• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A heat treatment system (100) for a vehicle (10) comprises at least a first heat exchanger (11) and a second heat exchanger (12), with the second heat exchanger which is arranged substantially perpendicular to the first heat exchanger , the first and the second heat exchanger being arranged to be successively traversed by the same air flow (FA, FA1, FAv).
    公开号:FR3076605A1
    申请号:FR1850173
    申请日:2018-01-09
    公开日:2019-07-12
    发明作者:Jean-Louis Lanard
    申请人:Valeo Systemes Thermiques SAS；
    IPC主号:
    专利说明:

    HEAT TREATMENT SYSTEM FOR ELECTRIC OR HYBRID VEHICLE
    The field of the present invention is that of heat treatment systems for vehicles, in particular for motor vehicles, and more particularly, the present invention relates to heat treatment systems allowing thermal regulation of an electrical storage device intended for motor vehicles. electric or hybrid.
    Global warming and the drying up of fossil fuel sources are driving car manufacturers to invest in the development of less polluting vehicles that consume less traditional fuels. Thus, in recent years, new vehicles have emerged, operating at least partially, using electric power.
    These vehicles, whether fully electric or hybrid, that is to say combining the use of a heat engine and an electric motor, therefore require a substantial supply of electrical energy and are equipped with electrical storage, comprising for example one or more battery modules. Battery modules, that is to say a plurality of electric cells connected to each other, are thus arranged under the chassis of these vehicles. These battery modules do not support well functioning outside a determined temperature range. In particular, in order to optimize the functioning and the lifespan of the latter, they should be kept at a temperature below 40 ° C.
    It is for example known to use the refrigerant circuit, also used to heat or cool different areas or different components of the vehicle and to heat treat a flow of air sent into the passenger compartment of the vehicle equipped with such a circuit , to cool the electrical storage device. The refrigerant circuit thus provides the energy capable of cooling the electrical storage device during its use in driving phases. The refrigerant circuit is thus dimensioned to cool this electrical storage device for temperatures which remain moderate. For example, the refrigerant circuit may be sufficient to cool the batteries during a conventional charge phase of the vehicle electrical storage device, namely a charge phase carried out by connecting the vehicle for several hours to the domestic electrical network. This 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 twenty 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. The passenger compartment must also be heat treated during this rapid charge to maintain conditions of comfort acceptable to the occupants, especially when the temperature outside the vehicle exceeds 35 ° C. These two cooling demands imply a dimensioning of the system which makes it hardly compatible with the constraints of current motor vehicles.
    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. of a system capable of simultaneously fulfilling these two functions.
    The present invention falls within this context and proposes a heat treatment system for a vehicle comprising at least a first heat exchanger and a second heat exchanger, characterized in that the second heat exchanger is arranged substantially perpendicular to the first heat exchanger. heat, the first and second heat exchangers being arranged to be successively traversed by the same air flow.
    It is therefore understood that the present invention advantageously makes it possible to increase the thermal capacities of the heat treatment system, by an increase in the heat exchange surface and with a particular arrangement of the heat exchangers relative to each other. It is notable that according to the invention, this increase in the heat exchange surface results on the one hand from a desire to have the two heat exchangers in an arrangement different from the known arrangements, in which the heat exchangers are arranged longitudinally in series one behind the other with each heat exchanger which extends in a plane parallel to that in which the neighboring heat exchanger extends, and on the other hand a desire to adapt the space requirement of the heat treatment system in the place available in the vehicle and in the path of the fresh air brought into the vehicle. It should be understood here that the longitudinal direction can be confused with an axis along which the vehicle moves on which is intended to be mounted the heat treatment system according to the present invention.
    According to the invention, the heat exchangers are arranged perpendicularly to one another at least in an operating position of the heat treatment system. Air flow deflection means are implemented in this heat treatment device to guide the air to this second heat exchanger which can be arranged in a less congested area of the front compartment.
    In particular, the first heat exchanger can extend vertically, that is to say substantially perpendicular to the direction of travel of the vehicle, and the second heat exchanger can then extend horizontally, substantially parallel to the road on which rests the vehicle.
    It should be noted that in this arrangement, the second heat exchanger extends away from the first heat exchanger which can allow the air to cool between the two heat exchangers and thus improve the thermal performance at the level of the second heat exchanger.
    According to a characteristic of the invention, at least the first heat exchanger and the second heat exchanger are arranged on the same refrigerant circuit of the heat treatment system.
