• 专利附录
  • 专利说明
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    • 专利摘要:
    The invention relates to a circuit (1) for a motor vehicle configured to be traversed by a refrigerant (FR), the circuit (1) comprising at least one main branch (2) comprising at least one main heat exchanger (3), and a first leg (4) and a second leg (5) extending between a point of divergence (6) and a point of convergence (7) and both of which are arranged in series with the main leg (2). ), the first limb (4) comprising at least a first expansion member (8) and a first heat exchanger (10) configured to thermally treat an electrical storage device (11) of the vehicle, the second limb (5) comprising at least one minus a second expansion member (12) and a second heat exchanger (14) configured to heat-treat a passenger compartment of the vehicle, characterized in that the first leg (4) comprises a first compression device (9) and in that the second plugged (5) comprises a second compression device (13) independent of the first compression device (9).
    公开号:FR3075705A1
    申请号:FR1762894
    申请日:2017-12-21
    公开日:2019-06-28
    发明作者:Mohamed Yahia
    申请人:Valeo Systemes Thermiques SAS；
    IPC主号:
    专利说明:

    VEHICLE REFRIGERANT FLUID CIRCUIT, SUITABLE FOR QUICK CHARGING OF AN ELECTRIC STORAGE DEVICE
    The field of the present invention is that of refrigerant circuits for vehicles, in particular for motor vehicles.
    Motor vehicles are commonly equipped with a refrigerant circuit used to heat or cool different areas or components of the vehicle. It is notably known to use this refrigerant circuit for thermally treating an air flow sent into the passenger compartment of the vehicle equipped with such a circuit.
    In another application of this circuit, it is known to use it to cool an electrical storage device of the vehicle, the latter being used to supply energy to an electric motor capable of setting the vehicle in motion. The refrigerant circuit thus provides the energy capable of cooling the electrical storage device during its use in taxiing phases. The refrigerant circuit is thus dimensioned to cool this electrical storage device for temperatures which remain moderate.
    It is also known to charge the electrical storage device of the vehicle by connecting it for several hours to the domestic electrical network. This long charging technique keeps the temperature of the electrical storage device below a certain threshold, which eliminates the need for any cooling system of the electrical storage device.
    A new charging technique has appeared recently. It consists in charging the electrical storage device under a high voltage and amperage, so as to charge the electrical storage device in a maximum time of a few tens of minutes. This rapid charge involves heating of the electrical storage device which must be treated. In addition, the possibility should be considered that the occupants of the vehicle remain inside the vehicle all or part of the charging time mentioned above. It is also necessary to heat treat the passenger compartment during this rapid charge to maintain conditions of comfort acceptable to the occupants, especially when the temperature outside the vehicle exceeds 30 ° C. These two requests for cooling imply a dimensioning of the system which makes it not very compatible with the constraints of current motor vehicles, in particular vehicles powered by an electric motor.
    The technical problem therefore resides in the ability on the one hand to dissipate the calories generated by the electrical storage device during rapid charging, and on the other hand to cool the passenger compartment, both by limiting consumption and / or congestion. and / or the noise pollution of a system capable of simultaneously fulfilling these two functions. The invention falls within this context and proposes a technical solution which contributes to the achievement of this double objective, that is to say to keep the electrical storage device below a threshold temperature during rapid charging. and cooling the passenger compartment of the vehicle, by means of a coolant circuit cleverly designed to operate with a first compression device during the driving phase, and implementing a second compression device when the vehicle is in rapid charge. The invention therefore relates to a circuit for a motor vehicle configured to be traversed by a refrigerant, the circuit comprising at least one main branch comprising at least one main heat exchanger, as well as a first branch and a second branch which s extend between a point of divergence and a point of convergence and which are both arranged in series with the main branch, the first branch comprising at least a first expansion member and a first heat exchanger configured to heat treat an electrical storage device of the vehicle, the second branch comprising at least a second expansion member and a second heat exchanger configured to heat treat a passenger compartment of the vehicle, characterized in that the first branch comprises a first compression device and in that the second branch comprises a second compression device independent of the pre mier compression device.
    It is thus possible to operate only one of the two compression devices when the thermal requirement is limited, for example when the circuit operates in cabin cooling mode during a conventional taxiing phase. The invention also makes it possible to operate the two compression devices when a rapid charge phase of the electrical storage device is activated, while the occupants remain in the vehicle and it is then necessary to cool the passenger compartment.
    The second compression device is independent of the first compression device in the sense that one of the compression devices can be active while the other compression device is inactive, or else simultaneously rotate at different rotational speeds.
    This organization avoids sizing components, in particular the compression device, for use phases known as rapid charge ultimately short compared to the use phases known as rolling, where the energy requirement is lower.
    This organization of the circuit also makes it possible to limit the acoustic nuisances, by operating two compression devices at speeds below an acceptable acoustic threshold, which would not be the case with a single compression device which would then impose a very fast rotation speed. high during fast charging, and consequently an acoustic nuisance for the occupants who remained in the vehicle.
    The refrigerant is for example a subcritical fluid, such as that known under the reference R134A or 1234YF. Alternatively, the fluid can be super-critical, such as carbon dioxide whose reference is R744. The refrigerant circuit according to the invention is a closed circuit which implements a thermodynamic cycle.
    The compression device is for example a compressor, and the invention finds a very particular application when the compressor is an electric compressor with fixed displacement and variable speed. It is thus possible to control the thermal power of the circuit according to the invention.
    The first branch is in parallel with the second branch, seen from the refrigerant.
    The point of divergence is the area of the circuit where the main branch splits in two, forming the first branch and the second branch. The point of convergence is the area of the circuit where the first branch and the second branch join, to form the main branch. The main heat exchanger can be installed on the front of the vehicle. This main heat exchanger can thus be used as a condenser, or gas cooler in the case of a super-critical fluid, or as an evaporator when the circuit operates as a heat pump.
    The first heat exchanger is configured to heat treat an electrical storage device of the vehicle. It is therefore specially dedicated to this electrical storage device and does not have the function of cooling another component. The first heat exchanger exchanges calories between the coolant and the vehicle's electrical storage device, either directly, i.e. by convection between the first exchanger and the electrical storage device, or indirectly via a fluid loop coolant, the latter being intended to transport the calories from the electrical storage device to the first heat exchanger. It is therefore understood that the cooling of the electrical storage device can be indirect. Alternatively, the first heat exchanger can be in contact with the electrical storage device. In such a case, the cooling of the electrical storage device is direct.
    The circuit according to the invention may comprise a device for accumulating coolant disposed in the portion of the second branch located between the second heat exchanger and the second compression device.
    Advantageously, at least one pipe connects a portion of the first branch located between the first heat exchanger and the first compression device to a portion of the second branch located between the second heat exchanger and the second compression device. Such conduct makes it possible to implement different modes of operation of the circuit which is the subject of the invention.
    The pipe comprises at least one means for controlling the circulation of the coolant within the pipe.
