Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
  • F25B5/02—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in parallel
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
  • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
  • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
  • B60H1/00899—Controlling the flow of liquid in a heat pump system
  • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B40/00—Subcoolers, desuperheaters or superheaters
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B41/00—Fluid-circulation arrangements
  • F25B41/30—Expansion means; Dispositions thereof
  • F25B41/39—Dispositions with two or more expansion means arranged in series, i.e. multi-stage expansion, on a refrigerant line leading to the same evaporator
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B49/00—Arrangement or mounting of control or safety devices
  • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B5/00—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity
  • F25B5/04—Compression machines, plants or systems, with several evaporator circuits, e.g. for varying refrigerating capacity arranged in series
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
  • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
  • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
  • B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
  • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
  • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
  • B60H2001/00957—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising locations with heat exchange within the refrigerant circuit itself, e.g. cross-, counter-, or parallel heat exchange
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/32—Cooling devices
  • B60H2001/3286—Constructional features
  • B60H2001/3291—Locations with heat exchange within the refrigerant circuit itself
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B2339/00—Details of evaporators; Details of condensers
  • F25B2339/04—Details of condensers
  • F25B2339/047—Water-cooled condensers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B2400/00—Component parts or details not otherwise provided for in this subclass
  • F25B2400/04—Refrigeration circuit bypassing means
  • F25B2400/0409—Refrigeration circuit bypassing means for evaporators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B2600/00—Control issues
  • F25B2600/25—Control of valves
  • F25B2600/2513—Expansion valves

Definitions

• the present invention relates to the field of thermal conditioning systems for motor vehicles.
• Such systems allow, for example, thermal regulation of various components of the vehicle, such as the passenger compartment or an electric energy storage battery, in the case of an electrically propelled vehicle.
• Heat exchanges are managed mainly by the compression and expansion of a refrigerant fluid within several heat exchangers.
• Some thermal conditioning systems use a refrigerant fluid loop and a heat transfer fluid loop exchanging heat with the refrigerant fluid. Such systems are thus called indirect.
• Application FR3064946 is an example of this.
• Multiple bypass branches allow many operating modes to be carried out, such as, for example, cooling the air in the passenger compartment, heating the air in the passenger compartment, dehumidifying the air in the passenger compartment, or the cooling of the vehicle batteries.
• the present invention thus aims to add modes of operation to the systems of the prior art.
• the invention provides a thermal conditioning system for a motor vehicle, comprising:
• a refrigerant circuit configured to circulate a refrigerant fluid, the refrigerant circuit comprising:
• a main loop comprising successively depending on the direction of travel of the refrigerant: a compression device, a bifluid heat exchanger, a first expansion device, a first heat exchanger configured to exchange heat with a flow of air inside a vehicle cabin, a second expansion device, a second heat exchanger configured to exchange heat with a flow of air outside the passenger compartment of the vehicle, - A first branch branch connecting a first connection point arranged on the main loop and between the first heat exchanger and the second expansion device to a second connection point arranged on the main loop between the second heat exchanger and the compression device, - A second branch branch connecting a third connection point arranged on the main loop and between the compression device and the first expansion device at a fourth connection point disposed on the first e bypass branch and between the first connection point and the second connection point, the second bypass branch comprising a third expansion device and a third heat exchanger,
• a coolant circuit configured to circulate a coolant
• the bifluid heat exchanger being arranged jointly on the coolant circuit and on the coolant circuit so as to allow heat exchange between the coolant and the fluid coolant
• the refrigerant circuit comprising a first internal heat exchanger configured to allow heat exchange between the high pressure refrigerant circulating in the main loop downstream of the bifluid heat exchanger and the circulating low pressure refrigerant fluid in the main loop downstream of the second connection point, characterized in that the refrigerant circuit also comprises a third bypass branch allowing the refrigerant fluid to circulate in the main loop upstream of the first heat exchanger to join the second heat exchanger without passing through the first heat exchanger.
• the third branch branch connects a fifth connection point arranged on the main loop and between the bifluid heat exchanger and the first heat exchanger to a sixth connection point arranged on the main loop between the first connection point and the second heat exchanger.
• the refrigerant fluid circuit comprises a second internal heat exchanger configured to allow heat exchange between the high pressure refrigerant fluid circulating in the main loop downstream of the first internal exchanger and upstream. of the third connection point, and the low-pressure refrigerant fluid circulating in the first branch branch between the fourth connection point and the second connection point.
• connection point is placed on the main loop between the first internal exchanger and the second internal exchanger
• the sixth connection point is arranged on the main loop between the first connection point and the second pressure relief device.
• the fifth connection point is arranged on the main loop between the first expansion device and the first heat exchanger
• the sixth connection point is arranged on the main loop between the second expansion device and the second heat exchanger.
• the fifth connection point is arranged on the main loop between the first expansion device and the first heat exchanger
• the sixth connection point is arranged on the main loop between the first connection point and the second pressure relief device.
• the thermal conditioning system includes a first shut-off valve on the third branch branch disposed between the fifth connection point and the sixth connection point.
• This shut-off valve prevents the passage of refrigerant fluid in the third bypass branch when the valve is closed.
• the passage of the refrigerant fluid in the third bypass branch is possible when the valve is open.
• the thermal conditioning system comprises a non-return valve between the first connection point and the sixth connection point.
• the thermal conditioning system comprises a non-return valve between the first connection point and the sixth connection point.
• the non-return valve prevents refrigerant from the third branch branch from flowing through the main branch towards the first connection point.
• the thermal conditioning system includes a second shut-off valve on the main loop disposed between the fifth connection point and the first heat exchanger.
• This shut-off valve makes it possible to prevent the passage of refrigerant fluid into the first heat exchanger when the valve is closed. It allows passage when the valve is open.
