Classifications

• • 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
• • 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
  • B60H1/3204—Cooling devices using compression
  • B60H1/323—Cooling devices using compression characterised by comprising auxiliary or multiple systems, e.g. plurality of evaporators, or by involving auxiliary cooling devices
• • 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
  • F25B49/022—Compressor control arrangements
• • 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
• • 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
  • F25B6/00—Compression machines, plants or systems, with several condenser circuits
  • F25B6/02—Compression machines, plants or systems, with several condenser circuits 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
  • B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes condenser
• • 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

Definitions

• the present invention relates to the field of thermal conditioning systems.
• Such systems can, for example, be fitted to motor vehicles. These systems ensure thermal regulation of various parts of the vehicle, such as the passenger compartment or an electrical energy storage battery, when the vehicle is electrically powered.
• Heat exchanges are managed mainly by the compression and expansion of a refrigerant fluid circulating in a circuit in which several heat exchangers are arranged.
• a compressor discharges the refrigerant fluid in a high pressure state and allows circulation of the refrigerant fluid in the circuit.
• thermodynamic properties of this gas mean that the compressor discharge pressure is generally in the range 80 to 130 bar, so that the system provides sufficient thermal power.
• the discharge temperature of the refrigerant fluid for this pressure range can in certain cases of use be problematic for the compressor, or for certain organs in which the refrigerant fluid at high pressure and high temperature circulates.
• the present invention proposes a thermal conditioning system for a motor vehicle, comprising a refrigerant fluid circuit configured to circulate a refrigerant fluid, the refrigerant fluid circuit comprising:
• a main loop comprising successively according to the direction of circulation of the refrigerant fluid:
• a second heat exchanger configured to exchange heat with an air flow outside the vehicle passenger compartment
• the main loop comprising an internal exchanger configured to allow heat exchange between the refrigerant fluid downstream of the first exchanger and upstream of the first expander and the refrigerant fluid downstream of the cooling device accumulation and upstream of a compressor inlet,
• a first branch branch connecting a first connection point located on the main loop downstream of the first exchanger and upstream of the first regulator to a second connection point located on the main loop downstream of the second heat exchanger and upstream of the device accumulation, the first branch branch comprising a second expander and a third heat exchanger,
• a second branch branch connecting a third connection point located on the main loop downstream of the first exchanger and upstream of the first connection point to a fourth connection point located on the main loop downstream of the second exchanger and upstream of the second connection point, the second branch branch comprising a third expander and a fourth heat exchanger,
• a third branch connecting a fifth connection point located on the main loop downstream of the compressor and upstream of the first exchanger to a sixth connection point located on the main loop downstream of the first exchanger and upstream of the fourth connection point connection,
• a fourth branch branch connecting a seventh connection point located on the main loop downstream of the first exchanger and upstream of the third connection point to an eighth connection point located on the main loop downstream of the second exchanger and upstream of the fourth connection point.
• the first heat exchanger is configured to exchange heat with an air flow inside the passenger compartment of the vehicle.
• the first heat exchanger is configured to exchange heat with a heat transfer liquid circulating in a closed heat transfer liquid circuit, the heat transfer liquid circuit comprising a heat exchanger configured to exchange heat with a flow of air inside the passenger compartment of the vehicle.
• the third heat exchanger is thermally coupled with an element of an electric traction chain of a motor vehicle.
• the fourth heat exchanger is configured to exchange heat with the air flow inside the passenger compartment of the vehicle.
• the element of the electric traction chain of the vehicle may include an electrical energy storage battery.
• the element of the vehicle's electric traction chain may also include an electric vehicle traction motor.
• the element of the electric traction chain of the vehicle may also include an electronic unit for controlling the electric traction motor of the vehicle.
• the fourth heat exchanger is thermally coupled with an element of an electric powertrain of a motor vehicle.
• the third heat exchanger is configured to exchange heat with the air flow inside the vehicle cabin.
• the second expander is placed upstream of the third heat exchanger.
