• 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:
    The invention relates to a refrigerant fluid circuit (FR) for a vehicle comprising a main pipe (4) and a first branch (7) parallel to a second branch (8) and each arranged in series with the main pipe (4). ), the main duct (4) comprising a first heat exchanger (9), the first leg (7) comprising a first expansion member (10), a first heat exchanger (11) configured to treat an element (12) d an electric traction system of the vehicle and a first compression device (2), the second branch (8) comprising a second expansion member (13), a second heat exchanger (14) and a second compression device (3) , characterized in that the circuit (1) comprises a second heat exchanger (15) configured to heat-treat the element (12) arranged in parallel with the second heat exchanger (14). Application to motor vehicles.
    公开号:FR3077335A1
    申请号:FR1858859
    申请日:2018-09-27
    公开日:2019-08-02
    发明作者:Jugurtha BENOUALI
    申请人:Valeo Systemes Thermiques SAS；
    IPC主号:
    专利说明:

    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 element of an electric traction chain of the vehicle, such as an electric storage device, the latter being used to supply energy to an electric motor capable of set 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 element of the vehicle's electric traction chain 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 capacity on the one hand to dissipate the calories generated by the electrical storage device during rapid charging, by thermally treating at least one element of the electric traction chain of the vehicle and on the other hand to cool the passenger compartment, both by limiting the consumption and / or the bulk 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, which is for example 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 independently two heat exchangers dedicated to the heat treatment of an element of the electric traction chain, according to the cooling power required at said element and in the passenger compartment.
    The invention therefore relates to a refrigerant circuit for a vehicle, the circuit comprising a main pipe, a first branch and a second branch, the first branch and the second branch being arranged in parallel with each other. each being arranged in series with the main pipe, the main pipe comprising at least a first heat exchanger configured to be traversed by a flow of air outside a passenger compartment of the vehicle, the first branch comprising at least one first expansion member, a first heat exchanger configured to heat treat at least one element of an electric traction chain of the vehicle and a first compression device, the second branch comprising at least a second expansion member, a second heat exchanger configured to heat treat a interior air flow intended to be sent into the passenger compartment vehicle and a second compression device independent of the first compression device, characterized in that the circuit comprises a second heat exchanger configured to heat treat the element of the electric traction chain of the vehicle, the second heat exchanger being arranged in parallel of the second heat exchanger.
    The circuit has two compression devices arranged in parallel. These two compression devices are each located, from the point of view of the direction of circulation of the refrigerant, downstream of one of the heat exchangers: the first compression device is downstream of the first heat exchanger; the second compression device is downstream of the second heat exchanger.
    At the outlet of the first heat exchanger, the low pressure level of the refrigerant can be different from the low pressure level at the outlet of the second heat exchanger. The second compression device being both downstream of the second heat exchanger and of the second heat exchanger which is parallel to the second heat exchanger, the low pressure level at the outlet of the second heat exchanger is imposed by the second heat exchanger and by the second heat exchanger. On the other hand, the low pressure level at the outlet of the first heat exchanger is imposed only by the first heat exchanger. The separation and parallelization of the first heat exchanger and the second heat exchanger for the heat treatment of the element of the electric traction chain of the vehicle gives more flexibility to this heat treatment. It is possible to operate them one and / or the other of the heat exchangers, thus adapting the power to the needs of the element of the electric traction chain of the vehicle.
    Separation and parallelization of the first heat exchanger and the second heat exchanger also makes it possible to adapt the flow rates and the pressure drop of the components, in particular the first heat exchanger and the second heat exchanger, as required. of the circuit.
    The first heat exchanger and the second heat exchanger are configured to thermally treat the element of the electric traction chain of the vehicle such as for example an electric storage device of the vehicle. They are thus specially dedicated to this element and do not have the function of cooling another component. The first heat exchanger and the second heat exchanger exchange each of the calories between the refrigerant and the element of the electric traction chain of the vehicle, either directly, that is to say by convection between the first heat exchanger and the element of the electric traction chain of the vehicle, and the second heat exchanger and the element of the electric traction chain of the vehicle, either indirectly via a loop of heat-transfer liquid, the latter being intended to transport the calories of the element of the electric traction chain from the vehicle to the first heat exchanger and / or the second heat exchanger.
    It is therefore understood that the first heat exchanger and the second heat exchanger can be in contact with said element. In such a case, the cooling of the element of the electric powertrain of the vehicle is direct. Alternatively, the cooling of the element of the electric power train of the vehicle can be indirect.
    The first compression device and the second compression device are for example compressors, and the invention finds a very particular application when the compressors are electric compressors with fixed displacement and variable speed. It is thus possible to control the thermal power of the circuit according to the invention.
    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 they can still rotate simultaneously at different rotational speeds. It is 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.
    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 R1234yf. 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 first branch is in parallel with the second branch, and this seen from the refrigerant.
    The first expansion member is disposed on the first branch of the circuit. The first expansion member is coupled to the first heat exchanger. The second expansion member is arranged on the second branch of the circuit. The second expansion member is at least coupled to the second heat exchanger. It can be coupled to both the second heat exchanger and the second heat exchanger, or it can only be coupled to the second heat exchanger.
