure comprising a secondary opening 53a suitable for allowing the outside airflow FE to exit. The discharge element 53 is positioned at the second end 51b 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 outside airflow FE from the internal volume 50 is discharged from the dissipation device 5 through the secondary opening 53a of the discharge element 53. The discharge element 53 thus forms an outlet ramp for the outside airflow FE, said ramp being hollow and open on one side.Similar to what has been described above, in one example, the exhaust element 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. In one embodiment, at least one of the sides 55 of the exhaust element 53, in particular the main side 55a and / or at least a portion of the lateral sides 55b, is at least partially curved.

[0066] 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 known to be of the NACA air intake type, also known as a "NACA duct" from the English National Advisory Committee for Aeronautics, i.e., an air intake shape exhibiting low drag. At least one flared shape is delimited by the plurality of flanks 55 of the supply member 52 or the discharge member 53.

[0067] Optionally, the air supply member 52 and / or the air discharge member 53 further includes 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 include 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.

[0068] According to an optional but preferred embodiment, illustrated in figures 5 or 6, the air supply element 52 and / or the airflow discharge element 53 is removable and related to the chute 51.

[0069] The supply member 52 and / or the discharge member 53 can then be formed 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 includes 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 conduit 24.

[0070] 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.

[0071] Alternatively or additionally, the chute 51 includes at least one primary fastening element, not shown, while the inlet member 52 and / or the outlet member 53 includes 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 element 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.

[0072] Optionally, as shown in Figure 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.

[0073] Alternatively or additionally, said cannulas 59a include, 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 guidance of the external airflow FE.

[0074] 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 member 52, the airflow duct 51, and / or the airflow exhaust member 53. Preferably, the regulating means 6 is disposed on the airflow supply member 52.

[0075] 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 Figure 12, and a second position, represented by solid lines in Figure 12. In the first position, the control means 6 is configured to allow the circulation of at least a part 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 part of the dissipation device 5.

[0076] Specifically, 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 includes an arm 62a connected to the actuating means 62 and to the fin 61.

[0077] 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 outside 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.

[0078] 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.

[0079] Within the vehicle 1, the thermal energy dissipation device 5 is arranged so that the airflow supply element 52 is directed towards the front of the vehicle 1, thus being closer to the front of the vehicle 1, particularly the front compartment, while the exhaust element 53 is closer to the rear of the vehicle 1. Specifically, the dissipation device 5, in particular the duct 51, is arranged to extend at least part of the length of the vehicle 1 from the front to the rear. For example, the duct 51 is arranged to extend parallel or substantially parallel to the longitudinal direction X. This principle applies to a plurality of thermal energy dissipation devices 5. It is understood that the following description, made with reference to one dissipation device 5, applies to the plurality of dissipation devices 5.

[0080] 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. For example, it is positioned to extend opposite a sill 11 of the vehicle 1. For instance, the dissipation device 5 is reversibly attached to the body structure 10 and / or the sill 11 by means of a fastener (not shown) such as a tab, clip, or screw-nut assembly. Alternatively, the dissipation device 5 is bonded or welded to the body structure 10 and / or the sill 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 gutter 51.In particular, as illustrated in Figure 4, the chute 51, and by extension the at least one conduit 24 located in the internal volume 50 delimited by the chute 51, is situated between one of the fenders 11 of the vehicle 1 and the electric drive battery 23 of the vehicle 1, conventionally located under a floor of the passenger compartment of the vehicle 1. The profiled structure of the chute 51, particularly in its flat section, advantageously limits the space generated by the chute 51, here along the transverse direction Y, so as to allow its positioning at the level of the fender 11.

[0081] The supply member 52 can be positioned under the vehicle 1 to allow the external airflow FE to enter the chute 51. In particular, the supply member 52 is positioned so that the primary opening 52a faces the ground on which the vehicle 1 is positioned. Alternatively, the supply member 52 can be positioned on one of the fenders of the vehicle 1. A similar principle applies, mutatis mutandis, to the exhaust member 53.

[0082] 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 F1 circulating in at least one pipe 24 located 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 F1 circulating in at least one pipe 24 located in said device.