    According to a characteristic of the invention, the heat treatment system comprises a cooling assembly of an electrical storage device configured to supply energy capable of setting in motion the vehicle and the refrigerant circuit on which are arranged at least the first and second heat exchangers, another heat exchanger being common to the cooling assembly and to the refrigerant circuit.
    The thermal treatment system according to the invention may comprise a control module configured on the one hand to detect a rapid recharging phase of an electrical storage device of the vehicle and to detect a thermal treatment phase of the passenger compartment of the vehicle and on the other hand to activate the motor-fan unit associated with the second heat exchanger when a rapid recharging phase and a heat treatment phase are detected simultaneously. The increase in the heat exchange surface can then consist of a temporary increase, targeted over time. Indeed, increasing the thermal capacities of this heat treatment system implies an increase in the electric consumption of the vehicle, on the one hand by the operation of at least one additional motor-fan unit and on the other hand by necessary increase in the operating regime of components associated with the refrigerant circuit, such as a compressor for example. In other words, the thermal treatment system according to this characteristic of the invention is capable of increasing its thermal capacities in order to meet a specific need, when a rapid recharging operation of the electrical storage device is detected, this increase being temporary so as not to increase the consumption of the vehicle when it operates in a standard mode, in which the heat treatment system is implemented only for the heat treatment of the passenger compartment of the vehicle.
    According to a first series of characteristics, taken alone or in combination, it can be provided that: - the heat exchangers have a fixed position with respect to each other. at least one motor-fan group is associated with each heat exchanger, a first motor-fan group being arranged downstream of the first heat exchanger with respect to the direction of circulation of the air flow and a second motor-fan group being arranged upstream of the second heat exchanger with respect to the direction of circulation of the air flow.
    According to another series of characteristics, provision may be made for: - the second heat exchanger is movable relative to the first heat exchanger, between a first position in which the two heat exchangers are substantially perpendicular and a second position in which the two heat exchangers are substantially parallel to each other. - The first heat exchanger is fixed relative to the structure of the vehicle, the second heat exchanger being configured to pivot relative to the first heat exchanger. at least one motor-fan group is associated with each heat exchanger, a first motor-fan group being arranged downstream of the first heat exchanger with respect to the direction of circulation of the air flow and a second motor-fan group being arranged upstream of the second heat exchanger with respect to the direction of circulation of the air flow, and the second motor-fan unit is configured to be able to rotate in one direction in the first position of the second heat exchanger and in another direction in the second position of the second heat exchanger.
    According to a characteristic of the invention, the second heat exchanger is arranged under a storage box formed in the front compartment of the vehicle, the air flow being able to be deflected by this storage box in the direction of the second heat exchanger. heat.
    According to a characteristic of the invention, the first heat exchanger and / or the second heat exchanger can be condensers. Alternatively, the first heat exchanger and / or the second heat exchanger can be radiators.
    The heat treatment system, according to any of the previously described exemplary embodiments, can be equipped with at least one compressor and one expansion valve, configured to treat the refrigerant fluid circulating in the circuit and brought through each of the heat exchangers . The invention also relates to an electric or hybrid vehicle comprising at least one heat treatment system as previously described. The invention finally relates to a method for controlling a heat treatment system comprising at least a first heat exchanger and a second heat exchanger configured to assume at least in certain operating phases a position perpendicular to one another. other, said method comprising a step of detecting a phase of rapid recharging of an electrical storage device of a vehicle equipped with said heat treatment system, a step of detecting a use of a heat treatment device of the passenger compartment of this vehicle and a step during which the position of the second heat exchanger relative to the first heat exchanger is modified when a rapid recharging phase and a heat treatment phase are detected simultaneously. Other details, characteristics and advantages will emerge more clearly on reading the detailed description given below by way of indication in relation to the different embodiments illustrated in the following figures: FIG. 1 is a schematic overview of '' a front face of a motor vehicle comprising a heat treatment system according to a first embodiment of the invention, in which two heat exchangers are arranged perpendicular to one another, in fixed positions relative to the structure of the vehicle; Figures 2 and 3 are schematic representations of the heat treatment system according to a second embodiment of the invention, in which two heat exchangers are movable relative to each other, between a first position visible on the Figure 2 and similar to that illustrated in Figure 1 with two heat exchangers perpendicular to each other, and a second position visible in Figure 3 with two heat exchangers arranged substantially parallel; Figure 4 is a schematic view, in block diagram, of the operation of a control module of the heat treatment system according to the present invention; and Figure 5 is a schematic representation of a heat treatment system according to the invention illustrating the arrangement of heat exchangers on a refrigerant circuit associated with a cooling loop of an electrical storage device of the vehicle.
