• 专利附录
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    • 专利摘要:
    The present invention relates to a thermal conditioning device (1) for a hybrid or electric motor vehicle, comprising a first circuit (2) in which is able to circulate a refrigerant, a second circuit (102) in which is able to circulate a coolant. Said first circuit (2) comprises at least one condenser (5), an evapo-condenser (7) configured to be traversed by an external air flow and an evaporator (9) for thermally conditioning a flow of air intended for the passenger compartment of the vehicle. Said second circuit (102) comprises at least one pump (103) and a cooling radiator (104), characterized in that: the cooling radiator (104) is arranged so as to be traversed by at least a part of the flow outside air, the condenser (5), said condenser on water, thermally couples the first (2) and second (102) circuits and is disposed on the first circuit (2) directly downstream of the compressor.
    公开号:FR3080442A1
    申请号:FR1853444
    申请日:2018-04-19
    公开日:2019-10-25
    发明作者:Mohamed Yahia；Bertrand NICOLAS
    申请人:Valeo Systemes Thermiques SAS；
    IPC主号:
    专利说明:

    The present invention relates to a thermal conditioning device for a hybrid or electric motor vehicle, more particularly this type of device makes it possible, among other things, to thermally condition one or more electrical components of the vehicle, such as the engine and / or the battery, and / or an air flow intended to end up in the passenger compartment of said vehicle.
    Usually in a motor vehicle, the thermal conditioning device comprises one or more circuits composed of a plurality of heat exchangers in which a refrigerant and / or heat transfer fluid circulates.
    Each of said circuits thus has several operating modes which make it possible, for example, to heat or cool the passenger compartment, dehumidify the air intended for the passenger compartment, heat or cool an electrical component, cool the engine, etc. The heat exchangers intended to thermally condition an air flow for the passenger compartment are generally arranged in a housing located under the dashboard of the vehicle.
    More particularly, in the context of a hybrid or electric vehicle, it is also necessary to maintain the electric battery (or any electrical element) of the vehicle within a determined temperature range in order, for example, to preserve its lifespan. To this end, the thermal conditioning device comprises a heat exchanger thermally coupled to an electrical member of the vehicle, such as an electric battery of the vehicle, in order to regulate the temperature of said member.
    Thus, the present invention aims to propose a new type of thermal conditioning device, of a simple design, which makes it possible to ensure the comfort of the users thanks to a plurality of operating modes to cope with various external conditions of temperature and humidity, while allowing thermal conditioning of at least one electrical component of the motor vehicle.
    The present invention is a thermal conditioning device for a hybrid or electric motor vehicle, comprising:
    - a first circuit in which is able to circulate a refrigerant;
    - a second circuit in which is able to circulate a heat transfer fluid;
    said first circuit comprising at least one condenser, an evapo-condenser configured to be traversed by an outside air flow and an evaporator intended to thermally condition an air flow intended for the passenger compartment of the vehicle, said second circuit comprising at least a pump and a cooling radiator, I characterized in that:
    - the cooling radiator (104) is arranged so that it can be traversed by at least part of the outside air flow,
    - The condenser, said condenser on water, thermally couples the first and second circuits and is arranged, on the first circuit directly downstream of the compressor.
    The specific architecture of the second circuit in combination with a first circuit dedicated to the thermal conditioning of the air intended for the passenger compartment, in particular makes it possible to increase the performance of the thermal conditioning device, and more particularly of the first circuit when the latter operates in air conditioning mode.
    Furthermore, thanks to the water condenser, it is not necessary to have an air condenser on the path of the air flow intended for the passenger compartment, which has the advantage of avoiding parasitic heating of this flow d air especially when trying to cool it.
    It will be noted that by "air conditioning mode" is meant a mode of operation of the first circuit in which:
    - The evaporator is traversed by an air flow in order to be cooled before it opens into the passenger compartment of the vehicle;
    - the evapo-condenser functions as a condenser.
    Note that the term "exterior" used to describe an air flow that comes from outside the vehicle.
    According to one possible characteristic, the device is configured so that the heat transfer fluid of the second circuit circulates successively in the condenser and the cooling radiator when the first circuit operates in air conditioning mode.
    According to another possible characteristic, the cooling radiator is disposed downstream of the evapo-condenser so as to be able to be traversed by at least part of the external air flow having passed through said evapo-condenser.
    In this particular configuration, the performances in air conditioning mode of the first circuit are improved, in fact, this makes it possible to increase the performances of the evapo-condenser by the precooling effect of the condenser on the water.
    According to another possible characteristic, the second circuit comprises a heating radiator arranged in parallel with the cooling radiator.
    It is advantageous to have a heating radiator which will heat the air flow intended for the passenger compartment. The heating radiator is therefore placed in the thermal conditioning unit.
    According to another possible characteristic, the second circuit comprises one or more valves configured so that the second circuit operates according to the following modes, in which the heat transfer fluid is able to circulate successively in series by:
    - the condenser then by the cooling radiator, or
    - the condenser and the heating radiator;
    or in which the heat transfer fluid is able to circulate by the condenser and at the same time by the cooling radiator and the heating radiator which are arranged in parallel with one another.
    According to another possible characteristic, the second circuit comprises an electrical heating device for the heat transfer fluid which is arranged upstream of the heating radiator.