    According to one example, the means for controlling the circulation of the coolant within the pipe comprises at least one expansion device for the coolant.
    According to another example, the means for controlling the circulation of the coolant within the pipe comprises a first non-return valve.
    The first expansion member and the second expansion member can be electrically controlled expansion members, controlled for example by electronic means. The first expansion member and / or the second expansion member are therefore controlled electrically or electronically. The same goes for the third trigger, as well as for the trigger.
    Note that the circuit may include a first pipe arranged in parallel with the pipe.
    It is envisaged that the first pipe will include a second check valve.
    Advantageously, the circuit can comprise at least a first internal heat exchanger, a first pass of which is arranged in the main branch, while a second pass is located in the portion of the first branch situated between the first heat exchanger and the first compression device.
    The circuit can also include a second internal heat exchanger, a first pass of which is arranged in the main branch, while a second pass is located in the portion of the second branch located between the second heat exchanger and the second compression device.
    The main branch comprises a refrigerant / heat transfer fluid heat exchanger disposed between the point of convergence and the main heat exchanger.
    Advantageously, the first compression device and / or the second compression device may comprise at least one compression mechanism driven by an electric motor whose rotation is placed under the control of a controller. The invention also covers a heat treatment system of a motor vehicle, comprising a device for electrically storing the motor vehicle and a circuit according to any of the characteristics described in this document, where the first heat exchanger cooperates with the device of electrical storage so as to ensure at least its cooling. Advantageously, the first heat exchanger also ensures the heating of the electrical storage device. Such cooling or heating can be carried out directly or indirectly, in particular by passing through a secondary circuit of heat transfer fluid.
    Such a system may include a ventilation, heating and / or air conditioning installation of the passenger compartment of the motor vehicle, in which the second heat exchanger is disposed in, that is to say inside, the installation of ventilation, heating and / or air conditioning. The second heat exchanger is thus arranged to be traversed by an interior air flow sent into the passenger compartment of the motor vehicle. The invention also relates to a method for controlling the temperature of an electrical storage device of a motor vehicle, implementing a refrigerant fluid circuit as presented above, method during which the first device is simultaneously activated and the second compression device during rapid charging of the electrical storage device. Additionally, the method provides for the circulation of refrigerant fluid within the pipe. Other characteristics, details and advantages of the invention will emerge more clearly on reading the description given below by way of indication in relation to the drawings in which: - Figure 1 is a schematic view of the circuit according to the invention , in a first embodiment, - Figures 2 to 7 schematically illustrate the circuit shown in Figure 1, operated according to different modes of operation consisting of cooling the electrical storage device, - Figure 8 is a schematic view of 'a circuit according to the invention, in a second embodiment, - Figures 9 to 14 show the object circuit of Figure 8 operated according to different modes of operation consisting of heating the electrical storage device.
    It should first of all be noted that the figures show the invention in detail in order to implement the invention, said figures can of course be used to better define the invention, if necessary. These figures are schematic representations which illustrate how the circuit is made, what composes it and how the refrigerant circulates within it. In particular, the circuit according to the invention mainly comprises two devices for compressing the refrigerant, heat exchangers, expansion members, pipes connecting each of these components, and optionally valves or flaps. The circuit can also be placed under the control of a controller which acts on some of these components.
    The terms upstream and downstream used in the following description refer to the direction of circulation of the fluid considered, that is to say the refrigerant, an interior air flow sent to a passenger compartment of the vehicle or an air flow outside a passenger compartment of the vehicle. The refrigerant FR is symbolized by an arrow which illustrates the direction of circulation of the latter in the pipe considered. The solid lines illustrate a portion of the circuit where the refrigerant circulates, while the dotted lines show an absence of circulation of the refrigerant.
    FIG. 1 thus shows a circuit 1 inside which a FR refrigerant fluid circulates. This circuit 1 is a closed loop where the refrigerant is circulated by a first compression device 9 and / or by a second compression device 13. It will be noted that these compression devices can take the form of an electric compressor, that is to say a compressor which comprises a compression mechanism, an electric motor and possibly a controller. The rotation mechanism is rotated by the electric motor, the rotation speed of which is under the control of the controller, which can be external or internal to the compression device concerned.
    According to the first embodiment illustrated in Figures 1 to 7, the circuit 1 comprises a main branch 2, a first branch 4 and a second branch 5 which are in series with the main branch 2, so as to form a closed circuit where a thermodynamic cycle takes place.
    The first branch 4 and the second branch 5 separate at a point of divergence 6 and meet at a point of convergence 7. Between these two points, first branch 4 and second branch 5 are in parallel, seen from the refrigerant FR.
    The main branch 2 extends from the point of convergence 7 to the point of divergence 6 and comprises a main heat exchanger 3. The latter is intended to be traversed by the refrigerating fluid FR and by an external air flow F1. This main heat exchanger 3 is the seat of a heat exchange between the refrigerating fluid FR and this external air flow F1 and it can be used as a condenser, as is the case of the first embodiment, or as evaporator or condenser, as is the case of the second embodiment illustrated in FIGS. 8 to 14. This main heat exchanger 3 can be installed on the front face of the vehicle equipped with the circuit 1 according to the invention and it is in this situation crossed by the outside air flow F1 to the passenger compartment of the vehicle.
    The first branch 4 begins at the point of divergence 6 and ends at the point of convergence 7, and successively and according to the direction of circulation of the refrigerant fluid FR in the first branch 4 a first expansion member 8, a first heat exchanger 10 and a first compression device 9 for the refrigerating fluid FR. The first heat exchanger 10 is thus interposed between an outlet 29 of the first expansion member 8 and an inlet 30 of the first compression device 9.
    This first heat exchanger 10 is specifically dedicated to the heat treatment of an electrical storage device 11, the function of which is to supply electrical energy to one or more electric motors which set the vehicle in motion. Such an electrical storage device accumulates or restores this electrical energy with a view to setting the motor vehicle in motion, via the dedicated electric motor. This is for example a battery pack grouping together several electric cells which store electric current.
    The first heat exchanger 10 exchanges calories directly with the electrical storage device 11, by convection or by conduction. We are talking here of direct heat treatment of the electrical storage device 11.
    According to another alternative, the first heat exchanger 10 is thermally associated with the electrical storage device 11 via a heat transfer fluid loop FC. This is then called indirect heat treatment of the electrical storage device 11. The heat transfer fluid FC thus captures the calories at the level of the electrical storage device 11 and transports them to the first heat exchanger 10.
    The first expansion member 8 acts on a thermal power implemented by the first heat exchanger 10, by being able to vary this thermal power from the maximum power of the first heat exchanger 10 to all thermal powers lower than this maximum power. , in particular by reducing the cross section of the coolant in the first expansion member 8. The first expansion member 8 is either a thermostatic expansion valve, an electronic expansion valve, a tube orifice or the like.
    The first compression device 9 comprises its inlet 30 which is connected to an outlet 32 of the first heat exchanger 10, as well as an outlet 31 connected to the point of convergence 7.