    The first expansion member and the second expansion member are for example electronic or thermostatic expansion valves. They may or may not have a stop function. When the stop function does not equip one and / or the other with the first detent member and the second detent member, the stop function is deported upstream of said detent member considered.
    The first heat exchanger can be installed on the front of the vehicle. This first 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 second heat exchanger can be installed in a ventilation, heating, and / or air conditioning installation. This second heat exchanger can thus be used as an evaporator in order to cool the air flow sent into the passenger compartment of the vehicle.
    According to one aspect of the invention, a third branch comprises the second heat exchanger and a third expansion member arranged in parallel with the second expansion member. Then, the first expansion member is dedicated to the expansion of the refrigerant supplying the first heat exchanger, the second expansion member is dedicated to the expansion of the refrigerant supplying the second heat exchanger and the third expansion member is dedicated to the expansion of the refrigerant supplying the second heat exchanger.
    The third expansion member is for example an electronic or thermostatic expansion valve as previously described for the first expansion member and the second expansion member.
    According to one aspect of the invention, a connection device with stop function connects a first connection point to a second connection point, the first connection point being located in the first branch between the first heat exchanger and the first compression device and the second connection point being located in the second branch between the second heat exchanger and the second compression device. The connection device with stop function is for example an additional pipe extending between the first connection point and the second connection point and provided with a stop valve or any other system allowing the opening and the closing of said additional pipe. The connection device with stop function is thus able to implement a connection between the first branch and the second branch. The connection device with stop function is not intended to regulate the flow of coolant, but authorizes or not the circulation of the coolant between the first branch and the second branch, from the first connection point to the second point connection.
    The first connection point and the second connection point are areas of the circuit which connect the first branch to the second branch. The connection device with stop function is arranged between the first connection point and the second connection point. The connection device with stop function can be either open or closed.
    The passage of coolant from the first branch to the second branch is authorized when the connection device with stop function is open. The opening of the connection device with stop function allows a series arrangement of the first compression device with the second heat exchanger and of the first compression device with the second compression device.
    The passage of coolant from the first branch to the second branch is blocked when the connection device with stop function is closed. The circulation of the refrigerant in the first branch is then carried out strictly in parallel with the circulation of the refrigerant in the second branch.
    According to one aspect of the invention, the main pipe extends between a third connection point and a fourth connection point, the third branch extends between a fifth connection point and a sixth connection point, the fifth connection point connection is located between the fourth connection point and the second expansion member and the sixth connection point is located between the second connection point and the second heat exchanger. The third connection point and the fourth connection point are areas of the circuit where the main pipe divides. From the point of view of the direction of circulation of the refrigerant, the first branch and the second branch converge at the third connection point to form the main pipe. The main pipe diverges at the fourth connection point to form the first branch and the second branch.
    The third branch comes from the second branch at the fifth connection point. The third branch joins the second branch at the sixth connection point. The second heat exchanger is arranged in parallel with the second heat exchanger.
    According to an alternative aspect of the invention, the main pipe extends between a third connection point and a fourth connection point, the fifth connection point is located between the fourth connection point and the first expansion member and the sixth connection point is located between the second connection point and the second heat exchanger. The third branch comes from the first branch at the fifth connection point. The third branch joins the second branch at the sixth connection point. The second heat exchanger is in parallel with the second heat exchanger.
    According to one aspect of the invention, the circuit comprises a first two-pass internal heat exchanger and a second two-pass internal heat exchanger, a first pass of the first internal heat exchanger being in series with a first pass of the second internal heat exchanger and arranged between the first heat exchanger and the fourth connection point, a second pass of the first internal heat exchanger being located between the first heat exchanger and the first connection point, a second pass of the second heat exchanger internal being located between the second heat exchanger and the second connection point. In this configuration, the refrigerant which circulates in the first pass of the first internal heat exchanger and then in the first pass of the second internal heat exchanger is at high pressure and medium temperature. It transfers its calories to the refrigerant being in a different state, in this case at low pressure and low temperature, circulating in the first branch and in the second branch, respectively at the second pass of the first internal heat exchanger and at level of the second pass of the second internal heat exchanger.
    According to one aspect of the invention, the circuit comprises a control device configured to control the opening of at least the first expansion member and the connection device with stop function. Advantageously, the control device is configured to control the second expansion member. Advantageously also, the control device is configured to control the third expansion member.
    According to one aspect of the invention, the first heat exchanger and the second heat exchanger have equivalent thermal performance. The term “equivalent thermal performance” is understood to mean the fact that the first heat exchanger and the second heat exchanger are for example identical models, namely of the same size, of the same shape and designed with the same materials and according to the same technologies.