    The electric heating device makes it possible to heat the heat transfer fluid which then passes through the heating radiator in order to bring the said flow of air passing through the heating radiator to the desired temperature, this is particularly advantageous when the external conditions do not allow the device according to the invention to reach the desired temperatures.
    According to another possible characteristic, the device comprises a third circuit in which a heat transfer fluid circulates, said third circuit comprising a pump, an electrical member of the vehicle and a heat exchanger thermally coupling the first and third circuits.
    The third circuit is more particularly dedicated to the thermal conditioning of the battery. Furthermore, thermal coupling to the first circuit allows more efficient management of the battery temperature.
    According to another possible characteristic, the second and third circuits are interconnected.
    The interconnection between the second and third circuits allows additional operating modes and increases the efficiency of the thermal conditioning device as a function of external conditions (temperature, humidity, etc.).
    According to another possible characteristic, the device comprises one or more valves configured to allow the heat transfer fluid to flow independently in the second and third circuits.
    According to another possible characteristic, the device comprises a heat transfer fluid circuit thermally coupled to the vehicle engine, called the engine circuit, said engine circuit comprising a pump and an engine cooling radiator.
    The engine cooling radiator is preferably arranged upstream, but it can be arranged downstream, relative to the flow of outside air, from the evapo-condenser.
    According to another possible characteristic, the motor circuit is fluidly connected to the second and third circuits.
    The fluid connection between the second and third circuits allows, for example, more efficient heating or cooling of the engine.
    According to another possible characteristic, the first circuit comprises a compressor, the condenser, the evapo-condenser, the evaporator and the heat exchanger thermally coupled to the electrical member, such as an electric vehicle battery, characterized in that that the first circuit is configured to operate at least according to the following three modes, in which the refrigerant is able to circulate in series and successively:
    - by the condenser, the evapo-condenser and the evaporator, known as the first mode;
    - by the condenser, the evaporator and the evapo-condenser, said second mode;
    as well as in another mode, called the third mode, in which the evaporator is arranged in parallel with the heat exchanger and / or the evaporator-condenser, the refrigerant then being able to circulate in series and successively by the condenser then by at least two of said elements arranged in parallel.
    Thus, the first circuit allows in the first operating mode to cool the air intended for the passenger compartment, in the second mode to heat the air intended for the passenger compartment and in the third mode to dehumidify the air intended for the cabin and cool the electrical component when said heat exchanger is traversed by the refrigerant.
    The third mode allows, by its modularity, to ensure the air dehumidification function according to various outside temperatures and humidity levels, while cooling the organ and / or an electric battery of the vehicle when necessary.
    According to one possible characteristic, the evapo-condenser is arranged on the front face of the vehicle, the evapo-condenser allows for example a heat exchange between an air flow, in particular external, passing through said evapo-condenser and the refrigerant circulating inside the evapo-condenser).
    According to another possible characteristic, the evaporator is arranged inside a ventilation, heating and / or air conditioning device of the motor vehicle.
    A ventilation, heating, and / or air conditioning device is a box, located under the dashboard of the vehicle, which comprises one or more heat exchangers of the thermal conditioning circuit, an air blower, at least one air inlet. and air outlets. Said device also includes flaps for managing the air flows inside said device.
    According to another possible characteristic, the heating radiator is arranged inside the ventilation, heating and / or air conditioning device of the vehicle.
    According to another possible characteristic, the first circuit is configured to operate according to the following mode, in which the refrigerant is able to circulate in series and successively through the condenser, the heat exchanger, and the evapo-condenser, said fourth mode.
    According to another possible characteristic, the first circuit is configured so that the circuit operates according to the following mode, in which the refrigerant is able to circulate in series and successively through the condenser, the evapo-condenser and the heat exchanger , says fifth mode.
    According to another possible characteristic, the first circuit is configured to allow the reversal of the direction of circulation of the refrigerant in the evapo-condenser at least between the first and second operating modes of said circuit.
    According to another possible characteristic, said first circuit comprises a bidirectional expansion valve which allows the refrigerant fluid passing through it or having passed through the evapo-condenser to undergo expansion, whether the evapo-condenser operates in evaporator or in condenser.
    The bidirectional expansion valve is thus configured to achieve expansion of the refrigerant in the second or fourth operating mode before it circulates in the evapo-condenser.
    The bidirectional expansion valve is also configured to achieve expansion of the refrigerant in certain variants of the third operating mode after the fluid has circulated in the evaporator.
    According to another possible characteristic, said first circuit comprises at least three regulators:
    - a first regulator located directly upstream of the evaporator;
    - a second regulator located directly upstream of the heat exchanger;
    - a third regulator located directly upstream of the evaporator-condenser when this one functions like a condenser.
    It will be noted that directly means, the fact that the refrigerant does not pass through any other intermediate element which can make it undergo a physical transformation (leading to a variation of a physical quantity of the fluid, such as pressure, enthalpy, etc.), the intermediate element being for example an exchanger, regulator, etc.
    According to another possible characteristic, the first circuit comprises:
    - A first branch comprising the compressor and the condenser downstream of the compressor, as well as a valve and a tank, the tank being arranged upstream of the compressor and the valve being arranged upstream of the tank;
    - a second branch comprising, a valve, the evaporator and the heat exchanger;
    - a third branch comprising the evapo-condenser; said first, second and third branches being connected in parallel with each other.