    The first branch 4 of circuit 1 also includes a portion 33 which extends between the first heat exchanger 10, more particularly its outlet 32, and the first compression device 9, in particular its inlet 30.
    The second branch 5 begins at the point of divergence 6 and ends at the point of convergence 7, and successively and according to the direction of circulation of the refrigerant fluid FR in the second branch 5 a second expansion member 12, a second heat exchanger 14, a coolant accumulation device 36 and a second compression device 13 for the FR coolant. The second heat exchanger 14 and the accumulation device 36 are thus interposed between an outlet 34 of the second expansion member 12 and an inlet 35 of the second compression device 13, the second heat exchanger 14 being disposed upstream of the accumulation device 36, seen from the refrigerant. The accumulation device 36 can take the form of an accumulator, where the liquid phase contained in the FR refrigerant fluid accumulates in the accumulator, and where the gas phase of this same FR refrigerant fluid is sucked up by the second device 13 alternatively, the accumulation device 36 can be a desiccant bottle which can advantageously be integrated into the main heat exchanger 3.
    The second heat exchanger 10 is intended to heat treat an interior air flow F2 which is sent to the interior of the passenger compartment of the vehicle. The second heat exchanger 14 can be installed inside a ventilation, heating and / or air conditioning installation 28 which cooperates with the circuit 1, to form a heat treatment system for the motor vehicle. This second heat exchanger 14 can then be used as an evaporator to cool the interior air flow F2 which is sent into the passenger compartment of the vehicle.
    The second expansion member 12 acts on a thermal power implemented by the second heat exchanger 14, by being able to vary this thermal power to more or less cool the internal air flow F2 sent into the passenger compartment. The second expansion member 12 is either a thermostatic expansion valve, an electronic expansion valve, a tube orifice or the like.
    The second compression device 13 comprises its inlet 35 which is connected to an outlet 37 of the accumulation device 36, as well as an outlet 38 connected to the point of convergence 7.
    The second branch 5 of the circuit 1 also includes a portion 39 which extends between the second heat exchanger 14, more particularly its outlet 40, and the second compression device 13, in particular its inlet 35. The accumulation device 36 can be disposed in this portion 39 of the second branch 5.
    According to one aspect of the invention, the circuit 1 comprises at least one pipe 15 which fluidly connects the portion 33 of the first branch 4 to the portion 39 of the second branch 5. Such a pipe 15 makes it possible to put the first branch into communication. 4 and the second branch 5, thus offering the possibility of sharing the use of the two compression devices 9, 13 when the vehicle is in a fast-charge situation and when the occupants of this vehicle request cooling of the air sent into the passenger compartment .
    The pipe 15 is thus connected to a first point 41 located in the portion 33 of the first branch 4 and to a second point 42 located in the portion 39 of the second branch 5.
    The circulation of the refrigerant FR in line 15 can be controlled. Thus the pipe 15 can comprise a means of controlling 16 of the circulation of the refrigerant fluid FR within the pipe 15. This control means 16 can comprise or consist of an expansion device 17, the function of which is either to close the line 15, or to open it completely, or to implement a pressure drop so as to generate an expansion of the FR refrigerating fluid.
    Cumulatively, the means 16 for controlling the circulation of the refrigerant fluid FR within the pipe 15 may comprise a first non-return valve 18. The latter thus authorizes a circulation of the refrigerant fluid FR of the portion 33 of the first branch 4 towards the portion 39 of the second branch 5, and prohibits such circulation in the opposite direction, that is to say from the portion 39 of the second branch 5 and towards the portion 33 of the first branch 4.
    The circuit 1 according to the invention may also include a first pipe 19 arranged in parallel with the pipe 15, seen from the refrigerant FR. The first pipe 19 thus extends from the portion 39 of the second branch 5 to the portion 33 of the first branch 4. The first pipe 19 extends between a third point 43 located in the portion 39 of the second branch 5 and the first point 41.
    The first pipe 19 may comprise a second non-return valve 20. The latter thus authorizes a circulation of the refrigerating fluid FR from the portion 39 of the second branch 5 to the portion 33 of the first branch 4, and prohibits such circulation in the direction reverse, that is to say from the portion 33 of the first branch 4 and towards the portion 39 of the second branch 5.
    Figure 2 shows the circuit 1 illustrated in Figure 1 and used in the simultaneous cooling mode of the electrical storage device 11 and the passenger compartment. This is particularly the case of a rapid charge imposed on the electrical storage device 11, while the occupants remain in the vehicle during the time of this rapid charge.
    In such a mode, the two compression devices 9, 13 are in operation and compress the refrigerant FR. These two compression devices 9, 13 thus pooled make it possible to deliver the refrigerating power necessary for cooling the passenger compartment and the electrical storage device 11, without causing any acoustic nuisance, for example. The main heat exchanger 3 discharges the calories of the refrigerating fluid FR into the outside air flow F1. The refrigerating fluid FR then circulates both in the first branch 4 and in the second branch 5.
    The first expansion member 8 achieves expansion of the refrigerant fluid FR and the first heat exchanger 10 cools the thermal storage device 11. The refrigerant fluid FR is sucked in by the first compression device 9. On the side of the second branch 5, the second expansion member 12 achieves expansion of the refrigerant fluid FR and the second heat exchanger 14 cools the interior air flow F2 sent into the passenger compartment. The refrigerant FR which leaves the second heat exchanger 14 is then sucked in by the second compression device 13, after having passed through the accumulation device 36.
    In this simultaneous cooling mode of the passenger compartment and of the thermal storage device 11, the pipe 15 can be traversed by a part of the refrigerating fluid FR which leaves the first heat exchanger 10, this part coming to join the portion 39 of the second branch 5. The second compression device 13 thus compresses an amount of refrigerant fluid FR which corresponds to the sum of the refrigerant fluid which leaves the second heat exchanger 14 with the part of refrigerant fluid which runs through the pipe 15.
    The expansion device 17 achieves an expansion which manages the flow of the refrigerant which is directed towards the first compression device 9 with respect to the part of refrigerant which circulates in the pipe 15. Such an organization makes it possible to relieve the work of the first compression device 9 by sending part of the refrigerant which has cooled the electrical storage device 11 to the second compression device 13. Such an organization makes it possible to reduce the size of the first compression device 9 and / or reduce its speed rotation.
    Figure 3 shows the circuit 1 illustrated in Figures 1 and 2 and used in priority cooling mode of the electrical storage device 11, that is to say a mode where the thermal energy is concentrated to cool the thermal storage device 11. This is particularly the case of a rapid charge imposed on the electrical storage device 11, while the occupants do not occupy the vehicle during the time of this rapid charge. The interior is therefore not cooled.
    In such a mode, the two compression devices 9, 13 are in operation and compress the refrigerant FR. These two compression devices 9, 13 thus pooled make it possible to deliver the refrigerating power necessary for cooling the electrical storage device 11, without causing any acoustic nuisance, for example. The main heat exchanger 3 discharges the calories of the refrigerant FR into the outside air flow F1. The refrigerant FR then circulates exclusively in the first branch 4.