• the third heat exchanger is configured to exchange heat with an electric energy storage battery of the vehicle.
• a cooling of the battery supplying the electrical energy of an electric traction chain vehicle can thus be ensured. More generally, regulation of the temperature of the battery can thus be achieved.
• the thermal conditioning system includes a third shut-off valve disposed on the first branch branch between the first connection point and the fourth connection point.
• This shut-off valve makes it possible to prevent the passage into the first bypass branch of the refrigerant fluid coming from the main loop. As before, when the valve is open, the passage of refrigerant fluid through the valve is possible.
• the refrigerant circuit comprises a fourth branch branch connecting a seventh connection point arranged on the main loop and between the first expansion device and the first heat exchanger to an eighth connection point arranged on the first bypass branch between the fourth connection point and the second connection point, the fourth bypass branch comprising a fourth heat exchanger.
• the eighth connection point is arranged on the first branch branch between the second internal heat exchanger and the second connection point.
• the refrigerant circulating in the fourth branch branch does not pass through the second heat exchanger before joining the main loop.
• the eighth connection point is arranged on the first branch branch between the fourth connection point and the second internal heat exchanger.
• the refrigerant circulating in the fourth branch branch passes through the second heat exchanger before joining the main refrigerant loop.
• the fourth bypass branch has a fourth shut-off valve disposed between the seventh connection point and the fourth heat exchanger.
• This shut-off valve makes it possible to selectively authorize and prohibit the passage of refrigerant fluid in the fourth bypass branch.
• the fourth heat exchanger is configured to exchange heat with an element of an electric power train of the vehicle.
• the element of an electric traction chain of the vehicle is an electric traction motor.
• the element of an electric drive train of the vehicle is an electronic module for controlling an electric traction motor.
• the fourth heat exchanger is a bifluid exchanger configured to exchange heat with a coolant.
• the heat transfer fluid circuit comprises a fifth heat exchanger configured to exchange heat with a flow of air inside a passenger compartment of the vehicle.
• the fifth heat exchanger can thus heat the passenger compartment, by dissipating heat in the air flow intended to supply the interior of the passenger compartment.
• the coolant circuit includes a sixth heat exchanger configured to exchange heat with a flow of air outside the vehicle cabin.
• the sixth heat exchanger makes it possible to cool the heat transfer fluid in certain operating modes of the thermal conditioning system.
• the refrigerant circuit comprises a refrigerant accumulator device arranged on the main loop at the outlet of the bifluid exchanger.
• This accumulation device allows the amount of fluid circulating in the refrigerant circuit to adjust to the conditions of use.
• the invention also relates to a method of operating a thermal conditioning system as described above, in a heating mode in which:
• the refrigerant circulates in the compression device where it passes at high pressure, and circulates successively in the bifluid heat exchanger where it gives up heat to the coolant, in the first internal heat exchanger, in the third branch of bypass, in the second expansion device where it passes at low pressure, in the second heat exchanger where it absorbs heat from the external air flow, in the first internal heat exchanger, then the refrigerant at low pressure returns to the compression device.
• the heating of the air in the passenger compartment is carried out without the refrigerant passing through the first heat exchanger.
• the path of the coolant here corresponds to the first embodiment of the thermal conditioning system.
• the refrigerant fluid circulates in the compression device where it passes at high pressure, and circulates successively in the bifluid heat exchanger where it gives up heat to the coolant, in the first internal heat exchanger, in the second heat exchanger internal heat, in the first expansion device where it passes at low pressure, in the third bypass branch, in the second heat exchanger where it absorbs heat from the external air flow, in the first internal heat exchanger, then the low pressure refrigerant returns to the compression device.
• This refrigerant circulation mode corresponds to the operation in air heating mode for a thermal conditioning system according to the second embodiment.
• the refrigerant fluid circulates in the compression device where it passes at high pressure, and circulates successively in the bifluid heat exchanger where it gives up heat to the coolant, in the first internal heat exchanger, in the second heat exchanger internal heat in the first expansion device where it passes to an intermediate pressure between low pressure and high pressure, in the third bypass branch, in the second expansion device where it passes at low pressure, in the second heat exchanger heat where it absorbs heat from the outside air flow, and then the low pressure refrigerant returns to the compression device.
• This refrigerant circulation mode corresponds to the operation in air heating mode for a thermal conditioning system according to the third embodiment.
• the heat transfer fluid circulates in the bifluid exchanger then a part of the heat transfer fluid circulates in the fifth heat exchanger where it gives up heat to the internal air flow.
• the heating is provided by heat exchange between the fifth heat exchanger. heat and air intended for the passenger compartment.
• the coolant transfers heat to the coolant, which in turn transfers heat to the air in the passenger compartment.
• the invention also relates to a method of operating a thermal conditioning system in a so-called parallel dehumidification mode, in which the refrigerant fluid circulates in the compression device where it passes at high pressure, and circulates successively in the bifluid heat exchanger where it transfers heat to the coolant, in the first internal heat exchanger, is divided between a first flow circulating in the third branch branch and a second flow circulating in the main loop, the first flow circulating successively in the second expansion device where it passes at low pressure and in the second heat exchanger where it absorbs heat from the external air flow, the second flow circulates successively in the second internal heat exchanger, in the first expansion device where it passes at low pressure, in the first heat exchanger where it absorbs heat from the air flow interior, and in the first bypass branch where it passes through the second internal heat exchanger, the first flow of low-pressure refrigerant fluid and the second flow of low-pressure refrigerant meet at the second connection point, the refrigerant to low pressure then circulates through the first heat
• the low-pressure refrigerant fluid passes in parallel in the first heat exchanger and in the second heat exchanger.
• the air intended for the passenger compartment is thus cooled by passing through the first heat exchanger, then heated by passing through the fifth heat exchanger.