    According to an alternative aspect of the invention, the second heat exchanger has a lower thermal performance than the thermal performance of the first heat exchanger. The first heat exchanger performs a heat exchange using the refrigerant at low pressure and at low temperature, this refrigerant being sucked by the first compression device. The second heat exchanger performs a heat exchange using the refrigerant at low pressure and at low temperature, this refrigerant being able to be sucked by the second compression device together with the refrigerant at low pressure and at low temperature coming from the second exchanger thermal. The flow of refrigerant in the first heat exchanger is greater than in the second heat exchanger. Therefore, the thermal performance of the second heat exchanger is shared with the thermal performance of the second heat exchanger. The second heat exchanger is then intended to provide additional thermal power to the first heat exchanger. In an exemplary embodiment, the first heat exchanger dispenses 67% (plus or minus 5%) of the thermal power in the heat transfer liquid loop, and the second heat exchanger dispenses 33% (plus or minus 5%).
    The invention also relates to a vehicle heat treatment system comprising the refrigerant circuit as described above and a heat transfer liquid loop thermally coupled to the refrigerant circuit via at least the first heat exchanger and the second heat exchanger. The first heat exchanger and the second heat exchanger can be either in series with each other or in parallel in the heat transfer liquid loop. The heat transfer fluid loop is dedicated to the heat treatment of the element of the vehicle’s electric power train.
    The first heat exchanger and the second heat exchanger are bi-fluid heat exchangers, since they are intended to be traversed both by the refrigerant of the circuit and by the heat transfer liquid of the loop.
    According to one aspect of the invention, the heat transfer liquid loop comprises a third heat exchanger which thermally couples the heat transfer liquid to the element of the electric traction chain of the vehicle. Thus, the heat treatment of the element of the electric traction chain is carried out by the first heat exchanger and the second heat exchanger, via the third heat exchanger.
    The element of the electric traction chain is for example an electrical storage device of the vehicle. The element of the electric traction chain can also correspond to an electric motor, an electronic control or command unit or even a vehicle braking system.
    According to one aspect of the invention, the first heat exchanger and the second heat exchanger are arranged in parallel with each other on the heat transfer liquid loop.
    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 6 show the circuit object of the first embodiment operated according to different modes of operation consisting of cooling a passenger compartment of the vehicle and / or an element of an electric traction chain of the vehicle,
    - Figure 7 is a schematic view of the circuit according to the invention, in a second embodiment.
    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 coolant, two heat exchangers coupled to a loop of heat transfer liquid, two heat exchangers, two expansion members and pipes connecting each 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 the passenger compartment of the vehicle. The refrigerant 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. The high pressure refrigerant is represented by solid arrows. The low pressure refrigerant is represented by hollowed out arrows.
    The names "first", "second", etc ... are not intended to indicate a level of hierarchy or order the terms they accompany. These names make it possible to distinguish the terms which they accompany and can be reversed without being affected with the scope of the invention.
    FIG. 1 thus shows a circuit 1 of refrigerant fluid according to a first embodiment. This circuit 1 is a closed loop where a coolant is circulated by a first compression device 2 and / or by a second compression device 3. It will be noted that these compression devices 2, 3 can take the form of a 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 illustrated embodiment, the circuit 1 comprises a main pipe 4, a first branch 7 and a second branch 8. The main pipe 4 extends between a third connection point 5 and a fourth connection point 6. The first branch 7 extends between the fourth connection point 6 and the third connection point 5. The second branch 8 extends between the fourth connection point 6 and the third connection point 5. The first branch 7 and the second branch 8 are arranged in parallel with each other. They are also each arranged in series with the main pipe 4.
    The main pipe 4 comprises a first heat exchanger 9. The first heat exchanger 9 is configured to be traversed by a flow of air outside a passenger compartment of the vehicle. It is for example placed at the front of the vehicle to be supplied by this flow of outside air.
    The first branch 7 comprises a first expansion member 10, a first heat exchanger 11 and the first compression device 2. The first heat exchanger 11 is configured to heat treat at least one element 12 of an electric traction chain of the vehicle. The first expansion member 10 is disposed between the fourth connection point 6 and the first heat exchanger 11. The first compression device 2 is located between the first heat exchanger 11 and the third connection point 5.
    The second branch 8 comprises a second expansion member 13, a second heat exchanger 14 and the second compression device 3. The second heat exchanger 14 is configured to heat treat an internal air flow intended to be sent into the passenger compartment of the vehicle. The second compression device 3 is independent of the first compression device 2. The second expansion member 13 is disposed between the fourth connection point 6 and the second heat exchanger 14. The second compression device 3 is disposed between the second heat exchanger 14 and the third connection point 5.
    Circuit 1 includes a second heat exchanger 15. The second heat exchanger 15 is configured to heat treat element 12 of the vehicle’s electric power train. The second heat exchanger 15 is arranged in parallel with the second heat exchanger 14. In this case, the second heat exchanger 15 is arranged in a third branch 16.
    The third branch 16 extends between a fifth connection point 17 and a sixth connection point 18. The sixth connection point 18 is located in the second branch 8, between the second heat exchanger 14 and the second compression device 3. In the example described in FIG. 1, the fifth connection point 17 is connected to the third branch 16 to the second branch 8.