    The first expansion member 8 achieves an expansion of the refrigerant fluid FR and the first heat exchanger 10 cools the thermal storage device 11. The opening of the first expansion member 8 manages the cooling power which should be applied to the electrical storage 11. The refrigerant FR is sucked by the first compression device 9 and by the second compression device 13, thanks to the fact that part of the refrigerant which has passed through the first heat exchanger 10 passes through line 15 to go to the second compression device 13.
    On the side of the second branch 5, the second expansion member 12 is closed, preventing any circulation of coolant in the second heat exchanger 14.
    In this priority cooling mode of the thermal storage device 11, the pipe 15 is traversed by a part of the refrigerating fluid FR which leaves the first heat exchanger 10, this part coming to join the portion 39 of the second branch 5. The second device compression 13 thus compresses an amount of refrigerant fluid FR which flows through the pipe 15.
    The expansion device 17 is then completely open, without implementing expansion. Such an organization makes it possible to supply the energy necessary for cooling the electrical storage device 11 with reduced noise pollution, since the compression phase is provided by two compression devices 9, 13 which work in parallel.
    Figure 4 shows the circuit 1 illustrated in Figures 1 to 3 and used in priority cooling mode of the passenger compartment of the vehicle, that is to say a mode where the thermal energy is concentrated to quickly cool the flow of interior air F2 sent into the passenger compartment. This mode can be activated when the temperature outside the passenger compartment is high, for example above 30 ° C, and the vehicle users want to cool the passenger compartment very quickly. The cooling of the electrical storage device 11 is not ensured in this mode.
    In such a mode, the two compression devices 9, 13 are in operation and compress the refrigerant FR. These two compression devices 9, 13 thus pooled make it possible to deliver the refrigerating power necessary for cooling the passenger compartment in a very short time, without causing any acoustic nuisance, for example. The main heat exchanger 3 discharges the calories of the refrigerating fluid FR into the external air flow F1. The refrigerating fluid FR then circulates exclusively in the second branch 5, thanks to the fact that the first expansion member 8 is closed.
    The second expansion member 12 achieves expansion of the refrigerant fluid FR and the second heat exchanger 14 cools the interior air flow F2 sent to the passenger compartment. The opening of the second expansion member 12 manages the cooling power which it is appropriate to apply to the internal air flow F2 to reach the temperature required in the passenger compartment. The refrigerant FR is sucked by the first compression device 9 and by the second compression device 13, thanks to the fact that part of the refrigerant which has passed through the second heat exchanger 14 passes through the first pipe 19 and through the second non-return valve 20, to go towards the first compression device 9. This first compression device 9 thus compresses an amount of refrigerant fluid FR which flows through the first pipe 19.
    On the side of the first branch 4, the first expansion member 8 is closed, preventing any circulation of coolant in the first heat exchanger 10.
    In this priority cooling mode of the passenger compartment, the circulation of the refrigerant fluid FR is prohibited in the pipe 15 since the control means 16 of the circulation of the refrigerant fluid is closed. According to the example of this first embodiment of the circuit 1, the expansion device 17 is closed. Such an organization makes it possible to supply the energy necessary for cooling the interior air flow F2 with reduced noise pollution and in a very short time, since the compression phase is provided by two compression devices 9, 13 which work in parallel .
    FIG. 5 shows the circuit 1 illustrated in FIGS. 1 to 4 and used in the cooling mode of the passenger compartment of the vehicle, that is to say a mode in which the demand for cooling the interior air flow F2 sent into the the interior is intermediate. This mode can be activated when the temperature outside the passenger compartment is higher than the temperature demand of the occupants, while remaining moderate. The cooling of the electrical storage device 11 is not ensured in this mode.
    In such a mode, only the second compression device 13 is in operation and compresses the refrigerant fluid FR. The first compression device 9 is not put into operation. This mode thus ensures the heat treatment of the passenger compartment by means of reduced energy consumption, since one of the compression devices is inactive. The acoustic nuisances of the circuit 1 are also lowered. The main heat exchanger 3 discharges the calories of the refrigerant fluid FR into the external air flow F1. The refrigerant fluid FR then circulates exclusively in the second branch 5, thanks to the fact that the first detent member 8 is closed.
    The second expansion member 12 achieves expansion of the refrigerant fluid FR and the second heat exchanger 14 cools the interior air flow F2 sent to the passenger compartment. The opening of the second expansion member 12 manages the cooling power which it is appropriate to apply to the internal air flow F2 to reach the temperature required in the passenger compartment. The refrigerant FR is sucked in only by the second compression device 13.
    On the side of the first branch 4, the first expansion member 8 is closed, preventing any circulation of refrigerant fluid in the first heat exchanger 10. No refrigerant fluid circulates in the first branch 4.
    In this mode of cooling the passenger compartment, the circulation of the refrigerant fluid FR is prohibited in the pipe 15 since the control means 16 of the circulation of the refrigerant fluid is closed. According to the example of this first embodiment of the circuit 1, the expansion device 17 is closed. Such an organization makes it possible to adjust the energy consumed by the circuit 1 to the strict necessary corresponding to the cooling demand of the passenger compartment, which makes it possible to supply the energy necessary for cooling the interior air flow F2 with harmful effects. low acoustic, since the compression phase is provided by a single compression device.
    FIG. 6 shows the circuit 1 illustrated in FIGS. 1 to 5 and used in moderate and simultaneous cooling mode of the electrical storage device 11 and of the passenger compartment. This is particularly the case for a driving phase on a motorway, at an outside temperature for example greater than 25 ° C., and where the electrical storage device 11 heats up moderately in response to its supply of electrical energy.
    In such a mode, only one of the two compression devices is in operation and compresses the FR refrigerant. This second compression device 13 alone ensures the delivery of the refrigerating power necessary for cooling the passenger compartment and the electrical storage device 11, without causing any acoustic nuisance, in particular. The first compression device is stopped. The main heat exchanger 3 discharges the calories of the refrigerating fluid FR into the outside air flow F1. The refrigerating fluid FR then circulates both in the first branch 4 and in the second branch 5.
    The first expansion member 8 achieves expansion of the refrigerant FR and the first heat exchanger 10 cools the thermal storage device 11. The refrigerant FR is sucked in by the second compression device 13. On the side of the second branch 5, the second expansion member 12 achieves expansion of the refrigerant fluid FR and the second heat exchanger 14 cools the interior air flow F2 sent into the passenger compartment. The refrigerant FR which leaves the second heat exchanger 14 is also sucked by the second compression device 13. The refrigerant FR which comes from the first branch 4 and the refrigerant FR which comes from the second branch 5 pass through the device accumulation 36, before joining the second compression device 13.