    According to another possible characteristic, the first circuit comprises:
    - a fourth branch which connects the second branch to the third branch;
    the connection being made on the second branch upstream of the first and second regulators and and downstream of the valve of the second branch in the direction of the flow of the fluid as shown in the figure, the connection being made on the third branch between the bidirectional expansion valve and the evapo-condenser;
    - A fifth branch comprising a valve which connects the third branch to the first branch, the connection on the third branch being carried out between the third regulator and the evaporator, the connection on the first branch between the reservoir and the valve of the first branch .
    According to another possible characteristic, the second branch of the first circuit comprises two sub-branches connected in parallel with one another, one comprising the evaporator and the other the heat exchanger.
    The invention will be better understood, and other objects, details, characteristics and advantages thereof will appear more clearly during the following description of a particular embodiment of the invention, given solely by way of illustration and not limiting, with reference to the accompanying drawings, in which:
    - Figures 1 and 1 'respectively show a schematic view of the heat transfer fluid and / or refrigerant circuits of the thermal conditioning device according to the invention;
    - Figure 2 is a linear schematic representation when the circuit of Figure 1 operates in a first mode;
    FIG. 2 ′ is a linear schematic representation when the circuit of FIG. 1 operates according to a variant of the first mode;
    - Figure 3 is a linear schematic representation when the circuit of Figure 1 operates in a second mode;
    FIG. 3 ′ is a linear schematic representation when the circuit of FIG. 1 operates according to a variant of the second mode;
    - Figure 4a is a linear schematic representation when the circuit of Figure 1 operates in an alternative operating mode of the third mode;
    FIG. 4b is a linear schematic representation when the circuit of FIG. 1 operates according to another variant of operation of the third mode;
    FIG. 4c is a linear schematic representation when the circuit of FIG. 1 operates according to yet another variant of operation of the third mode;
    FIG. 5 is a linear schematic representation when the circuit of FIG. 1 operates in a fourth mode;
    FIG 6 is a linear schematic representation when the circuit of Figure 1 operates in a fifth mode.
    Figures 1 and 1 'show partial schematic views of the thermal conditioning device 1 for a hybrid or electric motor vehicle.
    It will be noted that the terms “upstream” and “downstream” will be used to facilitate the description of the invention, this with reference to the direction of circulation of the fluid in the circuit considered.
    Said thermal conditioning device 1 comprises, on the one hand, a first circuit 2, more particularly shown in FIG. 1 ', in which is able to circulate a refrigerant, and, on the other hand, a second circuit 102, more particularly shown in Figure 1, in which is capable of circulating a heat transfer fluid.
    Said first circuit 2 comprises at least one condenser 5, an evapo-condenser 7 configured to be traversed by an external air flow and an evaporator 9 intended to thermally condition an air flow intended for the passenger compartment of the vehicle.
    It will be noted that the device according to the invention is capable of operating whatever the type of architecture of the first circuit, however the architecture of the first circuit detailed below makes it possible to fully exploit the architecture of the second circuit detailed below.
    Said second circuit 102 comprises at least one pump 103 and a cooling radiator 104.
    The cooling radiator 104 is arranged so as to be able to be traversed by at least part of the external air flow FE, and more particularly downstream of the evapo-condenser 7 so as to be able to be traversed by at least part of the outside air flow FE having passed through said evaporator 7.
    The condenser 5, called water-based condenser, thermally couples the first 2 and second 102 circuits and is arranged, on the first circuit 2 directly downstream of a compressor 3.
    The condenser 5 is also placed on the second circuit 102 downstream of the pump 103.
    More particularly, the second circuit 102 comprises a heating radiator 106 disposed in parallel with the cooling radiator 104.
    The heating radiator 106 is for example housed in a ventilation, heating and / or air conditioning device of the motor vehicle and makes it possible to heat an air flow intended to open into the passenger compartment of the vehicle.
    Note that a ventilation, heating, and / or air conditioning device is a box located under the dashboard of the vehicle. This device comprises one or more heat exchangers which have the function of thermally conditioning the air flow intended for the passenger compartment, as well as at least one air inlet and at least one air outlet opening into the passenger compartment. The device can also include an air blower, in order to generate an air flow between said at least one air inlet and outlet.
    The second circuit 102 comprises one or more valves 108 configured so that the second circuit 102 operates according to at least the following three modes, in which the heat transfer fluid is able to circulate successively in series by:
    the condenser 5 then by the cooling radiator 104, known as the first mode, or
    - the condenser 5 and the heating radiator 106, said second mode;
    or in which the heat transfer fluid is able to circulate by the condenser 5 and at the same time by the cooling radiator 104 and the heating radiator 106 which are arranged in parallel with one another, said third mode.
    The first mode of operation of the second circuit
    102 allows in particular a transfer of calories from the first circuit 2 to the second circuit 102 via the condenser 5 and to improve the performance of certain operating modes of the first circuit 2, such as the “air conditioning” mode or the “ quick charge of the battery ”, these modes will be explained in more detail below. That is to say operating modes of the first circuit 2 in which said circuit 2 is configured to dissipate the calories via the condenser 5 and the evapo-condenser 7 and cool an air flow intended for the passenger compartment via the evaporator 9.