    In the first embodiment described in Figure 1, the circuit 1 comprises a third expansion member 19. The third expansion member 19 is disposed in the third branch 16, between the fifth connection point 17 and the second heat exchanger 15.
    Circuit 1 includes a connection device with stop function 20. This connection device with stop function 20 can be either open or closed. The connection device with stop function 20 connects a first connection point 21 to a second connection point 22. In the example of FIG. 1, the connection device with stop function 20 takes the form of a additional pipe 23 provided with a shut-off valve 24 which can be either open or closed.
    The first connection point 21 is located in the first branch 7 between the first heat exchanger 11 and the first compression device 2. The second connection point 22 is located in the second branch 8 between the second heat exchanger 14 and the second compression device 3.
    Therefore, on the first branch 7, there is successively in the direction of circulation of the refrigerant, the fourth connection point 6, the first expansion member 10, the first heat exchanger 11, the first connection point 21, the first compression device 2 and the third connection point 5. The first branch 7 thus comprises two parts: a first part 25 between the fourth connection point 6 and the first connection point 21 and a second part 26 between the first connection point connection 21 and the third connection point 5. The first part 25 comprises the first expansion member 10 and the first heat exchanger 11. The second part 26 comprises the first compression device 2.
    On the second branch 8, there is successively in the direction of circulation of the coolant, the fourth connection point 6, the fifth connection point 17, the second expansion member 13, the second heat exchanger 14, the sixth connection point 18, the second connection point 22, the second compression device 3 and the third connection point 5. The second branch 8 thus comprises four portions: a first portion 27 between the fourth connection point 6 and the fifth connection point 17 , a second portion 28 between the fifth connection point 17 and the sixth connection point 18, a third portion 29 between the sixth connection point 18 and the second connection point 22, and a fourth portion 30 between the second connection point 22 and the third connection point 5. The second portion 28 comprises the second expansion member 13 and the uxth heat exchanger 14. The fourth portion 30 comprises the second compression device 3.
    The refrigerant circuit 1 is included in a heat treatment system 31 of the vehicle. The heat treatment system 31 of a vehicle includes the coolant circuit 1 and a loop 32 of heat transfer liquid. The loop 32 of heat transfer liquid is thermally coupled to the coolant circuit 1 via the first heat exchanger 11 and the second heat exchanger 15.
    The first heat exchanger 11 and the second heat exchanger 15 are arranged in parallel with each other on the loop 32 of heat transfer liquid. As previously indicated, they are also arranged in parallel with one another on the refrigerant circuit 1.
    The loop 32 of heat transfer liquid comprises a first conduit 33, a second conduit 34 and a third conduit 35. The first conduit 33 is parallel to the second conduit 34. The first conduit 33 and the second conduit 34 extend between a first point of junction 36 and a second junction point 37. The first conduit 33 and the second conduit 34 are each arranged in series with the third conduit 35. The third conduit 35 extends between the second junction point 37 and the first junction point 36 From the point of view of the direction of circulation of the heat-transfer liquid, the first junction point 36 is a zone of divergence which separates the third conduit 35 in two, on the one hand the first conduit 33 and on the other hand the second conduit 34 The second junction point 37 is a convergence zone where the first conduit 33 and the second conduit 34 meet to form the third conduit 35.
    On the second conduit 34 a stop system 38 is disposed between the first junction point 36 and the second heat exchanger 15. The stop system 38 can be either open or closed.
    On the third conduit 35, the loop 32 of heat transfer liquid comprises a third heat exchanger 39. The third heat exchanger 39 thermally couples the heat transfer liquid to element 12 of the electric traction chain of the vehicle. In the example of FIG. 1, the element 12 of the electric traction chain of the vehicle is for example at least one electrical storage device.
    The third conduit 35 comprises a device 40 for circulating the heat transfer liquid. The device for circulating the heat transfer liquid 40 is disposed between the third heat exchanger 39 and the first junction point 36.
    Figures 2 to 6 show the circuit 1 of refrigerant fluid FR according to the first embodiment in different operating modes. Depending on the operating modes presented, the cooling powers required at the level of element 12 of the electric traction chain of the vehicle and / or of the passenger compartment vary. Consequently, one and / or the other of the first compression device 2 and second compression device 3 are stressed, just like one and / or the other of the first heat exchanger 11, of the second heat exchanger 15 and the second heat exchanger 14.
    On the circuit 1 of FR refrigerant on the one hand, and on the loop 32 of heat transfer liquid on the other hand, the first expansion member 10, the second expansion member 13, the third expansion member 19, the device for connection with stop function 20 and the stop system 38 may or may not be closed. Note that in the first embodiment, the first detent member 10, the second detent member 13 and the third detent member 19 have an integrated stop function.
    Figure 2 and Figure 3 show the circuit 1 according to the first embodiment in operating modes dedicated to cooling the passenger compartment. The cooling requirements of the passenger compartment are lower in the operating mode illustrated in FIG. 2 compared to that of FIG. 3. In the case of FIG. 2, only the second compression device 3 is requested. In the case of FIG. 3, the first compression device 2 and the second compression device 3 are stressed.