    In this moderate and simultaneous cooling mode of the passenger compartment and of the thermal storage device 11, the pipe 15 is traversed by all of the refrigerant fluid FR which leaves the first heat exchanger 10, this refrigerant fluid then joining the portion 39 of the second branch 5. The second compression device 13 thus compresses a quantity of refrigerant fluid FR which corresponds to the sum of the refrigerant fluid which leaves the second heat exchanger 14 with the refrigerant fluid which leaves the first exchanger 10 and which flows through the pipe 15 , that is to say all of the refrigerant circulating in the circuit 1 when it is operated according to this operating mode.
    The expansion device 17 may be in the fully open position and therefore may not achieve expansion of the refrigerant. The energy demand according to this mode is moderate and this avoids a cycling phenomenon (ON / OFF / ON / OFF) of one or the other of the compression devices, which can appear if the two compression devices were activated simultaneously during this operating mode.
    FIG. 7 shows the circuit 1 illustrated in FIGS. 1 to 6 and used in the cooling mode of the electrical storage device 11 simultaneously with the cooling of the passenger compartment. This is particularly the case on the motorway, where the cooling requirement of the electrical storage device requires an evaporation temperature much higher than that necessary for thermal comfort to cool the passenger compartment.
    In such a mode, it can be considered that the two branches 4, 5 are fluidly independent. The two compression devices 9, 13 are in operation and compress the refrigerant FR from each of the branches. The first compression device 9 and the first expansion device 8 manage the cooling power of the first branch 4, while the second compression device 13 and the second expansion device 12 manage the cooling power of the second branch 5. The main heat exchanger 3 discharges the calories of the refrigerating fluid FR into the external air flow F1. The refrigerating fluid FR thus circulates both in the first branch 4 and in the second branch 5.
    On the side of the second branch 5, the second expansion member 12 achieves expansion of the refrigerant fluid FR and the second heat exchanger 14 cools the internal air flow F2 sent into the passenger compartment. The refrigerant FR which leaves the second heat exchanger 14 is then sucked in by the second compression device 13, after having passed through the accumulation device 36.
    In this mode of cooling the electrical storage device 11 simultaneously with the cooling of the passenger compartment, the circulation of the refrigerant fluid is prohibited in the pipe 15 by the fact that the means 16 for controlling the circulation of the coolant fluid within the pipe 15 is closed. The expansion device 17 is here closed.
    Such an organization makes it possible to perform the function by rotating the compression devices at a lower speed than it would be if a single compression device was activated. Noise pollution is therefore reduced. In addition, this operating mode allows the cooling of the electrical storage device when the temperature required for this cooling is between 5 and 10 ° C below ambient temperature. The electrical storage device 11 is thus cooled independently of the passenger compartment and with very low power consumption of the compression device 9, since it is dedicated to cooling the electrical storage device 11.
    FIG. 8 shows a circuit 1 according to a second embodiment inside which a FR refrigerant fluid circulates. This circuit 1 includes the components and their relative arrangements as they have been described with reference to FIGS. 1 to 7. For the description of these components and their operation, reference is made to this description which applies mutatis-mutandis to the circuit of Figures 8 to 14. The operating modes described in Figures 2 to 7 can therefore be implemented by the circuit 1 object of Figure 8. The description below attempts to describe the added components, and their position in the circuit.
    The circuit 1 comprises additional components which increase the performance of the circuit or which make it possible to heat the passenger compartment and / or the electrical storage device 11. A coolant / heat transfer fluid heat exchanger 27 is arranged in the main branch 2, by example between the point of convergence 7 and the main heat exchanger 3. This coolant / heat transfer fluid heat exchanger 27 supplies calories to a secondary heat transfer fluid loop which comprises at least one air heater positioned in the ventilation installation 28 , heating and / or air conditioning, so as to discharge the calories transported by the heat transfer fluid into the interior air flow F2.
    A third expansion member 44 is arranged on the main branch 2 between an outlet of the refrigerant / heat transfer fluid heat exchanger 27 and a fourth point 45 located upstream of the main heat exchanger 3.
    Circuit 1 comprises a second pipe 46 which joins the fourth point 45 to a fifth point 48 disposed on the pipe 15, for example between the expansion device 17 and the first non-return valve 18. This second pipe 46 has a third valve non-return 47 organized so as to prohibit the circulation of the refrigerating fluid FR from the fourth point 45 and towards the fifth point 48, and to authorize it in the opposite direction.
    The circuit 1 further comprises a third pipe 49 which joins a sixth point 50, disposed on the main branch 2 between the coolant / heat transfer fluid heat exchanger 27 and the third expansion member 44, at the point of divergence 6. This third line 49 comprises a first stop valve 51 capable of authorizing or prohibiting the circulation of refrigerant fluid within the third line 49.
    The circuit 1 finally comprises a fourth pipe 52 which joins a seventh point 53, arranged on the main branch 2 at the outlet of the heat exchanger 3 and the point of divergence 6, and an eighth point 54 arranged at an inlet of the device d accumulation 36.
    This fourth pipe 52 comprises a second stop valve 55 capable of authorizing or prohibiting the circulation of refrigerant fluid within the fourth pipe 52.
    It will be noted that the circuit 1 according to this second embodiment also comprises a fourth non-return valve 56 disposed on the main branch 2 between the seventh point 53 and the point of divergence 6. Such a fourth non-return valve 56 is organized from so as to prohibit the circulation of the refrigerating fluid FR from the point of divergence 6 and towards the seventh point 53, and to authorize in the opposite direction. Finally, the circuit 1 according to this mode comprises a third stop valve 57 disposed between the second point 42 and the eighth point 54 and capable of authorizing or prohibiting the circulation of refrigerant fluid FR in the portion 39 of the second branch 5.
    The circuit 1 according to the first embodiment or according to this second embodiment may comprise a first internal heat exchanger 21 which provides heat exchange between a high pressure zone of the circuit 1, in particular the main branch 2, and a low zone pressure of this circuit 1, here the portion 33 of the first branch 4. This first internal heat exchanger 21 comprises a first pass 22 disposed in the main branch 2 and a second pass 23 located in the portion 33 of the first branch 4. The first pass 22 is placed in circuit 1 between the seventh point 53 and the fourth non-return valve 56. The second pass 23 is arranged between the first point 41 and the inlet 30 of the first compression device 9.
    As an alternative or cumulative to the previous paragraph, the circuit 1 according to the first embodiment or according to this second embodiment may comprise a second internal heat exchanger 24 which provides heat exchange between a high pressure zone of the circuit 1, in particular the main branch 2, and a low pressure zone of this circuit 1, here the portion 39 of the second branch 5. This second internal heat exchanger 24 comprises a first pass 25 disposed in the main branch 2 and a second pass 26 located in the portion 39 of the second branch 5. The first pass 25 is arranged in the circuit 1 between an outlet of the first pass 22 of the first internal heat exchanger 21 and the fourth non-return valve 56. The second pass 26 is arranged between the outlet 37 of the accumulation device 36 and the inlet 35 of the second compression device 13.