    The second operating mode of the second circuit 102 makes it possible in particular in cooperation with the first circuit 102 to cool the air intended for the passenger compartment, via the evaporator 9, then to heat it, via the heating radiator 106, this corresponds by example to a dehumidification mode of air intended for the passenger compartment.
    The third mode makes it possible to dissipate the excess power produced by the first circuit when the latter operates in “heat pump” mode, more particularly when the evapo12 condenser 7 is not used. Thus, the valve or valves which allow these different operating modes can be a three-way valve arranged upstream or downstream of the heating radiator 106 (converging or diverging valves depending on their location in the second circuit 102).
    The three-way valve, when it is placed upstream of the heating radiator 106, is divergent, while when it is placed downstream of the heating radiator 106, it is convergent. Furthermore, the three-way valve can also be replaced by two two-way valves.
    Said second circuit 102 may also include an electric heating device 110 for the heat transfer fluid which is arranged upstream of the heating radiator 106. The electric heating device 110 makes it possible to heat the fluid before it passes through the heating radiator 106 when the device 1 is not able to provide the power necessary to heat the heat transfer fluid (and by extension the air flow) to the desired temperature.
    Said device 1 can also include a third circuit 202 in which a heat transfer fluid circulates.
    Said third circuit 202 comprising a pump 204, an electrical member 206 of the vehicle and a heat exchanger 11 thermally coupling the first 2 and third circuits 202 with each other. The electrical member 206 is for example an electric battery of the vehicle.
    The third circuit 202 is configured so that the heat transfer fluid circulates, thanks to the pump 204, successively through the heat exchanger 11 and the electrical member 206.
    This operating mode of the third circuit, known as the first mode of said circuit, is a mode which makes it possible to homogenize the temperature of the battery by acting on the inertia of the heat transfer fluid, the exchanger 11 also making it possible, depending on the operating mode of the first circuit 2 to cool or heat the electrical component 206.
    In the representation of the device 1 in FIG. 1, the second 102 and third 202 circuits are interconnected, but these circuits could have been distinct and thermally coupled only via the first circuit 2.
    Thus, the device 1 comprises one or more valves configured 208 to allow the heat transfer fluid to flow independently in the second 102 and third 202 circuits. It is thus possible to operate the second circuit 102 according to one of the three operating modes described above, while the third circuit 201 operates according to the first mode described above.
    However, when the second 102 and third 202 circuits are interconnected, these circuits can be configured to present an additional operating mode, in which the heat transfer fluid passes successively and in series through the condenser 5, the heating radiator 106 and the electrical component. 206. This additional operating mode makes it possible in particular to heat the electrical member 206. It will be noted that the presence of an electrical heating device 110 of fluid at the second circuit 102, without being necessary, has the advantage of increasing the effectiveness of this operating mode.
    It will also be noted that it is advantageous to have a non-return valve AR.2 between the exchanger 11 and the pump 204 in order to prevent the heat transfer fluid from flowing, in said additional mode, through the exchanger 11 (it there is therefore no heat exchange between the third and first circuits via the exchanger 11).
    The device according to the invention can also comprise a circuit 302, called the engine circuit, of heat transfer fluid thermally coupled to the engine 304, for example electric, of the vehicle.
    Said engine circuit 302 comprising a pump 308 and a radiator 306 for cooling the engine.
    The engine cooling radiator 306 is preferably placed upstream, relative to the outside air flow FE, of the evapo-condenser 7.
    The engine circuit has only one operating mode in which the coolant circulates successively through the engine 304 (or more exactly to an exchanger thermally coupled to said engine) and then through the cooling radiator 306. This operating mode is activated when it is necessary to cool the motor 304.
    FIG. 1 ', for its part, represents a schematic view of the first thermal conditioning circuit 2 for a hybrid or electric motor vehicle.
    The first circuit 2 comprises a plurality of heat exchangers, in particular a compressor 3, a condenser 5, an evaporator 9, an evapo-condenser 7 and a heat exchanger 11 thermally coupled to an electric battery of said vehicle. Note however that said heat exchanger 11 can be thermally coupled to any electrical component of the vehicle needing to be thermally conditioned.
    The first circuit 2 also includes branches connecting its various elements to each other, so that a refrigerant is able to circulate in said circuit 1 along defined paths.
    Note for example that:
    - The evapo-condenser 7 can be arranged on the front face of the vehicle, the evapo-condenser being able to be traversed by an air flow (for example outside). The evapo-condenser allows a heat exchange between an air flow passing through said evapo-condenser and the refrigerant circulating inside the evapo-condenser. The air flow passing through said evapo-condenser is for example an external air flow FE.
    - The evaporator 9 is arranged inside a ventilation, heating and / or air conditioning device of the motor vehicle. The evaporator allows a heat exchange between an air flow passing through said evaporator and the refrigerant circulating inside said evaporator. More particularly, the main function of the evaporator is to cool an air flow intended to end up in the passenger compartment.
    The heat exchanger 11, that is to say the heat exchanger thermally coupled to an electric member or to a battery, has the function of thermally conditioning the electric member or the battery, that is to say to heat or cool it as needed, so that the battery or the electrical component remains at an adequate temperature to preserve its service life and efficiency.
    The battery exchanger also allows heat exchanges between the heat transfer fluid and the refrigerant, these heat exchanges can be direct or indirect.
    More particularly, the first circuit 2 is configured to operate according to different modes which will be detailed below.