• the air is thus dehumidified.
• the path of the coolant here corresponds to the first embodiment of the thermal conditioning system.
• the refrigerant circulates in the compression device where it passes at high pressure, and circulates successively in the heat exchanger.
• bifluid where it transfers heat to the coolant, in the first heat exchanger internal heat, in the second internal heat exchanger, in the first expansion device where it passes at low pressure, is divided between a first flow circulating in the third bypass branch and a second flow circulating in the main loop, the first flow circulating successively in the second heat exchanger where it absorbs heat from the external air flow, the second flow circulates successively in the first heat exchanger where it absorbs heat from the internal air flow, and in the first branch bypass where it passes through the second internal heat exchanger, the first flow of low-pressure refrigerant fluid and the second flow of low-pressure refrigerant meet at the second connection point, the low-pressure refrigerant then circulates in the first heat exchanger and returns to the compression device.
• the invention also relates to a method of operating a thermal conditioning system in a so-called energy recovery mode, in which the refrigerant fluid circulates in the compression device where it passes at high pressure, and circulates successively in the bifluid heat exchanger where it transfers heat to the coolant, in the first internal heat exchanger, the second internal heat exchanger, the first expansion device where it passes at low pressure, in the fourth branch bypass, the fourth heat exchanger where the low pressure refrigerant absorbs heat, the first heat exchanger and returns to the compression device.
• the refrigerant at low pressure circulates in the fourth heat exchanger.
• the coolant thus recovers part of the heat dissipated by the vehicle's electric drive system.
• the recovered heat can thus be transferred to the air in the passenger compartment.
• This mode of operation is particularly advantageous when the second heat exchanger is liable to be covered with ice when it is used to vaporize the refrigerant fluid at low pressure.
• the low-pressure refrigerant flowing through the fourth heat exchanger does not not pass through the second internal heat exchanger.
• the superheating of the refrigerant fluid is lower than when the refrigerant fluid passes successively through the second then the first internal heat exchanger, which makes it possible to maintain a higher refrigerant flow rate.
• the low-pressure refrigerant fluid circulating in the fourth bypass branch also passes through the second internal heat exchanger.
• the low-pressure refrigerant flowing through the fourth heat exchanger successively passes through the second internal heat exchanger and then the first internal heat exchanger.
• the integration of the fourth branch branch, and particularly of the eighth connection point, is thus facilitated.
• the invention also relates to a method of operating a thermal conditioning system in a mode in a so-called energy recovery and dehumidification mode, in which the refrigerant fluid circulates in the compression device where it goes to high. pressure, and circulates successively in the bifluid heat exchanger where it transfers heat to the coolant, in the first internal heat exchanger, the second internal heat exchanger, the first expansion device where it passes at low pressure, divides between a first flow circulating in the fourth branch branch and a second flow circulating in the main loop, the first flow passes through the fourth heat exchanger where the refrigerant at low pressure absorbs heat, the second flow passes through the first exchanger heat where it absorbs heat from the indoor air flow and then joins the first branch branch, the first flow of f
• the low pressure refrigerant fluid and the second low pressure refrigerant flow rate meet at the eighth connection point, the low pressure refrigerant then flows through the first heat exchanger and returns to the compression device.
• the low-pressure refrigerant fluid passes in parallel in the first heat exchanger and in the fourth heat exchanger.
• the air intended for the passenger compartment is cooled by the first heat exchanger and heated by the fourth heat exchanger, which corresponds to dehumidification.
• thermal energy is recovered on the traction chain.
• FIG. 1 shows a schematic view of a thermal conditioning system according to a first embodiment of the invention
• FIG. 2 shows a schematic view of a thermal conditioning system according to a second embodiment of the invention
• FIG. 3 shows a schematic view of a thermal conditioning system according to a third embodiment of the invention
• FIG. 4 shows a schematic view of a first variant of the thermal conditioning system of Figure 1,
• FIG. 5 shows a schematic view of a second variant of the thermal conditioning system of Figure 1,
• FIG. 6 shows a schematic view of a first variant of the thermal conditioning system of Figure 3,
• FIG. 7 shows a schematic view of a second variant of the thermal conditioning system of Figure 3,
• FIG. 8 shows a schematic view of the thermal conditioning system of Figure 1 according to a first mode of operation, called heating
• FIG. 9 shows a schematic view of the thermal conditioning system of Figure 2 according to the first operating mode called heating
• FIG. 10 shows a schematic view of the thermal conditioning system of Figure 3 according to the first operating mode called heating
• FIG. 11 shows a schematic view of the thermal conditioning system of Figure 1 according to a second mode of operation, called parallel dehumidification,
• FIG. 12 shows a schematic view of the thermal conditioning system of Figure 2 according to the second operating mode called parallel dehumidification
• FIG. 13 shows a schematic view of the thermal conditioning system of Figure 6 according to a third mode of operation, called energy recovery,
• FIG. 14 shows a schematic view of the thermal conditioning system of Figure 7 according to the third mode of operation, called energy recovery,
• FIG. 15 shows a schematic view of the thermal conditioning system of Figure 6 according to a fourth mode of operation, called energy recovery and simple dehumidification.
• a first element upstream of a second element means that the first element is placed before the second. element in relation to the direction of flow, or course, of a fluid.
• a first element downstream of a second element means that the first element is placed after the second element with respect to the direction of flow, or path, of the fluid considered.
• FIG. 1 shows a thermal conditioning system 100 for a motor vehicle, comprising a refrigerant fluid circuit 1 configured to circulate a refrigerant fluid.
• a refrigerant fluid circulates at least in a part of the circuit 1 of the refrigerant fluid.