    In the following description, the names “longitudinal”, “vertical”, and “transverse” refer to an orientation of a heat treatment system 100 when it is integrated into a motor vehicle 10, as for example illustrated in FIG. 2. Thus, the designation “longitudinal” corresponds to a direction along which the vehicle moves, the designation “vertical” must be understood as a direction perpendicular to the road on which the vehicle travels and along which follow the chassis, the passenger compartment and the roof of the vehicle and the designation "transverse" refers to a direction perpendicular to both the longitudinal direction and the vertical direction. In order to facilitate the reading of the figures, a trihedron L, V, T is represented on each of them, the letter "L" referring to the longitudinal direction, the letter "V" to the vertical direction and the letter "T To the transverse direction.
    In what follows, we will describe more particularly the arrangement of at least two heat exchangers relative to each other in the vehicle compartment in which they are located, and more particularly the perpendicular arrangement of a heat exchanger of heat compared to each other. An exemplary embodiment of the integration of these heat exchangers in a refrigerant circuit is illustrated by way of example in FIG. 5 ·
    The heat treatment system 100 here comprises a circuit 1 of refrigerant fluid LR and a set 2 of heat treatment of an electrical storage device 4 of the motor vehicle. The electrical storage device is, for example, formed of a plurality of electrical cells packaged together in a battery pack. This electric storage device 4 is intended to supply energy to an electric motor, not shown in the figures, the electric motor being intended to set the vehicle in full or in part.
    The refrigerant circuit 1 comprises, arranged in parallel with one another, a first branch 6 and a second branch 8 configured to convey within them the refrigerant fluid LR.
    As illustrated in FIG. 5> the first branch 6 of the coolant circuit 1 comprises in particular a device 10 for compressing the coolant LR, a first heat exchanger 11, a second heat exchanger 12, a bypass device 14 , including a distribution valve 16, associated with this second heat exchanger, a first expansion device 18 and a third heat exchanger 20. Preferably, within the refrigerant circuit 1, the first expansion device 18 is arranged between the second heat exchanger 12 and the third heat exchanger 20.
    The compression device 10 is designed to compress the refrigerating fluid LR between a low inlet pressure and a high outlet pressure. The first and second heat exchangers 11, 12 are advantageously exchangers of the fluid / air type, and they are configured to carry out a heat exchange between a first air flow LA and the refrigerant fluid LR, such a participating heat exchange to cool the refrigerant LR at constant pressure. The first expansion device 18 is intended to achieve expansion of the refrigerant LR from the aforementioned high pressure to a low pressure.
    The bypass device 14 comprises a distribution valve 16 controlled by a control module 200 which will be described in more detail below, and which can, at the outlet of the first heat exchanger 11, either allow the circulation of the refrigerant fluid through the second heat exchanger 12, or divert this coolant directly to the first expansion device without passing through the second heat exchanger.
    In this first branch 6, the third heat exchanger 20, of the fluid / air type, performs a heat exchange between a second air flow b2 and the refrigerant fluid LR, with a view to cooling the second air flow L2. The second air flow L2 is, for example, an air flow intended to be admitted inside the passenger compartment of the motor vehicle and / or a recirculated air flow coming from the passenger compartment of the motor vehicle . More particularly, the third heat exchanger 20 behaves for example as an evaporator intended to cool the second air flow b2, prior to its admission into the interior of the passenger compartment of the motor vehicle.
    The second branch 8 of the refrigerant circuit 1 according to the invention comprises a second expansion device 22 and a fourth heat exchanger 24 · Advantageously, the fourth heat exchanger 24 is of the fluid / fluid type, also known by the designation Anglo-Saxon to "chill". As shown in FIG. 5> the second branch 8 is arranged in parallel with the first branch 6 of the refrigerant circuit 1.