    Thus, said first circuit 2 comprises:
    a first branch 13 comprising the compressor 3 and the condenser 5 disposed downstream of the compressor 3;
    - A second branch 15 comprising the evaporator 9 and the heat exchanger 11 thermally coupled to an electrical member;
    - A third branch 17 comprising the evapo-condenser 7.
    Said first 13, second 15 and third 17 branches are connected in parallel to each other. Thus, the first branch 13 comprises a reservoir R. placed directly upstream of the compressor 3, itself upstream of the condenser 5. The term "directly" must be interpreted as the fact that there is no element intermediate between two sub-elements constituting said circuit. The first branch 13 also includes a valve V3 located upstream of the reservoir R.
    The second branch 15 comprises two sub-branches 15a and 15b connected in parallel with one another, one comprising the evaporator 9 and the other the heat exchanger 11. The first sub-branch 15a comprises the evaporator 9 and the second sub-branch 15b comprises the heat exchanger 11. The second branch 15 also includes a valve VI located upstream of the first and second regulators 21 and 23.
    The outlet 5a of the condenser is thus connected to the second 15 and third 17 branches of the circuit via a fourth branch 19, called the connecting branch.
    In addition, said first circuit 2 comprises at least three regulators:
    - a first regulator 21 located directly upstream of the evaporator 9;
    - a second regulator 23 located directly upstream of the heat exchanger 11;
    - A third regulator 25 located directly upstream of the evaporator-condenser 7 when the latter functions as a condenser.
    The circuit also includes:
    - A fourth branch 27 which connects the second branch 15 to the third branch 17, the connection being made on the second branch 15 upstream of the first and second regulators, respectively 21 and 23, and downstream of the valve VI of the second branch 15 in the direction of flow of the fluid, the connection being made on the third branch 17 between the bidirectional expansion valve 19 and the evaporator-condenser 7;
    A fifth branch 29 comprising a valve V2 which connects the third branch 17 to the first branch 13, the connection on the third branch 17 being produced between the third regulator 25 and the evapo-condenser 7, the connection on the first branch being carried out between the reservoir R. and the valve V3 of the first branch 13.
    Furthermore, the fourth branch 27 comprises a non-return valve C, the latter allows the refrigerant to flow back to the evaporator 7 in certain operating modes.
    FIG. 2 is therefore a linear schematic representation of the first thermal conditioning circuit 2 when said circuit 2 operates according to a first operating mode.
    This first mode makes it possible in particular to cool the air intended for the passenger compartment of the vehicle by means of the evaporator, for example located in the ventilation, heating and / or air conditioning device (not shown).
    Thus, in this first mode, the refrigerant is able to circulate successively in the condenser, the evapo-condenser then in the evaporator.
    The refrigerant is therefore compressed by the compressor 3, at the outlet of the compressor 3 the refrigerant is in a gaseous high pressure state, then undergoes a condensation carried out successively by the condenser 5 and the evapo-condenser 7 (thus functioning as a condenser). The refrigerant at the outlet of the evapo-condenser is then in a state if possible liquid and under cooled at high pressure, and will undergo a relaxation carried out by first regulator 21, the fluid is then expanded at low pressure before circulating through the evaporator 9.
    The air flow intended for the passenger compartment and passing through the evaporator 9 then yields calories (or heat) to the refrigerant, heating the latter and allowing the cooling of the air flow intended to open into the passenger compartment.
    It will also be noted that the evapo-condenser 7 must be traversed by an air flow, exterior in the present case, to allow the condensation of the refrigerant fluid passing through it.
    In addition, in the first operating mode, the third expander 25 located upstream of the evaporator-condenser 7 is completely open.
    This first operating mode can also be used for dehumidifying the air intended to open into the passenger compartment. The air is dried by first cooling it through the evaporator 9, then heating it through the condenser 5.
    In certain situations where there is an excess of power supplied by the compressor 3, the evapo-condenser 7 completes the condensation of the refrigerant fluid coming from the condenser 5.
    A variant of this first operating mode is shown in FIG. 2 ′, more particularly in this variant, the second regulator 23 allows the fluid to circulate in the heat exchanger 11. Thus, the air flow can be cooled or dehumidified intended to open into the passenger compartment while cooling the vehicle battery via the heat exchanger 11.
    Thus, in this variant of the first mode, the refrigerant is able to circulate successively in the condenser 5, the evaporator 7 then in the evaporator 9 and the heat exchanger 11 which are arranged in parallel with respect to the 'other.
    It should be noted that:
    - The second regulator 23 acts as a valve when the first circuit 2 operates in the first mode and as a regulator in the variant of the first mode;
    - The evaporator 9 and the heat exchanger 11 operate at substantially equivalent pressure levels;
    - the first and third regulators respectively placed upstream of the evaporator 9 and of the heat exchanger 11 also make it possible to regulate (or distribute) the flow of refrigerant fluid in each of the exchangers in order to meet the specific needs of each of these elements .
    In the first mode of operation of the first circuit 2, or its variant, it is advantageous, to optimize the operation of the device, that the second circuit 102 and the fourth circuit 302 operate, respectively, according to their first mode of operation, as described above.
    The fourth circuit 302 can also operate according to its operating mode, as described above, if it is necessary to cool the engine 304.