    FIG. 9 shows the circuit 1 illustrated in FIG. 8 and used in the heating mode of the electrical storage device 11. This is particularly the case when the temperature outside the passenger compartment is below 15 ° C.
    In such a mode, the circuit 1 operates in heat pump mode, where the first heat exchanger 10 is used as the condenser, while the main heat exchanger 3 is used as the evaporator.
    The second compression device 13 is in operation and compresses the refrigerating fluid FR, while the first compression device 9 is stopped. In such a mode, the coolant / heat transfer fluid heat exchanger 27 can supply calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the heat transfer fluid in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    The first shut-off valve 51 is open and allows circulation of the coolant in the third pipe 49. The first expansion member 8 is wide open and it does not generate any expansion. The refrigerant FR which passes through the second heat exchanger 14 is thus hot and heats the interior air flow F2 sent into the passenger compartment of the vehicle.
    The expansion device 17 operates an expansion, while the third stop valve 57 is in the closed position. The refrigerant FR then passes through the third non-return valve 47 and joins the main heat exchanger 3, where the external air flow F1 is cooled by the refrigerant. The refrigerant FR then borrows the fourth pipe 52, thanks to the fact that the second valve 55 is open, and joins the accumulation device 36. The refrigerant FR is then sucked by the second compression device 13 to implement a new thermodynamic cycle.
    On the side of the second branch 5, the second expansion member 12 is closed and prevents any circulation of the coolant in the second heat exchanger 14.
    In this mode of heating the thermal storage device 11, the pipe 15 is traversed by the refrigerant fluid FR which leaves the first heat exchanger 10. The electrical storage device 11 is thus heated by the first heat exchanger 10 thanks to the thermodynamic cycle that the second compression device 13 implements.
    Figure 10 shows the circuit 1 illustrated in Figures 8 and 9 and used in passenger compartment heating mode. In such a mode, the circuit 1 operates in heat pump mode, where the second heat exchanger 14 is used as the condenser, while the main heat exchanger 3 is used as the evaporator.
    The second compression device 13 is in operation and compresses the refrigerating fluid FR, while the first compression device 9 is stopped. In such a mode, the coolant / heat transfer fluid heat exchanger 27 supplies calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the fluid coolant in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    The first stop valve 51 is open and allows a circulation of the refrigerant in the third pipe 49 and through the expansion member 12 where it can undergo partial expansion. The refrigerant FR which passes through the second heat exchanger 14 is thus hot and condenses by heating the internal air flow F2 sent into the passenger compartment of the vehicle.
    The refrigerant FR then borrows the first pipe 19 and passes through the second non-return valve 20, then passes at least partially in the pipe 15. The expansion device 17 operates an expansion, while the third stop valve 57 is in the closed position. The refrigerant FR then passes through the third non-return valve 47 and joins the main heat exchanger 3, where the outside air flow F1 is cooled by the refrigerant. The refrigerant FR then borrows the fourth pipe 52, thanks to the fact that the second valve 55 is open, and joins the accumulation device 36. The refrigerant FR is then sucked by the second compression device 13 to implement a new thermodynamic cycle.
    On the side of the first branch 4, the first expansion member 8 is closed and prevents any circulation of the refrigerant fluid FR in the first heat exchanger 10.
    In such a mode, the coolant / heat transfer fluid heat exchanger 27 supplies calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the fluid coolant in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    FIG. 11 shows the circuit 1 illustrated in FIGS. 8 to 10 and used in heating mode of the passenger compartment simultaneously with heating or cooling of the electrical storage device 11.
    In such a mode, the circuit 1 operates in heat pump mode, where the first heat exchanger 10 and the second heat exchanger 14 are used as the condenser, while the main heat exchanger 3 is used as the evaporator. Alternatively and in the cooling mode of the electrical storage device 11, the first heat exchanger 10 is used as an evaporator. In either of these alternatives, the coolant / heat transfer fluid heat exchanger 27 can supply calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or installation 28 air conditioning discharges the calories present in the heat transfer fluid in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    The second compression device 13 is in operation and compresses the refrigerating fluid FR, while the first compression device 9 is stopped. The first shut-off valve 51 is open and allows circulation of the coolant in the third pipe 49. In simultaneous heating mode of the passenger compartment and of the electrical storage device 11, the first expansion member 8 and the second expansion member 12 are wide open and do not generate any relaxation. The refrigerant FR which passes through the first heat exchanger 10 and the second heat exchanger 14 is thus hot and heats the electrical storage device 11 and the internal air flow F2 sent into the passenger compartment of the vehicle. Alternatively and in the cooling mode of the electrical storage device 11, the first expansion member 8 can operate an expansion, so that the refrigerant which passes through the first heat exchanger 10 cools the electrical storage device 11.
    The refrigerant FR then borrows the first pipe 19 and passes through the second non-return valve 20, then passes at least partially in the pipe 15. This pipe 15 is thus taken by the sum of the refrigerant which crosses the first branch 4 and the second branch 5, whatever the alternative of using the first heat exchanger 10.
    The expansion device 17 operates an expansion, while the third stop valve 57 is in the closed position. The refrigerant FR then passes through the third non-return valve 47 and joins the main heat exchanger 3, where the external air flow F1 is cooled by the refrigerant. The refrigerant FR then borrows the fourth pipe 52, thanks to the fact that the second valve 55 is open, and joins the accumulation device 36. The refrigerant FR is then sucked by the second compression device 13 to implement a new thermodynamic cycle.
    In this mode of heating the passenger compartment, where the electrical storage device 11 can be either heated or cooled, the pipe 15 is traversed by the refrigerant fluid FR which leaves the two heat exchangers 10, 14. The passenger compartment is thus initially heated or cooled by the second heat exchanger 14 before being heated by the air heater which is coupled to the coolant / heat transfer fluid heat exchanger 27, while the electrical storage device 11 is heated or cooled , thanks to the thermodynamic cycle that the second compression device 13 implements.
    In such a mode, the coolant / heat transfer fluid heat exchanger 27 supplies calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the fluid coolant in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    FIG. 12 shows the circuit 1 illustrated in FIGS. 8 to 11 and used in heating mode of the passenger compartment simultaneously with cooling of the electrical storage device 11. Such a mode is implemented when it is possible to recover the calories dissipated by the electrical storage device 11. This recovery makes it possible to relieve the second compression device 13, thus preventing it from sucking too high a flow rate, which would require a high speed of rotation and therefore the generation of acoustic nuisances.
    In such a mode, the first heat exchanger 10 is used as an evaporator to cool the electrical storage device 11, while the second heat exchanger 14 is used as a condenser or evaporator so as to heat or cool the flow of interior air F2 sent into the passenger compartment of the vehicle. To do this, the first expansion member 8 implements an expansion, while the second expansion member 12 is partially open, thus controlling an intermediate pressure dependent on the value of the temperature of the internal air flow F2 circulating through the second heat exchanger 14, in particular when the latter is used as an evaporator.