    In the example of FIG. 2, the refrigerating fluid FR circulates in the assembly of the second branch 8 and in the main pipe 4.
    In the fourth portion 30 of the second branch 8, the refrigerant FR is compressed by the second compression device 3. H comes out at high pressure and high temperature, and it is in this state that it crosses the third point of connection 5 and the first heat exchanger 9. The first heat exchanger 9 operates as a condenser: it performs a heat exchange between the refrigerant FR and the outside air flow FE to the vehicle interior, the outside air flow FE recovering calories from the FR refrigerant by passing through the first heat exchanger 9. Then, the FR refrigerant enters the second branch 8 via the fourth connection point 6. The FR refrigerant does not pass into the first branch 7 because the first detent member 10 is closed. The refrigerant FR passes through the fifth connection point 17 while remaining in the second branch 8 without passing into the third branch 16 due to the closing of the third expansion member 19. Then the refrigerant FR expands at the second member trigger 13. From then on, it goes from a state of high pressure and high temperature to a state of low pressure and low temperature. H then passes through the second heat exchanger 14. The second heat exchanger 14 operates as an evaporator: it performs a heat exchange between the refrigerant fluid FR and the interior air flow FA intended for the passenger compartment of the vehicle, the interior air flow FA transmitting calories to the refrigerant fluid FR through the second heat exchanger 14. Downstream of the second heat exchanger 14, the refrigerant fluid FR passes through the sixth connection point 18 and the second connection point 22 before reaching the second compression device 3 to complete its thermodynamic cycle.
    The refrigerant FR does not circulate in the first branch 7 due to the closure of the first expansion member 10 and the closure of the connection device with stop function 20, nor in the third branch 16 due to the closure of the third expansion member 19. Thus, the first heat exchanger 11 is inoperative, just like the second heat exchanger 15 and the first compression device 2.
    In the loop 32 of LC heat transfer liquid, the LC heat transfer liquid is not circulated by the circulation device 40, the first heat exchanger 11 and the second heat exchanger 15 being inoperative and in the circuit 1 of refrigerant FR and in the loop 32 of heat transfer liquid LC.
    In the example of FIG. 3, the refrigerating fluid FR circulates as described in FIG. 2 within the main pipe 4, the second branch 8 and the third branch 16. The reader may refer to the description of the FIG. 2 for understanding and implementing this circuit 1. The same is true for the loop 32 of LC heat transfer liquid. The circulation within the first branch 7 differs from what has been previously described by the partial circulation of the refrigerant FR.
    At the second connection point 22, the opening of the connection device with stop function 20 allows the refrigerant fluid FR to circulate in the second part 26 of the first branch 7. However, there is no circulation in the first part 25 of the first branch 7 due to the closure of the first expansion member 10. Thus, at the second connection point 22, the refrigerant FR divides, drawn on the one hand by the first compression device 2 in the first branch 7, and secondly by the second compression device 3 in the second branch 8. The refrigerant FR is thus compressed by the first compression device 2 on the one hand, and by the second compression device 3 on the other hand. The high pressure and high temperature refrigerant FR downstream of the first compression device 2 and of the second compression device 3, and converges at the third connection point 5.
    FIG. 4 shows the circuit 1 of refrigerant fluid FR according to the first embodiment, in an operating mode dedicated to the cooling of element 12 of the electric traction chain of the vehicle. In this operating mode, the first heat exchanger 11 and the first compression device 2 operate in parallel with the second heat exchanger 15 and the second compression device 3. The cooling power required for element 12 of the chain of electric traction of the vehicle is strong. This is for example the case when said element 12 is an electrical storage device subjected to a rapid charge. Each of the two heat exchangers 11, 15 has its own compression device 2, 3, which makes it possible to parallelize the flow rates of refrigerant fluid FR and to limit the pressure drops at the outlet of each of the heat exchangers 11, 15.
    In the example of FIG. 4, the refrigerating fluid FR circulates in the main pipe 4, the first branch 7 and the third branch 16. H partially flows in the second branch 8.
    In the second part 26 of the first branch 7, the refrigerant FR is compressed by the first compression device 2. In the fourth portion 30 of the second branch 8, the refrigerant FR is compressed by the second compression device 3. The refrigerant FR leaves the first compression device 2 and the second compression device 3 at high pressure and high temperature, and it is in this state that it converges towards the third connection point 5.
    The refrigerant FR circulates in the main pipe 4 as described in FIG. 2, which can be referred to for the implementation of said circuit 1 and the understanding of its operation.
    At the fourth connection point 6, the refrigerant FR diverges on the one hand in the first branch 7 and on the other hand in the second branch 8. The first branch 7 is traversed in its entirety by the refrigerant FR. The second branch 8 is partially traversed by the refrigerating fluid FR.