    FIG. 3 is therefore a linear schematic representation of the first thermal conditioning circuit 2 when said circuit 2 operates according to a second operating mode.
    This second mode makes it possible in particular to heat the air intended for the passenger compartment of the vehicle by means of the evaporator 9 and the condenser 5.
    Thus, in this second mode, the refrigerant is able to circulate successively in the condenser 5, the evaporator 9 and then in the evapo-condenser 7.
    The refrigerant is therefore compressed by the compressor 3, at the outlet of the compressor 3 the refrigerant is in a gaseous high pressure state, passes through the condenser 5 then circulates successively by the evaporator 9 and the evapo-condenser 7 (operating as an evaporator).
    More particularly, the refrigerant leaving the condenser 5 may or may not be expanded by the first expander 21, which may then be partially or completely open, in order to bring the refrigerant into an intermediate pressure state, before circulating in the 'evaporator 9. This makes it possible to control the pressure of the refrigerant fluid so as not to exceed the maximum pressure admissible by the evaporator 9. The air flow intended for the passenger compartment is thus heated by the successive passage of the evaporator 9 and condenser 5.
    At the outlet of the evaporator 9, the refrigerant which has been cooled by the air passing through the evaporator, undergoes expansion by the bidirectional expansion valve 19 which generally brings it into a state of liquid-vapor mixture at low pressure before it does not circulate in the evapo-condenser 7. Said evapo-condenser 7 (thus functioning as an evaporator), crossed by an external air flow, allows the evaporation of the refrigerant fluid (the air flow yielding calories said fluid). Thus, at the outlet of the evapo-condenser 7, the fluid is in a state close to “gas saturation” at low pressure before it is again compressed by the compressor 3.
    This second mode is preferably used for an outside (or ambient) temperature below -5 ° C, but also works for outside temperatures between -5 ° C and 20 ° C.
    Furthermore, if the outside temperature is between 2 and 5 ° C., the evaporator 9 preferably operates then in evaporator mode, the refrigerant then undergoes two evaporations in series, carried out respectively by the evaporator 9 and the evaporator. -condenser 7.
    This also makes it possible, in certain operating modes of the heating, ventilation and / or air conditioning device (more particularly when the air flow intended for the passenger compartment at least comes from the passenger compartment itself and not only from the outside), heat recovery from the air coming from the passenger compartment and from the ambient (or outside) air, this has the consequence of limiting the risks of icing of the evaporator. condenser 7.
    A variant of this second operating mode is shown in FIG. 3 ', more particularly in this variant, the second regulator 23 allows the fluid to circulate in the heat exchanger 11.
    Thus, it is possible to heat the air flow intended to open into the passenger compartment while heating or cooling the battery (or an electrical component of the vehicle) of the vehicle by means of the heat exchanger 11.
    In fact, the refrigerant can heat the battery (or an electrical component of the vehicle) when it has a temperature below 10 ° C.
    Thus, in this variant of the second mode, the refrigerant is able to circulate successively in the condenser 5, the evaporator 9 and the heat exchanger 11 which are arranged in parallel with one another, and by the continued in the evapo-condenser 7.
    It should be noted that:
    - The second regulator 23 acts as a closed valve when the first circuit 2 operates in the second mode and as a regulator in the variant of the second mode;
    - The evaporator 9 and the heat exchanger 11 operate at substantially equivalent pressure levels;
    - the first and third regulators, respectively 21 and 23, as well as the bidirectional regulator 19 respectively placed upstream of the evaporator 9, of the heat exchanger 11 and of the evaporator condenser 7 (the bidirectional exchanger also being downstream of the evaporator and of the heat exchanger) make it possible to adjust the temperature of the evaporator 9 in order to limit if necessary the heat exchange, at the level of the exchanger 11 with the electrical member. More particularly, it is possible to ensure that the battery (or the electrical member if the latter is capable of doing so) absorbs a large part of the power or heat produced by the first circuit 2.
    In the second operating mode of the first circuit 2, or its variant, it is advantageous, to optimize the operation of the device, that the second circuit 102 operates according to its second operating mode and that the fourth circuit 302 operates according to its first operating mode operation, as described above. However, depending on the heating needs of the electrical member 206 and the external conditions, the second 102 and third 202 circuits can also operate according to the additional operating mode described above.
    The fourth circuit 302 can also operate according to its operating mode, as described above, if it is necessary to cool the engine 304.
    More particularly, in the first variant of the third operating mode shown in FIG. 4a, said fluid passes through the evapo-condenser 7 and the evaporator 9 which are arranged in parallel with one another.
    Thus, the fluid intended to pass through the second branch 15 then the first sub-branch 15a undergoes expansion by the first regulator 21 before circulating in the evaporator 9.
    While the fluid intended to pass through the third branch 17 undergoes expansion by the third expander 25 before circulating in the evapo-condenser 7. At the outlet of the evapo-condenser 7, the refrigerant fluid undergoes, if necessary, expansion by the bidirectional regulator 19.
    Thereafter, the portions of refrigerant fluid having circulated respectively through the evaporator 9 and the evapo-condenser 7 meet upstream of the third valve V3 before circulating in the first branch 13 and leading to the reservoir R. before said fluid is re-aspirated by compressor 3.
    Thus, the air flow intended to open into the passenger compartment is cooled by the evaporator 9, before being heated by the condenser 5.