    The role of the second expansion device 22 is to produce an expansion of the LR refrigerant, in particular to cool the latter for its passage through the second branch 8 and its entry into the fourth heat exchanger 24 · According to the invention, and as As shown in FIG. 5, the fourth heat exchanger 24 is common to the second branch 8 of the refrigerant circuit 1 and to the assembly 2 for thermal treatment of the electrical storage device 4 ·
    According to the embodiment more particularly illustrated by FIG. 1, which is not exclusive, the assembly 2 dedicated to the heat treatment of the electrical storage device 4 comprises a circuit (shown in mixed dashes in the figures) configured to convey a heat transfer fluid LC between the electrical storage device 4 and the fourth heat exchanger 24 previously defined. According to other non-limiting exemplary embodiments, the fourth heat exchanger 24 can be placed in direct contact with the electrical storage device 4. the cooling of the latter then taking place by conduction and / or by convection.
    We will now describe different embodiments of the invention, in which the first and second heat exchangers are arranged perpendicularly to one another, at least in an operating position.
    Figure 1 is a schematic representation of a front face of the electric or hybrid motor vehicle 10 in which is mounted the heat treatment system 100 according to the present invention. Very schematically, this heat treatment system 100 comprises at least the first heat exchanger 11 and at least the second heat exchanger 12, which are associated respectively with at least a first motor-fan group III and a second motor-fan group 121.
    Each of these heat exchangers 11, 12 comprises at least one main zone in which the refrigerant fluid LR mentioned above circulates, this main zone being bordered by two manifolds configured to generate the inlet and the outlet of the coolant in the exchanger heat and to ensure a homogeneous circulation of the coolant in the main area. This refrigerant is configured to exchange calories with an LA air flow that passes through the main area. Thus, this main area is also called "heat exchange area". This air flow LA penetrates into the vehicle 10 through its front face and propagates first of all mainly in the longitudinal direction L, as illustrated in FIG. 1 by the arrow LAl, so as to pass through the first heat exchanger of heat 11, which extends vertically, across this air flow. In a second step, the air flow LA is deflected so as to propagate mainly in the vertical direction V, as illustrated in FIG. 1 by the arrow LAv. In the example illustrated in FIG. 1, the air flow is notably deflected by the presence of a fairing 26 which has a suitable bent shape for guiding the air flow towards the second heat exchanger 12. The fairing 26 thus forms a device for deflecting the air flow in a direction substantially perpendicular to the direction of flow of the air flow when it enters the vehicle and passes through the first heat exchanger 11.
    According to the invention, the second heat exchanger 12 is arranged on the path of the air flow thus deflected and propagating mainly in the vertical direction V. More particularly, the second heat exchanger is arranged at the outlet of the channel air in the front compartment and including the vehicle heat exchangers.
    As specified above, in particular with reference to FIG. 5. the first heat exchanger 11 and the second heat exchanger 12 can be arranged on the same refrigerant circuit, that is to say that the refrigerant which traverses the first heat exchanger 11 is the same as that which traverses the second heat exchanger 12. And the second heat exchanger 12, as well as any additional heat exchangers, is controlled according to the thermal requirements of the vehicle and in particular in the case where a rapid recharging ph ase of an electrical storage device is detected.
    According to a first embodiment notably illustrated in Figure 1, the heat exchangers have a fixed position relative to each other and relative to the structure of the vehicle. In particular, the first heat exchanger can extend vertically, that is to say substantially perpendicular to the direction of travel of the vehicle, and the second heat exchanger can then extend horizontally, substantially parallel to the road on which rests the vehicle. The fixed position of the heat exchangers is defined so that the first heat exchanger is crossed by a maximum of fresh air, by a position thereof across the incoming air flow, and so that the second exchanger heat recovers the air leaving the first heat exchanger, away from it and after deflection of the air by components of the front compartment of the vehicle.
    As mentioned above, at least one motor-fan unit is associated with each heat exchanger, the use of this motor-fan group making it possible to facilitate the passage of air through the associated heat exchanger.
    The first motor-fan unit III, associated with the first heat exchanger 11, is arranged downstream of the latter with respect to the direction of circulation of the air flow and in particular the longitudinal component LAl of this air flow. In other words, the first motor-fan group is arranged towards the interior of the vehicle with respect to the first heat exchanger 11. The first motor-fan group takes the form of a propeller, the blades of which are configured, when the motor-fan unit is used, to suck in, or draw, air through the first heat exchanger.
    The second motor-fan unit 121, associated with the second heat exchanger 12, is arranged upstream of the latter with respect to the direction of circulation of the air flow, and in particular the vertical component LAv of this air flow after its deflection by the fairing 26 forming an air deflection device. In other words, the second motor-fan group is arranged towards the interior of the vehicle with respect to the second heat exchanger 12. The second motor-fan group takes the form of a propeller, the blades of which are configured, when the second motor-fan unit is used to blow or push the air through the second heat exchanger.