• the thermal conditioning system 100 makes it possible to regulate the temperature as well as the humidity level of the air present in the cabin of the vehicle, in order to ensure the comfort of the passengers. It also makes it possible to cool one or more components of an electric drive train of the vehicle, such as for example a battery comprising a set of electric energy storage cells.
• the refrigerant fluid used by the refrigerant fluid circuit 1 is here a chemical fluid such as R1234yf. Other coolants could be used, such as R134a.
• the refrigerant fluid circuit 100 comprises:
• a main loop A comprising successively according to the direction of flow of the refrigerant:
• a first heat exchanger 5 configured to exchange heat with an internal air flow Fi to a vehicle interior
• a second heat exchanger 7 configured to exchange heat with a flow of air Fe outside the vehicle interior
• a first bypass branch B connecting a first connection point 11 arranged on the main loop A and included between the first heat exchanger. heat 5 and the second expansion device 7 at a second connection point 12 arranged on the main loop A between the second heat exchanger 7 and the compression device 2,
• a second branch C connecting a third connection point 13 disposed on the main loop A and between the compression device 2 and the first expansion device 4 to a fourth connection point 14 disposed on the first branch B and between the first connection point 11 and the second connection point 12, the second bypass branch C comprising a third expansion device 8 and a third heat exchanger 9,
• a coolant circuit 20 configured to circulate a coolant
• the bifluid heat exchanger 3 being arranged jointly on the coolant circuit 1 and on the coolant circuit 20 so as to allow heat exchange between the fluid refrigerant and the heat transfer fluid
• the refrigerant circuit 1 comprising a first internal heat exchanger 21 configured to allow heat exchange between the high pressure refrigerant fluid circulating in the main loop A downstream of the bifluid heat exchanger 3 and the low pressure refrigerant fluid circulating in the main loop A downstream of the second connection point 12
• the refrigerant fluid circuit 1 is characterized in that it also comprises a third branch branch branch D-1, D-2, D-3 allowing the refrigerant circulating in the main loop A upstream of the first heat exchanger 5 to join the second exchanger heat exchanger 7 without passing through the first heat exchanger 5.
• the third branch branch D connects a fifth connection point 15-1, 15-2,15-3 arranged on the main loop A and between l 'bifluid heat exchanger 3 and the first heat exchanger 5 to a sixth connection point 16-1, 16-2, 16-3 arranged on the main loop A between the first connection point 11 and the second heat exchanger 7 .
• the refrigerant fluid circuit 1 comprises a second internal heat exchanger 22 configured to allow heat exchange between the fluid high pressure refrigerant circulating in the main loop A downstream of the first internal exchanger 21 and upstream of the third connection point 13, and the low pressure refrigerant circulating in the first bypass branch B between the fourth connection point 14 and the second connection point 12.
• internal air flow Fi is meant a flow of air to the passenger compartment of the motor vehicle. This indoor air flow can circulate in a heating, ventilation and air conditioning installation, often referred to as the English term
• HVAC Heating, Ventilating and Air Conditioning
• flow of outside air Fe means a flow of air which is not intended for the passenger compartment. In other words, this air flow stays outside the vehicle.
• the second heat exchanger 7 can be placed on the front of the vehicle, and receives the air flow generated by the advancement of the vehicle.
• a motor-fan unit can be activated in order to increase, if necessary, the flow rate of the external air flow Fe.
• another motor-fan unit not shown in the figures, is placed in the installation. heating in order to increase if necessary the flow rate of the interior air flow Fi.
• An electronic control unit receives information from various sensors measuring in particular the characteristics of the refrigerant fluid at various points in the circuit.
• the electronic unit also receives the instructions requested by the occupants of the vehicle, such as the desired temperature inside the passenger compartment.
• the electronic unit implements control laws allowing the control of the various actuators, in order to control the thermal conditioning system 1.
• Each of the first, second, and third expansion devices may be an electronic expansion valve, a thermostatic expansion valve, or a calibrated orifice.
• the passage section allowing the refrigerant to pass can be adjusted continuously between a closed position and a maximum open position.
• the system control unit drives an electric motor which moves the movable shutter which manages the passage section of the expansion device.
• the compression device can be an electric compressor, that is to say a compressor whose moving parts are driven by an electric motor.
• the compression device comprises a suction side of the low-pressure refrigerant fluid, also called the inlet of the compression device, and a delivery side of the high-pressure refrigerant fluid, also called the outlet of the compression device.
• the internal moving parts of the compressor change refrigerant from low pressure on the inlet side to high pressure on the outlet side. After expansion in one or more expansion members of circuit 1, the refrigerant returns to the inlet of compressor 2 and begins a new thermodynamic cycle.
• Each internal heat exchanger 21, 22 has a high pressure refrigerant fluid inlet, a high pressure coolant outlet, a low pressure coolant inlet, a low pressure coolant outlet. Within each internal heat exchanger 21, 22, the high pressure and high temperature refrigerant fluid transfers heat to the low pressure refrigerant fluid.
• the first heat exchanger 5 is also called a passenger compartment evaporator, and the second heat exchanger is also called an evapo-condenser.
• the first expansion device 4 is arranged upstream of the first heat exchanger 5.
• the second expansion device 6 is arranged upstream of the second heat exchanger 7.
• the fifth connection point 15-1 is arranged on the main loop A between the first internal exchanger 21 and the second internal exchanger 22, and the sixth connection point 16-1 is arranged on the main loop A between the first connection point 11 and the second expansion device 6.
• the fifth connection point 15-2 is arranged on the main loop A between the first expansion device 4 and the first heat exchanger 5
• the sixth connection point 16-2 is arranged on the main loop A between the second expansion device 6 and the second heat exchanger 7.
• the fifth connection point 15-3 is arranged on the main loop A between the first expansion device 4 and the first heat exchanger 5
• the sixth connection point 16-3 is arranged on the main loop A between the first connection point 11 and the second expansion device 6.