    More particularly, in the second variant of the third operating mode shown in FIG. 4b, said fluid passes through the heat exchanger 11 and the evaporator 9 which are arranged in parallel with one another.
    Thus, the fluid intended to pass through the second branch 15 then the first sub-branch 15a undergoes expansion by the first regulator 21 before circulating in the evaporator 9.
    While the fluid intended to pass through the second branch 15 then the first sub-branch 15b undergoes expansion by the second regulator 23 before circulating in the heat exchanger 11.
    Thereafter, the portions of refrigerant having circulated respectively through the evaporator 9 and the heat exchanger 11 meet upstream of the third valve V3 before circulating in the first branch 13 and opening into the reservoir R. before , that said fluid is re-aspirated by the compressor 3.
    Thus, the air flow intended to open into the passenger compartment is cooled by the evaporator 9, before being heated by the heating radiator 106.
    More particularly, in the third variant of the third operating mode shown in FIG. 4c, said fluid passes through the evaporator 9, the evapo-condenser 7 and the heat exchanger 11 which are arranged in parallel with each other.
    Thus, the fluid intended to pass through the second branch 15 then the first sub-branch 15a undergoes expansion by the first regulator 21 before circulating in the evaporator 9.
    The fluid intended to pass through the second branch 15 then the first sub-branch 15b undergoes expansion by the second regulator 23 before circulating in the heat exchanger 11.
    The fluid intended to pass through the second branch 15 then the first sub-branch 15b undergoes expansion by the second regulator 23 before circulating in the heat exchanger 11.
    While the fluid intended to pass through the third branch 17 undergoes expansion by the third expander 25 before circulating in the evapo-condenser 7. At the outlet of the evapo-condenser 7, the refrigerant undergoes expansion through the bidirectional regulator 19.
    Thereafter, the portions of refrigerant having circulated respectively through the evaporator 9, the heat exchanger 11 and the evapo-condenser 7 meet upstream of the third valve V3 before circulating in the first branch 13 and lead into the tank R before said fluid is re-aspirated by the compressor 3.
    Thus, the air flow intended to open into the passenger compartment is cooled by the evaporator 9, before being heated by the heating radiator 106.
    In the third operating mode of the first circuit 2, or its variant, it is advantageous, to optimize the operation of the device, that the second circuit 102 operates according to its second operating mode and that the fourth circuit 302 operates according to its first operating mode operation, as described above.
    The fourth circuit 302 can also operate according to its operating mode, as described above, if it is necessary to cool the engine 304.
    FIG. 5, for its part, is a linear schematic representation when the circuit of FIG. 1 operates according to a fourth mode of operation, called "battery heating" mode.
    In the fourth mode of operation, said fluid successively passes through the condenser 5, the heat exchanger 11 and the evaporator 7. In fact, these elements 5, 7 and 11 are arranged in series in the fourth mode of operation.
    The refrigerant is therefore compressed by the compressor 3, at the outlet of the compressor 3, the refrigerant is in a gaseous high pressure state, then undergoes a condensation carried out successively by the condenser 5. The refrigerant at the outlet of the condenser 5 undergoes, if necessary, an expansion carried out by the second regulator 23 before circulating in the heat exchanger 11.
    Thereafter, the refrigerant undergoes an expansion carried out by the bidirectional expansion valve 19, before circulating through the evaporator 7, then the reservoir R before being re-aspirated by the compressor 3.
    The fourth operating mode has the function of heating the electric battery of the vehicle (or an electrical component), but said mode can also have the function of recovering heat (or calories) from the electrical component, by means of the heat exchanger 11. More particularly, there is recovery of heat (or calories) on the electrical member if the evaporation temperature at the exchanger 11 is lower than the temperature of said member.
    In the fourth operating mode of the first circuit 2, it is advantageous, to optimize the operation of the device, that the second circuit 102 operates according to its second operating mode and that the fourth circuit 302 operates according to its first operating mode, as described above.
    The fourth circuit 302 can also operate according to its operating mode, as described above, if it is necessary to cool the engine 304.
    FIG. 6, for its part, is a linear schematic representation when the circuit of FIG. 1 operates according to a fifth operating mode, known as the "rapid cooling of the battery or of the electrical component" mode.
    In the fifth operating mode, said fluid successively passes through the condenser 5, the evapo-condenser 7 and the heat exchanger 11. Indeed, these elements 5, 7 and 11 are arranged in series in the fifth operating mode.
    The refrigerant is therefore compressed by the compressor 3, at the outlet of the compressor 3, the refrigerant is in a gaseous high pressure state, then undergoes a condensation carried out successively by the condenser 5 and the evapo-condenser 7. The refrigerant at the outlet of the evapo-condenser 7 undergoes an expansion carried out by the second regulator 23 before circulating in the heat exchanger 11.
    Thereafter, the refrigerant joins the reservoir R. before being re-aspirated by the compressor 3.
    The fifth mode of operation has the function of cooling the electric battery of the vehicle when the latter undergoes rapid charging and is therefore subjected to significant and rapid heating. The latter mode can also be applied to an electrical member which undergoes rapid heating due to intense use.
    It will be noted that the cardinal number adjectives used to qualify or designate certain elements are only used for information and do not imply any limitation on these elements.
    In the fifth operating mode of the first circuit 2, it is advantageous to optimize the operation of the device that the second circuit 102 and that the third circuit 202 operate respectively according to their first operating mode, as described above.