    In the first branch 7, the first expansion member 10 expands the refrigerant FR to pass it from high pressure to low pressure and from high temperature to low temperature. H passes through the first heat exchanger 11 before joining the first connection point 21. In the first heat exchanger 11, the refrigerant FR cools the heat transfer liquid LC. After the first connection point 21, the refrigerating fluid FR borrows the second part 26 of the first branch 7 to join the first compression device 2 and end its thermodynamic cycle in the first branch 7.
    In the third branch 16, the third expansion member 19 expands the refrigerating fluid FR which goes to low pressure and low temperature before passing through the second heat exchanger 15. In the second heat exchanger 15, the refrigerating fluid FR cools the liquid LC coolant. Then the refrigerant FR passes successively through the sixth connection point 18, the third portion 29, the second branch 8, the second connection point 22, drawn in by the second compression device 3 where it ends its thermodynamic cycle in the fourth portion 30 of the second branch 8.
    The refrigerant FR does not circulate in the second portion 28 of the second branch 8 due to the closure of the second expansion member 13. Consequently, the second heat exchanger 14 is inoperative. The FR refrigerant does not circulate between the second connection point 22 and the first connection point 21 since the connection device with stop function 20 is closed. The state of the FR refrigerant entering the second compression device 3 depends on the second heat exchanger 15 and not on the second heat exchanger 14.
    In the loop 32 of heat transfer liquid LC, the heat transfer liquid LC is circulated by the circulation device 40. The circulation of the heat transfer liquid LC takes place throughout the loop 32 of heat transfer liquid LC, the stop system 38 in the second conduit 34 being open. From the circulation device 40, the heat transfer liquid LC joins the first junction point 36. The heat transfer liquid LC divides and travels on the one hand the first conduit 33 and on the other hand the second conduit 34, the system d stop 38 of the second duct 34 being open. Then the heat transfer liquid LC from the first conduit 33 and the second conduit 34 converges in the third conduit 35 at the second junction point 37.
    In the first conduit 33, the heat transfer liquid LC transfers its calories to the refrigerant fluid FR at the level of the first heat exchanger 11. In the second conduit 34, the heat transfer liquid LC crosses the stop system 38 open then transfers its calories to the fluid FR refrigerant at the second heat exchanger 15. These heat transfers aim to effectively cool element 12 of the vehicle's electric traction chain.
    After the second junction point 37, the heat transfer liquid LC passes through the third heat exchanger 39. At this level, the element 12 of the electric traction chain of the vehicle in contact with the third heat exchanger 39 is cooled by convection and conduction, the third heat exchanger 39 allowing heat transfer between this element 12 and the heat transfer liquid LC.
    Figure 5 and Figure 6 show the circuit 1 according to the first embodiment in operating modes for simultaneously cooling the passenger compartment and element 12 of the electric traction chain of the vehicle. In the case of FIG. 5, a low cooling power is required: only the first heat exchanger 11 is stressed and not the second heat exchanger 15, so that the second compression device 3 only sucks FR refrigerant coming from the second heat exchanger 14. In the case of FIG. 6, the requested cooling power is higher: the first heat exchanger 11 and the second heat exchanger 15 are stressed, so that the second compression device 3 only sucks FR refrigerant from the second heat exchanger 14 and the second heat exchanger 15.
    In the example of FIG. 5, the refrigerating fluid FR circulates in the main pipe 4, the first branch 7 and the second branch 8. H circulates does not circulate in the third branch 16 due to the closure of the third expansion member 19. As a result, the second heat exchanger 15 is inoperative. There is no circulation between the second connection point 22 and the first connection point 21, the connection device with stop function 20 being closed.
    The circulation in the main pipe 4 and in the second branch 8 is as described in Figure 2. The circulation in the first branch 7 is as described in Figure 4. We can thus refer to the description of Figure 2 and of FIG. 4 for the understanding and the implementation of the circuit 1 of refrigerant fluid FR illustrated in FIG.
    5.
    In the loop 32 of heat transfer liquid LC, the heat transfer liquid LC is circulated by the circulation device 40. The circulation of the heat transfer liquid LC takes place in the first conduit 33 and the third conduit 35 of the loop 32 of liquid heat transfer fluid LC, the stop system 38 in the second conduit 34 being closed. The second heat exchanger 15 is therefore inoperative in the loop 32 of heat transfer liquid LC as in the circuit 1 of refrigerant fluid FR. The cooling power is only provided on the loop 32 by the first heat exchanger 11.
    For the circulation of the heat transfer liquid LC in the first conduit 33 and in the second conduit 34, the reader can refer to the description which is given for FIG. 4.
    In the example of FIG. 6, the refrigerant FR circulates in all the circuit 1 of refrigerant FR, except between the second connection point 22 and the first connection point 21, the connection device with function stop 20 being closed. For the circulation of the FR refrigerant in the main line 4 and in the second branch 8, the reader can refer to the description made for FIG. 2. For the circulation of the FR refrigerant in the first and the third branch 16, the reader can refer to the description made for figure 4.