    The method of controlling each of the motor-driven fan groups according to the characteristics of the vehicle will be described in more detail below, and in particular the way in which the second motor-driven fan groups are activated according to the invention when at least one phase for rapid recharging of the electrical storage module is implemented.
    Figures 2 and 3 illustrate a second embodiment of the heat treatment system 100 according to the present invention, which differs mainly from the above in that the second heat exchanger is movable relative to the first heat exchanger. In order to facilitate the reading of the figures, the control module is not illustrated here, it being understood that in accordance with what has been previously described, such a control module is provided for controlling at least the operation of one of the motorcycle groups. -Fans.
    FIG. 2 illustrates a first position in which the two heat exchangers 11, 12 are substantially perpendicular to each other, in accordance with the previously described position of the first embodiment. And Figure 3 illustrates a second position in which the two heat exchangers are substantially parallel to each other, after rotation of 9 deuxième ° of the second heat exchanger 12.
    In particular, in the first position, the first heat exchanger 11 extends vertically, that is to say substantially perpendicular to the direction of advance of the vehicle, and the second heat exchanger 12 extends horizontally, substantially parallel to the road on which the vehicle is based. And in the second position, after pivoting of the second heat exchanger, the second heat exchanger 12 assumes a substantially vertical position, in a plane parallel to the plane in which the first heat exchanger 11 extends which has remained fixed to it. In the example illustrated in FIGS. 2 and 3> the second heat exchanger 12 extends in the second position slightly set back longitudinally relative to the first heat exchanger, it being understood that the second heat exchanger could after being pivoted in the same plane as the first heat exchanger.
    In this way, the heat exchange surface is increased perpendicular to the air flow entering the front face of the vehicle. It is interesting to note that between the first and the second position in this second embodiment, the total heat exchange surface remains the same if the two heat exchangers are active but is crossed only by fresh air .
    In the foregoing, it is understood that the first heat exchanger is fixed relative to the structure of the vehicle and that the second heat exchanger is configured to pivot relative to the first heat exchanger. The transition from the first to the second position is achieved by means of an actuator, receiving instructions from the control module 200, and by suitable pivoting means 3θ · These pivoting means can be carried by the structure of the vehicle , as illustrated for example in FIGS. 2 and 3 or directly by the first heat exchanger, it being understood that the choice of one or the other of the configurations may in particular depend on the weight of the second heat exchanger to be supported by the first heat exchanger.
    It is understood that in this second embodiment, the motor-ventilator group associated with the second heat exchanger can follow the movement of this heat exchanger to suck in fresh air when the second heat exchanger is in second position.
    The first motor-fan unit III is arranged downstream of the first heat exchanger 11 with respect to the direction of circulation of the air flow, in accordance with what has been described in the first embodiment, and the position of the second motor unit -fan 121 downstream or upstream of the second heat exchanger 12 relative to the direction of circulation of the air flow varies as a function of the position of the second heat exchanger.
    More particularly, the second motor-fan unit 121, associated with the second heat exchanger 12, is arranged upstream of the latter with respect to the direction of circulation of the air flow, and in particular the vertical component LAv of this air flow after its deflection by the air deflection device when the second heat exchanger 12 is in the first position illustrated in FIG. 2. And this second motor-fan group 121 is arranged downstream of the second heat exchanger 12 relative to the direction of circulation of the air flow, and in particular the longitudinal component LAl of this air flow when the second heat exchanger 12 is in the second position illustrated in FIG. 3 · In other words, the second motor group fan is arranged towards the interior of the vehicle with respect to the second heat exchanger 12 whatever the position of this heat exchanger.
    It is understood that in this second embodiment, the second motor-fan group takes the form of a propeller, the blades of which are configured, when the second motor-fan group is used, both for blowing and for aspirating the air, depending on the position of the second heat exchanger. The second motor-fan unit is configured to be able to rotate in one direction in the first position of the second heat exchanger and in another direction in the second position of the second heat exchanger.
    The air flow deflection device is here delimited, not by a specific fairing as illustrated in the first embodiment, but by a wall 27 of a luggage compartment 28. It is notable that, in vehicles electric or hybrid in particular, a luggage compartment can be formed in the front compartment of the vehicle, the place at the rear of the vehicle being occupied by the electric storage device. The second heat exchanger 12 is thus arranged vertically under the luggage compartment, in such a way that the air flow, which after passing through the first heat exchanger is diverted by this luggage compartment under the vehicle, is led to pass through. the second heat exchanger.