• the thermal conditioning system includes a first shut-off valve 36-1, 36-2, 36-3 on the third branch branch D-1, D-2, D-3 disposed between the fifth connection point 15-1, 15-2, 15-3 and the sixth connection point 16-1, 16-2, 16-3.
• This shut-off valve makes it possible to prevent the passage of refrigerant fluid in the third bypass branch when the valve is closed.
• the passage of the refrigerant fluid in the third bypass branch is possible when the valve is open.
• connection point allows the refrigerant fluid to pass through one or the other of the portions of the circuit joining at this connection point.
• the distribution of the refrigerant between the two portions of the circuit which meet at a connection point is effected by adjusting the opening or closing of the stop valves or expansion devices included on each of the two branches.
• each connection point is a means of redirecting the fluid arriving at this connection point.
• the first connection point 11 is arranged on the first bypass branch B upstream of the connection point 12, according to the direction of travel of the refrigerant fluid in normal operation of the system.
• the third connection point 13 is arranged on the second branch branch C upstream of the fourth connection point 14.
• the fifth connection point 15-1, 15-2, 15-3 is disposed on the third branch branch D-1, D-2, D -3 upstream of the sixth connection point 16-1, 16-2, 16-3.
• the seventh connection point 17 is arranged on the fourth branch branch E upstream of the sixth connection point 18-1, 18-2.
• the refrigerant fluid coming from the compression device 2 on the main loop A can be redirected to the second bypass branch C or to the first expansion device 4 on the main loop A
• the refrigerant fluid coming from the second heat exchanger 7 on the main loop A and the refrigerant fluid coming from the first bypass branch B can collect and be redirected to the inlet of the control device. compression 2.
• shut-off valves and the non-return valve thus make it possible to selectively direct the refrigerant fluid in the different branches of the refrigerant circuit, in order to ensure different operating modes, as will be described later.
• the thermal conditioning system comprises a non-return valve 37 between the first connection point 11 and the sixth connection point 16-1.
• the non-return valve prevents refrigerant from the third branch branch from flowing through the main branch towards the first connection point.
• the non-return valve 37 can be, as in the example shown, a non-return valve of the passive type, that is to say not being electrically controlled.
• the non-return valve 37 can also be a shut-off valve electrically controlled by the system control unit.
• the thermal conditioning system comprises a non-return valve 37 between the first connection point 11 and the sixth connection point 16-3.
• the non-return valve prevents the refrigerant from the third branch branch from passing through the main branch towards the first connection point.
• the non-return valve 37 can be, as in the example shown, a non-return valve of the passive type, that is to say not being electrically controlled.
• the non-return valve 37 can also be a shut-off valve electrically controlled by the system control unit.
• the thermal conditioning system comprises a second shut-off valve 38 on the main loop A arranged between the fifth connection point 15-3 and the first heat exchanger. heat 5.
• This shut-off valve prevents the passage of refrigerant fluid into the first heat exchanger when the valve is closed. It allows passage when the valve is open.
• the third heat exchanger 9 is configured to exchange heat with an electric energy storage battery 25 of the vehicle.
• the third heat exchanger 9 thus makes it possible to cool and regulate the temperature of the battery.
• the thermal coupling between the third heat exchanger 9 and the battery 25 can be ensured directly, the refrigerant fluid exchanging heat directly with the battery, or also indirectly, by means of a heat transfer fluid circuit, not shown in the figures.
• the refrigerant fluid cools a heat transfer fluid, which in turn exchanges heat with the battery 25 and allows it to be cooled.
• the third exchanger 9 is in thermal coupling with the heat transfer fluid circuit 20.
• the thermal conditioning system 100 also includes a third shut-off valve 40 arranged on the first branch branch B between the first connection point 11 and the fourth connection point 14. This shut-off valve 40 allows for prohibit the passage into the first bypass branch B of the refrigerant fluid coming from the main loop A. As before, when the valve 40 is open, the passage of refrigerant fluid through the valve is possible.
• the refrigerant circuit 1 comprises a fourth branch E branch connecting a seventh connection point 17 disposed on the main loop A and between the first device expansion 4 and the first heat exchanger 5 at an eighth connection point 18-1, 18-2 arranged on the first bypass branch B between the fourth connection point 14 and the second connection point 12, the fourth bypass branch E comprising a fourth heat exchanger 23.
• connection point 18-1 is arranged on the first branch branch B between the second internal heat exchanger 22 and the second connection point 12.
• the refrigerant circulating in the fourth branch E branch does not pass through the second heat exchanger 22 before joining the main loop A.
• connection point 18-2 is arranged on the first branch branch B between the fourth connection point 14 and the second internal heat exchanger 22.
• the refrigerant fluid circulating in the fourth bypass branch E passes through the second heat exchanger 22 before joining the main loop A of refrigerant fluid.
• the fourth bypass branch E comprises a fourth shut-off valve 41 arranged between the seventh connection point 17 and the fourth heat exchanger 23. This shut-off valve makes it possible to selectively authorize and prohibit the passage of refrigerant fluid in the fourth branch branch E.
• the fourth heat exchanger 23 is configured to exchange heat with an element 24 of an electric traction chain of the vehicle.
• Element 24 of an electric vehicle traction chain may be an electric traction motor.
• the element 24 of an electric traction chain of the vehicle can also be an electronic module for controlling an electric traction motor.
• the fourth heat exchanger 23 is a bifluid exchanger configured to exchange heat with a coolant. According to one embodiment, not shown in the figures, the fourth heat exchanger 23 is in thermal coupling with the heat transfer fluid circuit 20.
• the heat exchange between the coolant and the element 24 of the electric power train is thus ensured by the intermediary of the coolant.