    The two compression devices 9, 13 are active and compress the refrigerant FR. The first shut-off valve 51 is open and authorizes a circulation of the coolant in the third pipe 49. In such a mode, the coolant / heat transfer fluid heat exchanger 27 can supply calories to the secondary loop so that the the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the heat transfer fluid in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    The refrigerant FR which comes from the second heat exchanger 14 borrows the first pipe 19 to reach the first point 41, while the refrigerant present in the first heat exchanger 10 also joins the first point 41. Part of the refrigerant FR present at the first point 41 is sucked in by the first compression device 9 and another part of this refrigerant FR present at the first point 41 runs at least in part through the pipe 15. The expansion device 17 operates an expansion, while the third valve d stop 57 is in the closed position. The refrigerant FR then passes through the third non-return valve 47 and joins the main heat exchanger 3, where the outside air flow F1 is cooled by the refrigerant. The FR refrigerant then follows the fourth pipe 52, thanks to the fact that the second valve 55 is open, and joins the storage device 36. The FR refrigerant is then sucked by the second compression device 13.
    In this particular operating mode, the passenger compartment is heated by the refrigerant / heat transfer fluid heat exchanger 27, possibly by the second heat exchanger 14, while the electrical storage device 11 is cooled, thanks to the thermodynamic cycle that the first compression device 9 and the second compression device 13 implement. The simultaneous operation of the two compression devices 9, 13 makes it possible to meet the energy demand of the circuit 1 without generating acoustic nuisances which would result from an excessive speed of rotation of a single compression device.
    FIG. 13 shows the circuit 1 illustrated in FIGS. 8 to 12 and used in cabin heating mode and defrosting of the main heat exchanger 3. Such a mode is implemented when, in heat pump mode, the temperature evaporation generates an icing of the external air flow F1 during its passage through the main heat exchanger 3. This avoids unavailability of this main heat exchanger 3.
    In such a mode, the coolant / heat transfer fluid heat exchanger 27 supplies calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the fluid coolant in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    The first shut-off valve 51 is in the closed position, preventing the circulation of refrigerant fluid in the third pipe 49. The third expansion member 44 generates a pre-expansion so that the evaporation temperature of the refrigerant fluid FR in the main heat exchanger 3 is much greater than zero ° C, thus causing defrosting of the main heat exchanger 3. At the seventh point 53, the refrigerant FR separates and part of the refrigerant circulates in the fourth pipe 52, thanks to the fact that the second shut-off valve 55 is open, while another part of the coolant circulates towards the point of divergence 6.
    The second expansion member 12 is closed. The first expansion member 8 provides residual expansion allowing the refrigerant to pass from the intermediate pressure generated by the third expansion member 44 to low pressure. The first heat exchanger 10 operates as an evaporator and cools the electrical storage device 11. In doing so, the calories from this electrical storage device 11 are recovered by the refrigerant and used in the thermodynamic cycle implemented by the circuit 1. Note that in a variant, the first detent member 8 can also be wide open.
    The circulation control means 16 within the pipe 15 prevents this circulation and the third stop valve 57 is in the closed position. The refrigerant which leaves the first heat exchanger 10 is thus sucked in by the first compression device 9.
    It will be noted that the first internal heat exchanger 21 is active, by exchanging calories between the main branch 2 and the portion 33 of the first branch 4. Alternatively or cumulatively, the second internal heat exchanger 24 can also be active by exchanging it. calories between the main branch 2 and a portion of the second branch 5 which extends between the storage device 36 and the second compression device 13.
    In this operating mode, the passenger compartment is heated if necessary by the refrigerant / heat transfer fluid heat exchanger 27, the electrical storage device 11 then forming a hot source on which the thermodynamic cycle is based. Heating of the passenger compartment can then be implemented at the same time as defrosting the main heat exchanger 3.
    FIG. 14 shows the circuit 1 illustrated in FIGS. 8 to 13 and used in a second mode of heating the passenger compartment and defrosting of the main heat exchanger 3. As for FIG. 13, such a mode is implemented when, in heat pump mode, the evaporation temperature generates an icing of the external air flow F1 during its passage through the main heat exchanger 3. This avoids unavailability of this main heat exchanger 3.
    In such a mode, the coolant / heat transfer fluid heat exchanger 27 supplies calories to the secondary loop so that the air heater positioned in the ventilation, heating and / or air conditioning installation 28 discharges the calories present in the fluid coolant in the interior air flow F2. Such a coolant / heat transfer fluid heat exchanger 27 is used as a condenser.
    The first stop valve 51 and the second stop valve 55 are in the closed position, preventing the circulation of coolant respectively in the third pipe 49 and in the fourth pipe 52. The third expansion member 44 generates a pre-expansion so that the evaporation temperature of the refrigerant in the main heat exchanger 3 is much higher than zero ° C, thus causing defrosting of the main heat exchanger 3. The refrigerant FR then travels to the point of divergence 6, where it separates into a part which enters the first branch 4 and another part which enters the second branch 5.
    The first expansion member 8 and the second expansion member 12 each generate a residual expansion allowing the refrigerant to pass from the intermediate pressure generated by the third expansion member 44 to low pressure on the side of the first compression device 9 and the side of the second compression device 13. The first heat exchanger 10 and the second heat exchanger 14 operate as an evaporator and respectively cool the electrical storage device 11 and the internal air flow F2, the ventilation installation 28, heating and / or air conditioning having previously been positioned in passenger compartment recycling of the interior air flow F2. In doing so, the calories of this electrical storage device 11 and of this internal air flow F2 are recovered by the refrigerant fluid and used in the thermodynamic cycle implemented by the circuit 1. The temperature at the second heat exchanger 14 perhaps close to zero ° C, to dry the interior air flow F2 without frosting the evaporator.
    The control means 16 of the circulation within the line 15 prevents this circulation in the line 15 and the third stop valve 57 is in the open position so that the coolant can reach the accumulation device 36 via the portion 39 of the second branch 5. The refrigerant which leaves the first heat exchanger 10 is thus sucked by the first compression device 9, while the refrigerant which leaves the second heat exchanger 14 is sucked by the second compression device 13.
    It will be noted that the first internal heat exchanger 21 is active, by exchanging calories between the main branch 2 and the portion 33 of the first branch 4. Alternatively or cumulatively, the second internal heat exchanger 24 can also be active by exchanging it. calories between the main branch 2 and a portion of the second branch 5 which extends between the storage device 36 and the second compression device 13.
    In this operating mode, the passenger compartment is heated by the coolant / heat transfer fluid heat exchanger 27, the electrical storage device 11 and the interior air flow F2 then each forming a hot source on which the thermodynamic cycle s restraint. Heating of the passenger compartment can then be implemented at the same time as defrosting the main heat exchanger 3.
    In this operating mode dedicated to defrosting the main heat exchanger 3, the vehicle heat treatment system may include a means of interrupting the circulation of the outside air flow F1. It may for example be shutters removable arranged upstream of the main heat exchanger 3, in the direction of the outside air flow F1, and closed when the vehicle is moving. Alternatively, this operating mode can be implemented when the vehicle is stationary.