    In the loop 32 of LC heat transfer liquid, the LC heat transfer liquid circulates throughout the loop 32 of LC heat transfer liquid, the stop system 38 in the second conduit 34 being open. For the circulation of the LC heat transfer liquid in the loop 32 of LC heat transfer liquid, the reader can refer to the description which is given in FIG. 4.
    Figure 7 shows the circuit 1 according to a second embodiment. The second embodiment is similar to the first embodiment, with the exception of the points described below. For the other aspects, reference may be made to the description given in FIG. 1 for the implementation and understanding of the second embodiment.
    In the second embodiment, the third branch 16 is connected differently from the first embodiment. In fact, the fifth connection point 17 is positioned, in the second embodiment, on the first branch 7. More particularly, the fifth connection point 17 is arranged in the first part 25 of the first branch 7. The fifth point connection 17 is located between the first expansion member 10 and the fourth connection point 6. The fifth connection point 17 not being positioned in the second branch 8 as is the case in the first embodiment, the second branch 8 does not have a first portion 27 and a second portion 28. On the other hand, it comprises a fifth portion 41 delimited by the fourth connection point 6 and the sixth connection point 18, and also includes the third portion 29 and the fourth portion 30.
    In the second embodiment, the refrigerant circuit 1 comprises a first internal heat exchanger 42 with two passes 43, 44 and a second internal heat exchanger 45 with two passes 46, 47. The first internal heat exchanger 42 realizes a heat exchange between the refrigerant circulating in the main pipe 4 and the same refrigerant, but in a different state, circulating in the first branch 7. The second internal heat exchanger 45 performs heat exchange between the refrigerant circulating in the main line 4 and the same refrigerant, but in a different state, circulating in the second branch 8.
    A first pass 43 of the first internal heat exchanger 42 is in series with a first pass 46 of the second internal heat exchanger 45. The first pass 43 of the first internal heat exchanger 42 and the first pass 43 of the first internal heat exchanger 42 are arranged between the first heat exchanger 9 and the fourth connection point 6.
    A second pass 44 of the first internal heat exchanger 42 is located between the first heat exchanger 11 and the first connection point 21.
    A second pass 47 of the second internal heat exchanger 45 is located between the second heat exchanger 14 and the second connection point 22. More precisely, the second pass 47 of the second internal heat exchanger 45 is located between the sixth connection point 18 and the second connection point 22.
    Thus, for the second embodiment and in the main pipe 4, we find arranged in series, in the direction of circulation of the refrigerant: the third connection point 5, the first heat exchanger 9, the first pass 43 of the first exchanger internal heat 42, the first pass 46 of the second internal heat exchanger 45 and the fourth connection point 6.
    For the second embodiment and in the first part 25 of the first branch 7, there are arranged in series, in the direction of circulation of the coolant: the fourth connection point 6, the fifth connection point 17, the first member expansion valve 10, the first heat exchanger 11, the second pass 44 of the first internal heat exchanger 42 and the first connection point 21.
    Finally, for the second embodiment and in the second branch 8, we find arranged in series, in the direction of circulation of the refrigerant: the fourth connection point 6, the second expansion member 13, the second heat exchanger 14, the sixth connection point 18, the second pass 47 of the second internal heat exchanger 45, the second connection point 22, the second compression device 3 and the third connection point 5.
    Concerning the loop 32 of heat transfer liquid, it is of identical configuration to what could be described for FIG. 1.
    It is understood from the foregoing that the present invention thus makes it possible to simply ensure, without excess consumption and at a reduced sound level, the heat treatment by cooling, of an element of an electric traction chain of a vehicle, such as an electrical storage device configured to supply electrical energy to an electric motor driving the vehicle, as well as the heat treatment of a passenger compartment by cooling an interior air flow sent into the passenger compartment.
    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 ultimately fulfills the functionalities described in this document.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    1. Refrigerant fluid circuit (1) (FR) for a vehicle, the circuit (1) comprising a main line (4), a first branch (7) and a second branch (8), the first branch (7) and the second branch (8) being arranged in parallel with one another, each being arranged in series with the main pipe (4), the main pipe (4) comprising at least a first heat exchanger (9) configured for to be crossed by an external air flow (FE) to a passenger compartment of the vehicle, the first branch (7) comprising at least a first expansion member (10), a first heat exchanger (11) configured to heat treat at least an element (12) of an electric traction chain of the vehicle and a first compression device (2), the second branch (8) comprising at least a second expansion member (13), a second heat exchanger (14) configured to heat treat an air flow in (FA) intended to be sent into the passenger compartment of the vehicle and a second compression device (3) independent of the first compression device (2), characterized in that the circuit (1) comprises a second heat exchanger (15 ) configured to heat treat the element (12) of the electric traction chain of the vehicle, the second heat exchanger (15) being arranged in parallel with the second heat exchanger (14).
    [2" id="c-fr-0002]
    2. Circuit (1) according to claim 1, wherein a third branch (16) comprises the second heat exchanger (15) and a third expansion member (19) arranged in parallel with the second expansion member (13).