• the heat transfer fluid circulates around the element or elements of the traction chain which dissipate heat, for example the stator of the electric motor, or the power components of the control electronics of the electric motor.
• the coolant circuit 20 includes a fifth heat exchanger 30 configured to exchange heat with an internal air flow Fi to a vehicle cabin.
• the fifth heat exchanger 30, also called a heating radiator, is placed in the heating installation downstream of the first heat exchanger 5.
• the fifth heat exchanger 30 can thus heat the passenger compartment, by dissipating heat in the air flow Fi intended to supply the interior of the passenger compartment.
• the heat transfer fluid circuit 20 comprises a sixth heat exchanger 35 configured to exchange heat with a flow of air Fe outside the passenger compartment of the vehicle.
• the sixth heat exchanger 35 is here arranged at the front of the vehicle, upstream of the second exchanger 7 in the direction of the external air flow Fe.
• the sixth heat exchanger makes it possible to cool the heat transfer fluid in certain operating modes of the system. thermal conditioning system.
• the heat transfer fluid circuit 20 comprising in particular the fifth heat exchanger 30 and the sixth heat exchanger 35 have been shown only in FIG. 1.
• the heat transfer fluid circuit is identical in the different modes. of achievement.
• the heat transfer fluid circuit 20 also comprises several pumps making it possible to circulate the heat transfer fluid in the various branches of the heat transfer circuit.
• the heat transfer fluid circuit also includes several shut-off valves allowing the heat transfer fluid to be selectively sent to the different branches. Pumps and valves have not been shown in the figures, in order to simplify the figures.
• the same heat transfer fluid circuit 20 makes it possible to thermally couple the fifth heat exchanger 30 contributing to heating the air flow Fi inside the passenger compartment, the sixth heat exchanger 35, the third heat exchanger 9 ensuring the cooling of the battery, the fourth heat exchanger 23 ensuring the recovery of thermal energy dissipated by the electric traction chain.
• the refrigerant fluid circuit 1 comprises a refrigerant fluid accumulation device 29 arranged on the main loop A at the outlet of the bifluid exchanger 3.
• the accumulation device 29 is a dehydrating bottle .
• This accumulation device allows the amount of fluid circulating in the refrigerant circuit to be adjusted to the conditions of use and to the operating modes employed.
• FIGS. 8 to 10 illustrate the operation of the thermal conditioning system 100 according to a first operating mode, called “heating” mode.
• Figure 8 illustrates the operation of the first embodiment, that shown schematically in Figure 1.
• Figure 9 illustrates the operation of the second embodiment, shown schematically in Figure 2.
• Figure 10 illustrates the operation of the third embodiment, schematized in figure 3.
• the refrigerant fluid circulates in the compression device 2 where it passes at high pressure, and circulates successively in the bifluid heat exchanger 3 where it transfers heat to the coolant, in the first internal heat exchanger 21, in the third branch branch D, in the second expansion device 6 where it passes at low pressure, in the second heat exchanger 7 where it absorbs heat from the external air flow Fe, in the first internal heat exchanger 21, then the low-pressure refrigerant fluid returns to the compression device 2.
• the refrigerant circulates in the third branch branch D-1 and not the portion of the main loop A located downstream of point 15-1, because the expansion devices 4 and 6 are both in a closed position which prevents the passage of refrigerant.
• the first stop valve 36-1 is in the open position.
• the non-return valve 37 prevents the refrigerant from flowing towards the first connection point 11.
• the flow of refrigerant fluid circulating in the refrigerant loop is controlled by the passage section of the second expansion device 6 as well as by the speed of rotation of the compression device 2.
• the refrigerant fluid is expanded to a pressure making it possible to have an evaporation temperature lower than the ambient temperature.
• the heat of vaporization of the refrigerant fluid is thus supplied by the flow of outside air Fe.
• the heat supplied to the air in the passenger compartment Fi being taken from the flow of outside air Fe, this mode is also called pump mode. heat.
• the heat transfer fluid circulates in the bifluid exchanger 3 where it receives heat from the refrigerant at high pressure. All or part of the heat transfer fluid then circulates in the fifth heat exchanger 30 where it transfers heat to the internal air flow Fi. Heating of the interior air flow Fi is provided by heat exchange between the fifth heat exchanger 30 and the air flow Fi intended for the passenger compartment. The coolant transfers heat to the coolant, which in turn transfers heat to the air in the passenger compartment. This operation is identical for the three illustrated embodiments.
• the refrigerant fluid circulates in the compression device 2 where it passes at high pressure, and circulates successively in the bifluid heat exchanger 3 where it transfers heat to the coolant, in the first internal heat exchanger 21, in the second internal heat exchanger 22, in the first expansion device 4 where it passes at low pressure, in the third bypass branch D, in the second heat exchanger 7 where it absorbs heat from the external air flow Fe, in the first internal heat exchanger 21, then the low-pressure refrigerant returns to the compression device 2.
• the refrigerant circulates in the third branch branch D-2 and not the portion of the main loop A located downstream of point 15-2, because the second expansion device 6 and the third stop valve 40 are both in a closed position which prohibits the passage of refrigerant. Stop valve 36-2 is in the open position.
• the refrigerant fluid joins the main loop A and circulates to the second heat exchanger 7.
• the first bypass branch B is not traversed by the refrigerant fluid.
• the second heat exchanger 22 is thus inactive, since the low pressure side of this internal exchanger does not receive a flow of refrigerant fluid.
• the refrigerant fluid circulates in the compression device 2 where it passes at high pressure, and circulates successively in the bifluid heat exchanger 3 where it transfers heat to the coolant, in the first internal heat exchanger 21, in the second internal heat exchanger 22, in the first expansion device 4 where it passes to an intermediate pressure between low pressure and high pressure, in the third branch branch D, in the second expansion device 6 where it passes at low pressure, in the second heat exchanger 7 where it absorbs heat from the air flow outside Fe, then the refrigerant at low pressure returns to the compression device 2.