• the third expander is placed upstream of the fourth heat exchanger.
• the sixth connection point is arranged between the second exchanger and the fourth connection point.
• the sixth connection point is arranged downstream of the first exchanger and upstream of the seventh connection point.
• the main loop comprises a fourth regulator disposed downstream of the first exchanger and upstream of the seventh connection point.
• the main loop includes a first shut-off valve disposed between the eighth connection point and the fourth connection point.
• the main loop comprises a first one-way valve disposed between the fourth connection point and the second connection point, the first one-way valve being configured to allow circulation of refrigerant fluid from the fourth connection point to the second connection point and configured to prohibit circulation of refrigerant from the second connection point to the fourth connection point.
• the first one-way valve is for example a first non-return valve.
• the main loop comprises a second one-way valve disposed between the seventh connection point and the third connection point, the second one-way valve being configured to allow circulation of refrigerant fluid from the seventh connection point to the third connection point and configured to prohibit circulation of refrigerant from the third connection point to the seventh connection point.
• FIG. 9 is a schematic view of the thermal conditioning system of Figure 3, operating in a fourth mode of operation, called passenger compartment heating and battery heating mode,
• a first element upstream of a second element means that the first element is placed before the second element with respect to the direction of circulation, or travel, 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 circulation, or travel, of the fluid considered.
• the term "a first element is upstream of a second element” means that the refrigerant fluid successively travels through the first element, then the second element, without passing through the compression device. In other words, the refrigerant fluid leaves the compression device, possibly passes through one or more elements, then passes through the first element, then the second element, then returns to the compression device, possibly after passing through other elements.
• the thermal conditioning system 100 which will be described comprises an electronic control unit 44 receiving information from different sensors measuring in particular the characteristics of the refrigerant fluid at various points of the circuit.
• the electronic control unit 44 also receives instructions issued by the occupants of the vehicle, such as for example the desired temperature inside the passenger compartment.
• the electronic control unit 44 can also receive instructions from other electronic subsystems, such as for example the electrical energy storage battery management system.
• the electronic control unit 44 implements control laws allowing the control of the different actuators, in order to ensure the control of the thermal conditioning system 100 so as to ensure the instructions received.
• the refrigerant fluid circuit 10 forms a closed circuit in which the refrigerant fluid can circulate.
• the refrigerant fluid circuit 10 is sealed when it is in a nominal operating state, that is to say without defects or leaks.
• Each connection point of circuit 10 allows the refrigerant fluid to pass into one or other of the circuit portions joining at this connection point.
• the distribution of the refrigerant fluid between the circuit portions joining at a connection point is done by adjusting the opening or closing of the stop valves, non-return valves or expansion devices included on each of these portions.
• each connection point is a means of redirecting the refrigerant arriving at this connection point.
• Various shut-off valves and non-return valves thus make it possible to selectively direct the refrigerant fluid into the different branches of the refrigerant circuit, in order to ensure different operating modes, as will be described later.
• the refrigerant fluid used by the refrigerant circuit 10 is here a natural fluid such as R744.
• a chemical refrigerant such as R1234yf, or 134a can also be used.
• interior air flow Fi means a flow of air intended for the passenger compartment of the motor vehicle.
• This interior air flow Fi can circulate in a heating, ventilation and/or air conditioning installation, frequently referred to by the English term “HVAC”, for “Heating, Ventilating and Air Conditioning”. This installation has not been shown in the various figures.
• a first motor-fan group is arranged in the heating, ventilation and/or air conditioning installation in order to increase, if necessary, the flow rate of the interior air flow Fi.
• external air flow Fe we mean an air flow which is not intended for the passenger compartment of the vehicle. In other words, this air flow Fe remains outside the vehicle cabin.
• a second motor-fan group also not shown, can be activated in order to increase if necessary the flow rate of the exterior air flow Fe.
• the air flow provided by the first as well as by the second motor-fan group can be adjusted in real time according to heat exchange needs, for example by the electronic unit 44 for controlling the thermal conditioning system 100.