    [3" id="c-fr-0003]
    3. Circuit (1) according to any one of the preceding claims, in which a connection device with stop function (20) connects a first connection point (21) to a second connection point (22), the first connection point (21) being located in the first branch (7) between the first heat exchanger (11) and the first compression device (2) and the second connection point (22) being located in the second branch (8 ) between the second heat exchanger (14) and the second compression device (3).
    [4" id="c-fr-0004]
    4. Circuit (1) according to any one of claims 2 to 3, wherein the main pipe (4) extends between a third connection point (5) and a fourth connection point (6), the third branch (16) extends between a fifth connection point (17) and a sixth connection point (18), the fifth connection point (17) is located between the fourth connection point (6) and the second expansion member (13) and the sixth connection point (18) is located between the second connection point (22) and the second heat exchanger (14).
    [5" id="c-fr-0005]
    5. Circuit (1) according to any one of claims 2 to 3, wherein the main pipe (4) extends between a third connection point (5) and a fourth connection point (6), a fifth point connection point (17) is located between the fourth connection point (6) and the first expansion member (10) and a sixth connection point (18) is located between the second connection point (22) and the second heat exchanger (14).
    [6" id="c-fr-0006]
    6. Circuit (1) according to any one of claims 4 or 5, comprising a first internal heat exchanger (42) with two passes (43, 44) and a second internal heat exchanger (45) with two passes (46 , 47), a first pass (42) of the first internal heat exchanger (42) being in series with a first pass (46) of the second internal heat exchanger (45) and arranged between the first heat exchanger (9) and the fourth connection point (6), a second pass (44) of the first internal heat exchanger (42) being located between the first heat exchanger (11) and the first connection point (21), a second pass (47 ) of the second internal heat exchanger (45) being located between the second heat exchanger (14) and the second connection point (22).
    [7" id="c-fr-0007]
    7. Circuit (1) according to any one of the preceding claims, in which the first heat exchanger (11) and the second heat exchanger (15) are of equivalent thermal performance.
    [8" id="c-fr-0008]
    8. Circuit (1) according to any one of claims 1 to 6, wherein the second heat exchanger (15) has a lower thermal performance than the thermal performance of the first heat exchanger (11).
    [9" id="c-fr-0009]
    9. A heat treatment system (31) of a vehicle comprising a circuit (1) of refrigerant fluid (FR) according to any one of the preceding claims and a loop (32) of heat transfer liquid (LC) thermally coupled to the circuit ( 1) refrigerant (FR) via at least the first heat exchanger (11) and the second heat exchanger (15).
    [10" id="c-fr-0010]
    10. Heat treatment system (31) according to the preceding claim, wherein the loop (32) of heat transfer liquid (LC) comprises a third heat exchanger (39) which thermally couples the heat transfer liquid (LC) to the element (12 ) of the
    5 vehicle electric traction chain.
    [11" id="c-fr-0011]
    11. Heat treatment system (31) according to the preceding claim, in which the first heat exchanger (11) and the second heat exchanger (15) are arranged in parallel with one another on the loop ( 32) of heat transfer liquid (LC).
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    同族专利:
    公开号 | 公开日
    EP3746318A1|2020-12-09|
    FR3077335B1|2020-01-03|
    WO2019150039A1|2019-08-08|
    FR3077337A1|2019-08-02|
    CN111683829A|2020-09-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20040060312A1|2002-05-29|2004-04-01|Webasto Thermosysteme International Gmbh|System with an internal combustion engine, a fuel cell and a climate control unit for heating and/or cooling the interior of a motor vehicle and process for the operation thereof|
    US20130298583A1|2011-09-28|2013-11-14|Tesla Motors, Inc.|Battery Centric Thermal Management System Utilizing a Heat Exchanger Blending Valve|
    DE102016201835A1|2016-02-08|2017-08-10|Volkswagen Aktiengesellschaft|Air conditioning device for a motor vehicle|
    EP3273181A1|2016-07-22|2018-01-24|Valeo Systemes Thermiques|Motor vehicle air-conditioning loop|WO2021111077A1|2019-12-05|2021-06-10|Valeo Systemes Thermiques|Method for controlling a refrigerant fluid circuit|
    FR3104495A1|2019-12-16|2021-06-18|Valeo Systemes Thermiques|Vehicle refrigerant circuit suitable for rapid charging of a storage device|
    法律状态:
    2019-08-02| PLSC| Search report ready|Effective date: 20190802 |
    2019-09-30| PLFP| Fee payment|Year of fee payment: 2 |
    2020-09-30| PLFP| Fee payment|Year of fee payment: 3 |
    2021-09-30| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1850833A|FR3077337A1|2018-01-31|2018-01-31|THERMAL CONDITIONING DEVICE FOR MOTOR VEHICLE|
    FR1850833|2018-01-31|PCT/FR2019/050199| WO2019150039A1|2018-01-31|2019-01-29|Refrigerant fluid circuit|
    CN201980011219.2A| CN111683829A|2018-01-31|2019-01-29|Refrigerant fluid circuit|
    EP19709084.8A| EP3746318A1|2018-01-31|2019-01-29|Refrigerant fluid circuit|
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