    The circuit 1 of refrigerant fluid FR according to the first embodiment or according to the second embodiment may comprise means for acquiring information relating to circuit 1, to the electrical storage device 11 or to the passenger compartment, and means for acting on the components of this circuit 1 so as to reach fixed setpoints, in particular coolant temperatures or rotational speeds of the first compression device 9 and / or of the second compression device 13. This management of circuit 1 can be carried out by a control device which can take the form of a box or an electronic unit. This control device is advantageously capable of controlling the first compression device 9 and / or the second compression device 13. The control device thus acts on the speed of rotation of these compression devices, in particular when it is a question of compressor with integrated electric motor and fixed displacement.
    It is understood from the foregoing that the present invention thus makes it possible simply to provide, at optimized costs, without excess consumption and at a reduced noise level, the heat treatment, by heating or cooling, of an electrical storage device, such that a battery or a battery pack, configured to supply electrical energy to an electric motor driving the vehicle, as well as the heat treatment of a passenger compartment, by heating or cooling an internal air flow sent into the cockpit. The invention cannot however be limited to the means and configurations described and illustrated here, and it also extends to all equivalent means or configurations and to any technically operating combination of such means. In particular, the architecture of the refrigerant circuit can be modified without harming the invention insofar as it fulfills the functionalities described in this document.
    权利要求:
    Claims (13)
    [1" id="c-fr-0001]
    1. Circuit (1) for a motor vehicle configured to be traversed by a coolant (FR), the circuit (1) comprising at least one main branch (2) comprising at least one main heat exchanger (3), as well as a first branch (4) and a second branch (5) which extend between a point of divergence (6) and a point of convergence (7) and which are both arranged in series with the main branch (2), the first branch (4) comprising at least a first expansion member (8) and a first heat exchanger (10) configured to heat treat an electrical storage device (11) of the vehicle, the second branch (5) comprising at least a second expansion member (12) and a second heat exchanger (14) configured to heat treat a passenger compartment of the vehicle, characterized in that the first branch (4) comprises a first compression device (9) and in that the second branch (5 ) includes a second compression device (13) independent of the first compression device (9).
    [2" id="c-fr-0002]
    2. The circuit as claimed in claim 1, in which at least one pipe (15) connects a portion (33) of the first branch (4) located between the first heat exchanger (10) and the first compression device (9) to a portion (39) of the second branch (5) located between the second heat exchanger (14) and the second compression device (13).
    [3" id="c-fr-0003]
    3. The circuit of claim 2, wherein the pipe (15) comprises at least one control means (16) of the circulation of the refrigerant (FR) within the pipe (15).
    [4" id="c-fr-0004]
    4. The circuit of claim 3, wherein the control means (16) of the circulation of the coolant (FR) within the pipe (15) comprises at least one expansion device (17) of the coolant.
    [5" id="c-fr-0005]
    5. The circuit of claim 3 or 4, wherein the control means (16) of the circulation of the coolant (FR) within the pipe (15) comprises a first check valve (18).
    [6" id="c-fr-0006]
    6. Circuit according to any one of claims 2 to 5, comprising a first pipe (19) disposed in parallel with the pipe (15).
    [7" id="c-fr-0007]
    7. The circuit of claim 6, wherein the first pipe (19) comprises a second check valve (20).
    [8" id="c-fr-0008]
    8. Circuit according to any one of claims 2 to 7, comprising at least a first internal heat exchanger (21), a first pass (22) is arranged in the main branch (2), while a second pass ( 23) is located in the portion of the first branch (4) located between the first heat exchanger (10) and the first compression device (9).
    [9" id="c-fr-0009]
    9. Circuit according to any one of claims 2 to 8, comprising a second internal heat exchanger (24), a first pass (25) is arranged in the main branch (2), while a second pass (26) is located in the portion of the second branch (4) located between the second heat exchanger (14) and the second compression device (13).
    [10" id="c-fr-0010]
    10. Circuit according to any one of the preceding claims, in which the main branch (2) comprises a refrigerant / heat transfer fluid heat exchanger (27) disposed between the point of convergence (7) and the main heat exchanger ( 3).
    [11" id="c-fr-0011]
    11. A heat treatment system for a motor vehicle, comprising an electric storage device (11) of the motor vehicle and a circuit (1) according to any one of the preceding claims, in which the first heat exchanger (10) cooperates with the electrical storage device (11) so as to ensure at least its cooling.
    [12" id="c-fr-0012]
    12. System according to the preceding claim, comprising an installation (28) for ventilation, heating and / or air conditioning of the passenger compartment of the motor vehicle, in which the second heat exchanger (14) is disposed in the installation (28) for ventilation. , heating and / or air conditioning.
    [13" id="c-fr-0013]
    13. Method for controlling the temperature of an electrical storage device (11) of a motor vehicle, implementing a circuit (1) of refrigerant fluid according to any one of claims 1 to 10, method during which the first compression device (9) and the second compression device (13) are simultaneously activated during rapid charging of the electrical storage device (11).
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    同族专利:
    公开号 | 公开日
    FR3075705B1|2020-07-24|
    WO2019122713A1|2019-06-27|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    US20170197488A1|2016-01-13|2017-07-13|Hanon Systems|Battery temperature control device for vehicle and air conditioner for vehicle having same|
    DE102016201835A1|2016-02-08|2017-08-10|Volkswagen Aktiengesellschaft|Air conditioning device for a motor vehicle|FR3104495A1|2019-12-16|2021-06-18|Valeo Systemes Thermiques|Vehicle refrigerant circuit suitable for rapid charging of a storage device|
    FR3101576A1|2019-10-08|2021-04-09|Valeo Systemes Thermiques|Thermal management circuit of an electric or hybrid motor vehicle|
    FR3104074A1|2019-12-05|2021-06-11|Valeo Systemes Thermiques|Method of regulating a refrigerant circuit|
    法律状态:
    2018-12-31| PLFP| Fee payment|Year of fee payment: 2 |
    2019-06-28| PLSC| Publication of the preliminary search report|Effective date: 20190628 |
    2019-12-31| PLFP| Fee payment|Year of fee payment: 3 |
    2020-12-31| PLFP| Fee payment|Year of fee payment: 4 |
    2021-12-31| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1762894A|FR3075705B1|2017-12-21|2017-12-21|REFRIGERANT FLUID CIRCUIT FOR VEHICLES, SUITABLE FOR RAPID CHARGING OF AN ELECTRICAL STORAGE DEVICE|
    FR1762894|2017-12-21|FR1762894A| FR3075705B1|2017-12-21|2017-12-21|REFRIGERANT FLUID CIRCUIT FOR VEHICLES, SUITABLE FOR RAPID CHARGING OF AN ELECTRICAL STORAGE DEVICE|
    PCT/FR2018/053408| WO2019122713A1|2017-12-21|2018-12-19|Coolant circuit for a vehicle, adapted to a fast charge of an electrical storage device|
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