• Intermediate expansion of the refrigerant before passing through the first heat exchanger 5 is obtained by partially closing the first expansion member 4.
• This intermediate expansion allows the refrigerant fluid to release heat in the first exchanger 5 and thus help to heat the internal air flow Fi.
• the second expansion carried out at the second expansion device 6 allows the refrigerant to reach a low pressure.
• the refrigerant thus evaporates in the second heat exchanger 7, as described above. It is also possible to fully open the first trigger 4.
• the intermediate pressure is in fact equal to the high pressure, to the pressure drops near the portion of the main loop between the compressor 2 and the expansion device 4.
• the refrigerant does not exchange. heat with the indoor air flow Fi and does not help to warm it. All the heating of the internal air flow Fi is provided by the fifth exchanger 30.
• the refrigerant circulates in the third branch branch D-3 and not the portion of the main loop A located downstream from point 15-3, because the second shut-off valve 38 is in a closed position which prevents the passage of refrigerant fluid. Stop valve 36-3 is in the open position.
• the refrigerant fluid joins the main loop A and circulates to the second heat exchanger 7.
• the third stop valve 40 is in the closed position.
• the first branch branch B is not traversed by the refrigerant fluid.
• the second heat exchanger 22 is thus inactive, since the low pressure side of this internal exchanger does not receive a flow of refrigerant fluid.
• the portion of the main loop between the fifth connection point 15-3 and the sixth connection point 16-3 is not traversed by refrigerant either.
• this operating mode corresponds to conditions where it is necessary to heat the passenger compartment and where the battery does not need to be cooled.
• FIGS. 11 and 12 illustrate the operation of the thermal conditioning system 100 according to a second operating mode, called “dehumidification” mode.
• Figure 11 illustrates the operation of the first embodiment, that shown schematically in Figure 1.
• Figure 12 illustrates the operation of the second embodiment, schematically in Figure 2.
• the refrigerant fluid circulates in the compression device 2 where it passes at high pressure, and circulates successively in the bifluid heat exchanger 3 where it transfers heat to the coolant, in the first internal heat exchanger 21, is divided between a first flow circulating in the third branch branch D-1 and a second flow circulating in the main loop A, the first flow circulating successively in the second expansion device 6 where it passes at low pressure and in the second heat exchanger 7 where it absorbs heat from the external air flow Fe, the second flow circulates successively in the second internal heat exchanger 22, in the first expansion device 4 where it passes at low pressure, in the first heat exchanger 5 where it absorbs heat from the internal air flow Fi, and in the first bypass branch B where it passes through the second internal heat exchanger 22, the first flow refrigerant fluid at low pressure and the second flow of refrigerant at low pressure meet at the second connection point 12, the refrigerant at low pressure then circulates in
• the low-pressure refrigerant fluid circulates in parallel in the first heat exchanger 5 and in the second heat exchanger 7.
• the air intended for the passenger compartment is thus cooled by passing through the first exchanger. 5, then heated by passing through the fifth heat exchanger 30.
• the air is thus dehumidified.
• the heat of vaporization of the refrigerant is supplied by the external air flow Fe.
• the refrigerant flow is divided into two. Part of the refrigerant fluid circulates in the third branch branch D-1 and the part complementary to the total flow circulates in the portion of the main loop A located downstream from point 15-1. Indeed, the first expansion device 4 is in the open position. As in the heating mode, the first stop valve 36-1 is open and the non-return valve 37 prevents the high pressure refrigerant fluid from flowing towards the first connection point 11. At the first connection point 11, the low-pressure refrigerant from the first heat exchanger 5 takes the first bypass branch B, passes through the first internal heat exchanger 21 and joins the main loop A at the second connection point 12.
• the flow of refrigerant fluid from the second heat exchanger 7 and the flow of refrigerant fluid from the first heat exchanger 5 meet and the total flow passes through the first internal exchanger 21 and joins the inlet of the compressor 2.
• the first internal exchanger 21 enables heat exchange between the low-pressure refrigerant and the high-pressure refrigerant fluid passing through each of its branches.
• the refrigerant circulates in the compression device 2 where it passes at high pressure, and circulates successively in the bifluid heat exchanger 3 where it gives up heat to the coolant, in the first internal heat exchanger 21, in the second internal heat exchanger 22, in the first expansion device 4 where it passes at low pressure, is divided between a first flow circulating in the third bypass branch D-2 and a second flow circulating in the main loop A, the first flow circulating successively in the second heat exchanger 7 where it absorbs heat from the external air flow Fe, the second flow circulates successively in the first heat exchanger
• the refrigerant flow is divided into two. Part of the refrigerant fluid circulates in the third branch branch D-2 and the part complementary to the total flow circulates in the portion of the main loop A located downstream from point 15-2. Indeed, the first expansion device 4 as well as the first stop valve 36-2 are both in the open position. The third expansion device 6 is in the closed position.
• the low-pressure refrigerant fluid coming from the first heat exchanger 5 takes the first bypass branch B, passes through the second internal heat exchanger 22 and joins the main loop A at the level of the second connection point 12.
• the flow of refrigerant fluid coming from the second heat exchanger 7 and the flow of fluid refrigerant coming from the first heat exchanger 5 and passing through the first bypass branch B join together, and the total flow passes through the first internal exchanger 21 and joins the inlet of the compressor 2.
• the second internal exchanger 22 and the first internal exchanger 21 allow each a heat exchange between the low-pressure refrigerant fluid and the high-pressure refrigerant fluid passing through each of their branches.
• Figures 13 and 14 illustrate the operation of the thermal conditioning system 100 according to a third mode of operation, called "energy recovery" mode.