    According to one or other of these exemplary embodiments, it is understood that the more the number of motor-fan groups in operation increases, the more the amount of air flow caused to pass through heat exchangers of the treatment system. thermal 100 is important and the more efficient the heat exchange. This increase in the number of motor-fan groups is carried out on demand, so that the electrical consumption corresponding to the use of motor-fan groups is adjusted as necessary and not oversized. It is understood that the first heat exchanger is dimensioned to produce a thermal power of approximately lokW, sufficient to manage the cooling requirements of the passenger compartment and the cooling requirements of the thermal storage device during the running of the vehicle. Therefore, it is advantageous according to the invention to implement the group (s) motor-ventilator (s) corresponding (s) to the second heat exchanger only when the need for cooling is greater, and in particular when an operation rapid recharging is carried out, if necessary simultaneously with the operation of the heat treatment of the passenger compartment. The implementation of this (s) group (s) motor-ventilator (s) associated (s) with the second heat exchanger can thus allow the simultaneous operation of all the heat exchangers on the same refrigerant circuit and the production of a thermal power of the order of 15 to 20KW.
    According to the invention, the positioning of a second heat exchanger at the outlet of the air channel, in a horizontal arrangement under the components housed in the front compartment of the vehicle can make it possible to increase the exchange surface heat using an otherwise seldom used area. In this way, it can be envisaged to reduce the dimensioning of the first heat exchanger arranged vertically, in an area of the front face where the manufacturers may wish to limit the number of hard points for reasons of passive safety and where they may wish to release space for design questions on the front panel.
    In the case where the first heat exchanger and the second heat exchanger are arranged on the same refrigerant circuit, it is understood that this increase in the heat exchange surface implies an increase in the flow of refrigerant brought to circulate at through the heat exchangers on this exchange surface, to carry out the exchange of calories / frigories with the air flow caused to pass through this heat exchange surface. And the increase in the refrigerant flow rate is notably achieved by an increase in the operating speeds of the other components of the refrigerant circuit in question, and in particular of the compressor associated with this circuit. Thus, between the consumption of the motor-driven fan units and the other components of the refrigerant circuit, the increase in the thermal capacities of the heat treatment system according to the invention leads to an increase in the electric consumption of the vehicle.
    Also, in order to limit this excess of electrical consumption to the strict minimum, the heat treatment system 100 according to the invention comprises a control module 200, illustrated schematically in FIG. 1, capable of controlling at least the second power unit. fan 121 associated with the second heat exchanger 12 and capable of controlling the distribution valve 16 of the bypass device 14 previously mentioned. This control module 200 is thus configured to start or stop the motor-fan unit 121 of the second heat exchanger. Of course, this control module could be configured to also control the motor-ventilator group associated with the first heat exchanger, as illustrated by way of example in FIG. 1.
    The operation of this control module 200 is described below with reference to FIG. 4> which illustrates this operation in synoptic form. In the description which follows, given by way of example, the control module 200 is configured to control only the second motor-fan group 121. It is understood that the starting of the motor-fan group 121 associated with the second exchanger heat can be coupled, or be carried out independently, in relation to the starting of the motor-fan group associated with the first heat exchanger, the aim being to optimize the extent of the heat exchange surfaces as a function of the operating condition of the vehicle.
    As illustrated in this FIG. 4> the control module 200 comprises a first sub-module 210 for detecting a phase of rapid recharging of the vehicle electrical storage device. This first sub-module 210 is thus configured to detect whether the vehicle 10, and more precisely whether an electrical storage device for this vehicle 10, is in rapid recharging phase or not. The detection of this rapid recharging phase can be carried out by analyzing information on the stopping of the vehicle and / or the rise in temperature of the electrical storage device beyond a limit threshold, or by detection by pressing an appropriate button by the user, or by analyzing information on the fluctuation of the charge level of the electrical storage device.
    In the event that the vehicle is in the rapid recharging phase, the first sub-module 210 sends a first item of information 211 corresponding to a second sub-module 220, in turn configured to detect whether a device for heat treatment of a passenger compartment of the vehicle is in operation. If this second sub-module 220 detects that the device for heat treatment of the passenger compartment of the vehicle is in use, and for example that the air conditioning is implemented by the users remaining in the vehicle during the recharging phase fast, it sends a second piece of information 221 corresponding to a third sub-module 230 of the control module 200. This third sub-module 230 is itself configured to generate an instruction allowing the start-up of the second group (s) motor-fan 121 associated with the second heat exchanger 12.