[0083] In particular, in the illustrated example, a first dissipation device 5' is arranged:

[0084] - so that the outside air flow FE circulating through said device flows in the same direction as the heat transfer fluid F1 circulating in at least one pipe 24 disposed in said device; and / or

[0085] - so as to cooperate with at least one pipe 24 of the primary circuit 3 arranged 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 F1.

[0086] Conversely, a second 5” dissipation device is installed:

[0087] - so that the outside air flow FE circulating through said device flows in the opposite direction to the heat transfer fluid F1 circulating in at least one pipe 24 disposed in said device; and / or

[0088] - 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 F1.

[0089] In particular, when at least one dissipation device 5 includes a means of 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 present a greater proximity to the front of the vehicle 1.

[0090] When the vehicle 1 includes 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 F1 in at least one duct 24, 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 train 21, according to the direction of circulation of the heat transfer fluid F1. Such a principle makes it possible, in particular, to optimize the thermal management of the vehicle 1 in winter conditions, as further explained below.

[0091] Optionally, vehicle 1 also includes a ventilation, heating, and / or air conditioning system 7 for the passenger compartment, enabling thermal management of an airflow directed towards the passenger compartment of vehicle 1 so as to heat or cool it. In one 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 F1 of the primary circuit 3. Such a secondary circuit 71 is specifically 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.

[0092] The invention also relates to a method for managing the thermal performance of a vehicle 1. In other words, such a method can be considered 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.

[0093] The method includes a step of measuring the temperature of a component of the primary circuit 3, the heat transfer fluid F1, and / or the outside airflow FE 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 train 21, for example, the electric drive train 21, such as the electric drive battery 23, the electric powertrain 22, and / or at least one power electronics component 25.

[0094] Alternatively or additionally, the process includes a step of measuring a longitudinal speed of the vehicle 1.

[0095] The process 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 made 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 made 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 control unit or an on-board computer, not shown.

[0096] 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 F1 circulating in the at least one pipe 24 disposed in the dissipation device 5 considered.

[0097] 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 to divert all or part of the heat transfer fluid F1 of said exchanger, and a convergence point, located downstream of the primary heat exchanger 31.

[0098] The primary circuit 3 also preferably includes at least one solenoid valve 33 configured to selectively direct the heat transfer fluid F1 to the primary heat exchanger 31 or to the primary bypass branch 32.

[0099] According to a particular embodiment example, 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.

[0100] 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.

[0101] 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.

[0102] For example, when slight cooling of the heat transfer fluid F1 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 the exchanger. Instead, the outside airflow FE circulates through at least one heat dissipation device 5, thereby enabling heat exchange between the outside airflow FE and the heat transfer fluid F1 circulating in the primary circuit 3, specifically at at least one pipe 24.Such heat exchange is particularly advantageous for cooling the heat transfer fluid F1 upstream and / or downstream of at least one component of the drive chain 21, as indicated above, with the outside airflow FE then absorbing heat from said heat transfer fluid F1. This thermal management method 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, this 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 can depend on the ambient temperature and / or the load on the drivetrain components. If the ambient temperature is low and the drivetrain is under little stress, the speed threshold can be very low. If the ambient temperature is high and the drivetrain is under significant stress, the speed threshold will be higher.

[0103] 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 F1 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.

[0104] 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.

[0105] According to another example of thermal management, when significant cooling of the heat transfer fluid F1 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 airflow FE then circulates through the grille 4 and the primary heat exchanger 31. A heat exchange is thus implemented between the outside airflow FE and the heat transfer fluid F1, the outside airflow FE being able to absorb heat from the heat transfer fluid F1 in order to cool 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 F1 circulating in the primary circuit 3, in particular at the level of at least one pipe 24 as described above.

[0106] This thermal management mode advantageously ensures the thermal management of the vehicle's components while optimizing its aerodynamics by opening the multiple flaps of the grille 4 only when significant cooling is required. For example, this 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 F1 is strictly above at least a predefined temperature threshold. Additionally, or alternatively, this thermal management mode can be implemented when a heating requirement is detected.