• Figure 13 illustrates the operation of the first variant of the third embodiment, that shown schematically in Figure 6.
• Figure 14 illustrates the operation of the second variant of the third embodiment, schematically in Figure 7.
• the refrigerant fluid circulates in the compression device 2 where it passes at high pressure , and circulates successively in the bifluid heat exchanger 3 where it transfers heat to the coolant, in the first internal heat exchanger 21, the second internal heat exchanger 22, the first expansion device 4 where it goes low pressure, in the fourth bypass branch E, the fourth heat exchanger 23 where the low-pressure refrigerant fluid absorbs heat, the first heat exchanger 21 and returns to the compression device 2.
• the low-pressure refrigerant fluid circulates in the fourth heat exchanger 23.
• the refrigerant thus recovers part of the heat dissipated by the vehicle's electric drive system.
• the recovered heat can thus be transferred to the air in the passenger compartment.
• This mode of operation is particularly advantageous when the second heat exchanger is liable to be covered with ice when it is used to vaporize the refrigerant fluid at low pressure.
• the low-pressure refrigerant flowing through the fourth heat exchanger does not pass through the second internal heat exchanger.
• the high pressure refrigerant fluid leaving the compression device 2 circulates in the main loop A to the first expansion device 4, after having passed through the bifluid exchanger 3 and the two internal exchangers 21 and 22.
• the fluid refrigerant is expanded by passing through the first expansion device 4 which is partially open.
• the refrigerant fluid circulates in the fourth bypass branch E.
• the refrigerant does not pass through the portion of the main loop A located downstream of point 17, because the second stop valve 38 is in a closed position and prohibits the passage of refrigerant.
• the refrigerant also does not pass through the third bypass branch D-3 because the stop valve 36-3 is in the closed position.
• the third stop valve 40 is also closed.
• the third stop valve 40 is in the open position.
• the low-pressure refrigerant fluid passes through the fourth heat exchanger 23 and evaporates, absorbing heat taken from the vehicle's electric drive train.
• the refrigerant fluid joins the main loop A and circulates to the compression device 2.
• the first bypass branch B is not traversed by the refrigerant fluid.
• the second heat exchanger 22 is thus inactive, since the low pressure side of this internal exchanger does not receive a flow of refrigerant fluid.
• connection point 17 is distinct from the fifth connection point 15-2. However, these two connection points could also be confused.
• the eighth connection point 18-2 is located upstream of the low pressure branch of the second internal exchanger 22.
• the low-pressure refrigerant flowing through the fourth heat exchanger 23 successively passes through the second internal heat exchanger 22 then the first internal heat exchanger 21.
• the opening and closing of the different shut-off valves is the same as for the first variant, described in figure 13.
• FIG. 15 illustrates the operation of the thermal conditioning system 100 according to a fourth operating mode, referred to as the "so-called energy recovery and dehumidification" mode.
• FIG. 15 illustrates the operation of the first variant of the third embodiment, that shown diagrammatically in FIG. 6.
• the refrigerant fluid circulates in the compression device 2 where it passes at high pressure , and circulates successively in the bifluid heat exchanger 3 where it transfers heat to the coolant, in the first internal heat exchanger 21, the second internal heat exchanger 22, the first expansion device 4 where it goes low pressure, is divided between a first flow circulating in the fourth branch E branch and a second flow circulating in the main loop A, the first flow passes through the fourth heat exchanger 23 where the refrigerant at low pressure absorbs heat, the second flow passes through the first heat exchanger 5 where it absorbs heat from the internal air flow Fi, then joins the first bypass branch B, the first flow of low-pressure refrigerant fluid and the second flow of low-pressure refrigerant meet at the eighth connection point 18-1, 18-2, the low-pressure refrigerant then circulates in the first heat exchanger 21 and returns to the compression device 2.
• the low-pressure refrigerant fluid passes in parallel in the first heat exchanger and in the fourth heat exchanger.
• the air intended for the passenger compartment is cooled by the first heat exchanger and heated by the fourth heat exchanger, which corresponds to dehumidification.
• thermal energy is recovered on the traction chain.
• the circulation of the refrigerant fluid differs from the circulation of the third operating mode in that the refrigerant also passes through the main loop portion at the level of the seventh connection point 17, because the second valve stop 38 is in an open position and allows the passage of coolant.
• Part of the low-pressure refrigerant fluid travels through the fourth bypass branch E as previously described, and the rest of the low-pressure refrigerant fluid passes through the first heat exchanger 5 where it evaporates and cools the internal air flow. Fi.
• the indoor air flow Fi is also heated at the fifth heat exchanger 30.
• the indoor air flow Fi is thus dehumidified.
• the thermal losses of the electric traction chain are recovered, in the same way as in the third mode of operation.
• the thermal management circuit according to the invention can also include one or more of the characteristics below, considered individually or combined with one another:
• the second branch branch C can connect a third connection point 13 arranged on the main loop A and between the compression device 2 and the first expansion device 4 to a fourth connection point 14 arranged on the main loop A and between the first heat exchanger 5 and the first connection point 11, the second bypass branch C comprising a third expansion device 8 and a third heat exchanger 9.
• the second bypass branch C is connected at each of its ends to the main loop A.
• the integration of the refrigerant fluid pipes can be facilitated.
• the heat transfer fluid circuit may include an electric heating device. This heating device makes it possible to supplement, or replace, the heating provided by the bifluid exchanger 3.

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• 2021
  • 2021-04-08 WO PCT/EP2021/059121 patent/WO2021204914A1/fr not_active Ceased
  • 2021-04-08 EP EP21727366.3A patent/EP4133220A1/de active Pending
  • 2021-04-08 CN CN202180033840.6A patent/CN115516257B/zh active Active

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