    The fourth circuit 302 can also operate according to its operating mode, as described above, if it is necessary to cool the engine 304.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A thermal conditioning device (1) for a hybrid or electric motor vehicle, comprising:
    - a first circuit (2) in which is able to circulate a refrigerant;
    - a second circuit (102) in which is able to circulate a heat transfer fluid;
    said first circuit (2) comprising at least one condenser (5), an evapo-condenser (7) configured to be traversed by an external air flow and an evaporator (9) intended to thermally condition an air flow intended for the passenger compartment of the vehicle, said second circuit (102) comprising at least one pump (103) and a cooling radiator (104), I characterized in that:
    - the cooling radiator (104) is arranged so that it can be traversed by at least part of the outside air flow,
    - The condenser (5), said condenser on water, thermally couples the first (2) and second (102) circuits and is arranged, on the first circuit (2) directly downstream of the compressor.
    [2" id="c-fr-0002]
    2. Device according to the preceding claim, characterized in that the cooling radiator (104) is arranged downstream of the evapo-condenser (7) so that it can be traversed by at least part of the external air flow having passed through said evaporator (7).
    [3" id="c-fr-0003]
    3. Device according to claim 1, characterized in that the second circuit (102) comprises a heating radiator (106) arranged in parallel with the cooling radiator (104).
    [4" id="c-fr-0004]
    4. Device according to claim 2, characterized in that the second circuit (102) comprises one or more valves (108) configured so that the second circuit (102) operates according to the following modes, in which the heat transfer fluid is able to circulate successively in series by:
    - the condenser (5) then by the cooling radiator (104), or
    - the condenser (5) and the heating radiator (106);
    or in which the heat transfer fluid is able to circulate by the condenser (5) and at the same time by the cooling radiator (104) and the heating radiator (106) which are arranged in parallel with respect to each other .
    [5" id="c-fr-0005]
    5. Device according to claim 3 or 4, characterized in that the second circuit (102) comprises an electric heating device (110) of the heat transfer fluid which is arranged upstream of the heating radiator (106).
    [6" id="c-fr-0006]
    6. Device according to any one of the preceding claims, characterized in that it comprises a third circuit (202) in which a heat transfer fluid circulates, said third circuit (202) comprising a pump (204), an electrical member (206 ) of the vehicle and a heat exchanger (11) thermally coupling the first (2) and third circuits (202).
    [7" id="c-fr-0007]
    7. Device according to the preceding claim, characterized in that the second (102) and third (202) circuits are interconnected.
    [8" id="c-fr-0008]
    8. Device according to the preceding claim, characterized in that it comprises one or more valves configured (208) to allow the heat transfer fluid to flow independently in the second (102) and third (202) circuits.
    [9" id="c-fr-0009]
    9. Device according to any one of claims
    5 above, characterized in that it comprises a circuit (302) of heat transfer fluid thermally coupled to the engine (304) of the vehicle, known as the engine circuit, said engine circuit (302) comprising a pump (308) and a radiator (306) engine cooling.
    [10" id="c-fr-0010]
    10. Device according to the preceding claim, characterized in that the radiator (306) for cooling the engine is arranged upstream, with respect to the flow of outside air, from the evapo-condenser (7).
    类似技术:
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    EP2643643B2|2022-01-05|Device for the thermal conditioning of a passenger compartment of a vehicle
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    同族专利:
    公开号 | 公开日
    WO2019202266A1|2019-10-24|
    EP3781882A1|2021-02-24|
    FR3080442B1|2020-05-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2888919A1|2005-07-21|2007-01-26|Denso Corp|Heat cycle system for vehicle, has control device executing three operating modes controlling degree of opening of valve, so that exchanger evacuates coolant heat towards exterior air or coolant evacuates heat towards air|
    FR2983285A1|2011-11-30|2013-05-31|Valeo Systemes Thermiques|METHOD FOR DEFROSTING A THERMAL MANAGEMENT DEVICE OF A MOTOR VEHICLE|
    EP3075582A2|2015-04-02|2016-10-05|Volkswagen Aktiengesellschaft|Tempering assembly for a motor vehicle and method for operating same|
    WO2021204915A1|2020-04-08|2021-10-14|Valeo Systemes Thermiques|Thermal conditioning system for a motor vehicle|
    WO2021204914A1|2020-04-08|2021-10-14|Valeo Systemes Thermiques|Thermal conditioning system for a motor vehicle|
    法律状态:
    2019-04-29| PLFP| Fee payment|Year of fee payment: 2 |
    2019-10-25| PLSC| Publication of the preliminary search report|Effective date: 20191025 |
    2020-04-30| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-29| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1853444A|FR3080442B1|2018-04-19|2018-04-19|THERMAL CONDITIONING DEVICE FOR A MOTOR VEHICLE|
    FR1853444|2018-04-19|FR1853444A| FR3080442B1|2018-04-19|2018-04-19|THERMAL CONDITIONING DEVICE FOR A MOTOR VEHICLE|
    EP19724549.1A| EP3781882A1|2018-04-19|2019-04-17|Thermal conditioning device for a motor vehicle|
    PCT/FR2019/050922| WO2019202266A1|2018-04-19|2019-04-17|Thermal conditioning device for a motor vehicle|
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