    Thus, it is understood that when the vehicle 10 is in the rapid recharging phase and that, concomitantly, the device for heat treatment of the passenger compartment of the vehicle is in use, the control module 200 is configured to allow '' increase the thermal capacities of the thermal treatment system 100 by activating the motor-fan group (s) associated with the second heat exchanger and by allowing, via the bypass device, the refrigerant to flow successively in the first heat exchanger and in the second heat exchanger. Thus, the cooling of the electrical storage device and that of the passenger compartment of the vehicle are ensured despite the high energy demand that they require.
    In the case of the second embodiment described above, the control module 200 can be configured to send a control instruction to the actuator allowing the movement of the second heat exchanger to pass from the first position perpendicular to the first heat exchanger at the second position in which this second heat exchanger extends substantially in the plane of the first heat exchanger. It is understood that the fast recharging operation being done when the vehicle is stopped, this movement of the second heat exchanger can be done without risk of damage to the heat treatment system and in particular of this second heat exchanger.
    In the event that the first sub-module 210 does not detect a rapid recharging phase of the electrical storage device of the vehicle 10, it sends a third piece of information 212 to the third sub-module 230 which is then informed that the only operation of the first motor-fan unit III associated with the first heat exchanger 11 is sufficient to meet the thermal requirements of the vehicle. Similarly, if, after having received the first information 211 sent by the first sub-module 210, the second sub-module 220 does not detect the use of the cooling system of a passenger compartment of the vehicle, it sends a fourth information 222 to the third sub-module 230 which may consist of information according to which the sole operation of the first motor-fan unit III associated with the first heat exchanger 11 is sufficient to meet the thermal requirements of the vehicle.
    If the motor-fan unit 121 associated with the second heat exchanger 12 is in operation when the third sub-module 230 receives the third or fourth information 212, 222 according to which the vehicle is not in the rapid recharging phase and / or the vehicle interior cooling system is not in use, so this third sub-module 230 sends an instruction to stop this motor-fan unit 121.
    In each of the implementation cases described above, it should be understood that the sub-modules are configured to send an instruction to implement the motor-driven fan groups, in order to ensure or not a passage of fresh air through the associated heat exchangers, and that the control module 200 is also configured to control distribution valves accordingly to direct the refrigerant inside the circuit to the additional heat exchanger, that is to say the second heat exchanger, when the fan-motor groups are actuated so that air passes through this additional heat exchanger. When the sub-modules send an instruction to cut or keep the motor-fan group (s) off or keep it off, the previously mentioned distribution valves are controlled so that the coolant does not circulate through this heat exchanger. corresponding additional heat. The compressor is then not supercharged and the refrigerant circulates normally in the circuit and the first heat exchanger, then in the third or the fourth heat exchanger as described previously with reference to FIG.
    It is therefore understood that, thanks in particular to this control module 200, the heat treatment system 100 according to the present invention is advantageously capable of increasing its thermal capacities when a specific need is detected. Thus, the heat treatment system 100 is able to stem a temporary heating of the electrical storage device, without oversizing the heat exchangers operating continuously on the refrigerant circuit, and therefore without increasing the consumption of the vehicle when it circulates normally.
    The present invention cannot however be limited to the means and configurations described and illustrated here and it also extends to any equivalent means or configuration and to any combination of technically operating means of such means. In particular, the shape and arrangement of the heat exchangers and of the fan-motor groups associated with them can be modified without prejudice to the invention in so far as they fulfill the same functions as those described in this document.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A heat treatment system (100) for a vehicle (lo) comprising at least a first heat exchanger (it) and a second heat exchanger (12), characterized in that the second heat exchanger is arranged substantially perpendicular to the first heat exchanger, the first and second heat exchangers being arranged to be successively traversed by the same air flow (FA, FAl, FAv).
    [2" id="c-fr-0002]
    2. Heat treatment system according to the preceding claim, characterized in that the first heat exchanger (it) and the second heat exchanger (l2) are arranged on the same refrigerant circuit (l) of the heat treatment system.