[0107] The system increases the operating range within which the damper system 4 will be closed and / or the heat exchanger 31 can be bypassed. The system also reduces the number of times the fan motor assembly is used.

[0108] According to another thermal management method, implemented in "cold ambient" or "winter conditions" situations—that is, 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, but rather 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.

[0109] In order to limit the thermal energy dissipation 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 external 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 F1. In other words, the regulation means 6 is included in the dissipation device 5 at which the return of the heat transfer fluid F1, 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 F1 to the front of the vehicle 1.

[0110] 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 F1 circulating from the rear to the front of the vehicle 1, in particular with regard to its conveyance to the secondary heat exchanger 72.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 vehicle 1, in particular by the powertrain 22 and / or by at least one power electronics component 25, during non-extreme operating conditions of vehicle 1, for example, non-extreme temperature and / or longitudinal speed conditions of vehicle 1. The invention thus makes it possible to keep the grille 4 located on the front panel closed over a wider range of vehicle 1 operating conditions. The thermal management system 2 according to the invention can also bypass the radiator of vehicle 1.

[0111] 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 more frequent operating conditions of vehicle 1. 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.

[0112] 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:

[0113] - allowing for a reduction in the volume of heat transfer fluid required by the radiator,

[0114] - allowing for a reduction in pressure losses at the radiator level,

[0115] - allowing for increased efficiency at the condenser level of the air conditioning system thanks to lower air temperatures and higher air speeds seen by it.

[0116] All of these gains are added to the aerodynamic gain made possible by keeping the flaps 4 in the closed position and contribute to reducing electrical consumption.

[0117] 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 F1 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 a front and / or rear position.

[0118] Also, the invention can be extended to vehicles with hybrid or internal combustion engines.

[0119] The present invention is not limited to the means and configurations described and illustrated herein, and 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. Thermal energy dissipation device (5) for a thermal management system (2) of a motor vehicle (1), comprising: - a hollow chute (51) delimiting an internal volume (50) configured to allow the circulation of an airflow (FE) and configured to receive a circulation pipe (24) of at least one heat transfer fluid (F1) of the thermal management system (2) so as to allow heat exchange between the airflow (FE) and the heat transfer fluid (F1); - an airflow (EF) supplying element (52) comprising a primary opening (52a) and disposed at a first end (51a) of the chute (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 (51 b) of the chute (51 ) opposite the first end (51 a), in fluidic connection with the internal volume (50).

2. Thermal energy dissipation device (5) according to the preceding claim, wherein the airflow (FE) supply member (52) and / or exhaust member (53): - is attached and fixed to the chute (51); and / or - includes a connecting portion (59) delimiting 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 the at least one fluid conduit (24).

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

4. Thermal energy dissipation device (5) according to any one of the preceding claims, in which the chute (51) comprises two attached parts assembled so as to define a closed profile of the chute (51): - at least one of the two parts comprising a gutter with a U-shaped or substantially U-shaped profile; and / or - at least one of the two parts comprising a means of attachment (54) to 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) control means (6) comprising at least one movable fin (61) disposed on at least one of the airflow (EF) supply member (52), the airflow (EF) duct (51) and / or the airflow (EF) discharge member (53) and configured to be moved between a first position, configured to allow the airflow (EF) to circulate through all or part of the dissipation device (5), and a second position, configured to impede the airflow (EF) to circulate through at least part of the dissipation device (5); and / or - at least one filter disposed on at least one of the airflow (FE) supply member (52) or of the chute (51).

6. Thermal management system (2) comprising a dissipation device (5) according to 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 (F1).

7. Thermal management system (2) according to the preceding claim, wherein at least one conduit (24): - includes 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 motorization, 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 the chute (51), the airflow (FE) supply member (52) and / or the airflow (FE) discharge member (53) being fixed to the body structure (10) by means of a fixing 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 (F1) and / or the airflow (FE), the method comprising: - a step of measuring the temperature of the heat transfer fluid (F1) and / or the air flow (FE); - 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 regulation device (41) of the grid (4).

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