    [3" id="c-fr-0003]
    3. Heat treatment system according to the preceding claim, characterized in that it comprises a cooling assembly (2) of an electrical storage device (4) configured to supply energy capable of setting in motion the vehicle and the circuit. refrigerant fluid (l) on which are arranged at least the first (it) and second (12) heat exchangers, another heat exchanger (24) being common to the cooling assembly and to the refrigerant circuit.
    [4" id="c-fr-0004]
    4. Heat treatment system according to one of the preceding claims, characterized in that the heat exchangers (it, 12) have a fixed position relative to one another.
    [5" id="c-fr-0005]
    5. Heat treatment system according to the preceding claim, characterized in that at least one motor-fan group is associated with each heat exchanger, a first motor-fan group (III) being arranged downstream of the first heat exchanger ( il) relative to the direction of circulation of the air flow and a second motor-fan unit (l2l) being arranged upstream of the second heat exchanger (l2) relative to the direction of circulation of the air flow.
    [6" id="c-fr-0006]
    6. Heat treatment system according to one of claims 1 to 3. characterized in that the second heat exchanger (l2) is movable relative to the first heat exchanger (it), between a first position in which the two exchangers heat are substantially perpendicular and a second position in which the two heat exchangers are substantially parallel to each other.
    [7" id="c-fr-0007]
    7. Heat treatment system according to the preceding claim, characterized in that at least one motor-fan group is associated with each heat exchanger, a first motor-fan group (III) being arranged downstream of the first heat exchanger ( il) relative to the direction of circulation of the air flow and a second motor-fan unit (l2l) being arranged upstream of the second heat exchanger (l2) relative to the direction of circulation of the air flow, and characterized in that the second motor-fan unit is configured to be able to rotate in one direction in the first position of the second heat exchanger and in another direction in the second position of the second heat exchanger.
    [8" id="c-fr-0008]
    8. Heat treatment system (100) according to any one of the preceding claims, characterized in that the second heat exchanger (12) is arranged under a storage box formed in the front compartment of the vehicle (io).
    [9" id="c-fr-0009]
    9. Electric or hybrid vehicle (lo) comprising at least one heat treatment system according to one of the preceding claims.
    [10" id="c-fr-0010]
    10. A method of controlling a heat treatment system comprising at least a first heat exchanger and a second heat exchanger configured to take at least in certain operating phases a position perpendicular to each other, said method comprising a step of detecting a rapid recharging ph ase of an electrical storage device of a vehicle equipped with said heat treatment system, a step of detecting a use of a heat treatment device of the passenger compartment of this vehicle and a step during which the position of the second heat exchanger relative to the first heat exchanger is changed when a rapid recharging phase and a heat treatment phase are detected simultaneously.
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    同族专利:
    公开号 | 公开日
    FR3076605B1|2020-05-22|
    引用文献:
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    DE102004034313A1|2004-07-15|2006-02-16|Volkswagen Ag|Coolant line arrangement for cooling components in vehicle engine compartment has first coolant guide channel for cooling component that can be connected to second coolant guide channel for cooling component|
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    FR3042154A1|2015-10-09|2017-04-14|Valeo Systemes Thermiques|FRONT FACE MODULE SUPPORT AND CORRESPONDING FRONT FACE MODULE|
    FR3043597A1|2015-11-16|2017-05-19|Bluebus|COOLING SYSTEM FOR AN ELECTRIC VEHICLE, AND ELECTRIC VEHICLE EQUIPPED WITH SUCH A SYSTEM|
    US20170292789A1|2016-04-10|2017-10-12|Global Heat Transfer Ulc|Heat exchanger unit|WO2021018907A1|2019-07-31|2021-02-04|Audi Ag|Arrangement comprising an axle auxiliary frame and a heat exchanger device|
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    法律状态:
    2019-01-30| PLFP| Fee payment|Year of fee payment: 2 |
    2019-07-12| PLSC| Publication of the preliminary search report|Effective date: 20190712 |
    2020-01-31| PLFP| Fee payment|Year of fee payment: 3 |
    2021-01-28| PLFP| Fee payment|Year of fee payment: 4 |
    2022-01-31| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1850173|2018-01-09|
    FR1850173A|FR3076605B1|2018-01-09|2018-01-09|HEAT TREATMENT SYSTEM FOR ELECTRIC OR HYBRID VEHICLE|FR1850173A| FR3076605B1|2018-01-09|2018-01-09|HEAT TREATMENT SYSTEM FOR ELECTRIC OR HYBRID VEHICLE|
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