• first exchanger is equivalent to the term “first heat exchanger”.
• internal exchanger is equivalent to the term “internal heat exchanger”.
• accumulation device is equivalent to the term “refrigerant accumulation device”.
• the heat transfer liquid circuit(s) also form one or more closed and sealed circuits in which a heat transfer liquid can circulate.
• a main loop A comprising successively according to the direction of circulation of the refrigerant fluid:
• the main loop A comprising an internal exchanger 6 configured to allow heat exchange between the refrigerant fluid downstream of the first exchanger 1 and upstream of the first regulator 31 and the refrigerant fluid in downstream of the accumulation device 8 and upstream of an inlet 7a of the compressor 7,
• a second branch C connecting a third connection point 13 located on the main loop A downstream of the first exchanger 1 and upstream of the first connection point 11 to a fourth connection point 14 located on the main loop A in downstream of the second exchanger 2 and upstream of the second connection point 12, the second branch B comprising a third regulator 33 and a fourth heat exchanger 4,
• the first heat exchanger 1 is configured to exchange heat with an interior air flow Fi in the passenger compartment of the vehicle.
• the first exchanger 1 is placed in the heating, ventilation and/or air conditioning installation of the vehicle. Heating of the passenger compartment is provided directly, the air flow Fi to the passenger compartment being heated by its passage through the first exchanger 1.
• the first heat exchanger 1 is configured to exchange heat with a heat transfer liquid circulating in a closed circuit 30 of heat transfer liquid, the circuit 30 of heat transfer liquid comprising a heat exchanger 1 B configured to exchange heat with an interior air flow Fi to the passenger compartment of the vehicle.
• the heating of the passenger compartment is provided indirectly, since the refrigerant fluid heats a heat transfer liquid which in turn heats the air flow Fi supplying the passenger compartment.
• Exchanger 1 B is located in the heating, ventilation and/or air conditioning installation of the vehicle.
• the third heat exchanger 3 is thermally coupled with an element 25 of an electric traction chain of a motor vehicle.
• Element 25 of the vehicle's electric traction chain may also include an electric vehicle traction motor.
• Element 25 of the electric traction chain of the vehicle may also include an electronic unit for controlling the electric traction motor of the vehicle.
• the fourth heat exchanger 4 is arranged in the heating, ventilation and/or air conditioning installation of the vehicle.
• the fourth interchange 4 is arranged upstream of the first exchanger 1, or where appropriate of the exchanger 1 B, according to the direction of flow of the interior air flow Fi.
• the fourth heat exchanger 4 is thermally coupled with an element 25 of an electric traction chain of a motor vehicle.
• the third heat exchanger 3 is configured to exchange heat with the interior air flow Fi in the passenger compartment of the vehicle.
• the roles of the third exchanger 3 and the fourth exchanger 4 can be exchanged.
• the second expander 32 is disposed upstream of the third heat exchanger 3.
• the third expander 33 is disposed upstream of the fourth heat exchanger 4.
• the second expander 32 thus makes it possible to supply the third exchanger 3 with refrigerant fluid at low pressure.
• the third expander 33 makes it possible to supply the fourth exchanger 4 with refrigerant fluid at low pressure.
• the internal heat exchanger 6 comprises a first heat exchange section 6a arranged on the main loop A downstream of the first expander 31 and upstream of the second expander 32, as well as a second heat exchange section 6b arranged on the main loop A downstream of the accumulator 8 and upstream of the inlet 7a of the compressor 7.
• the internal heat exchanger 6 is configured to allow an exchange of heat between the refrigerant fluid in the first section of heat exchange 6a and the refrigerant fluid in the second heat exchange section 6b.
• the refrigerant fluid circulating at high pressure in the main loop A can thus transfer heat to the refrigerant fluid circulating at a lower pressure in the main loop A.
• the third heat exchanger 3 is thermally coupled with the element 25 of the electric traction chain via a heat transfer liquid circulating in a secondary loop 40 of heat transfer liquid.
• the heat transfer liquid circulating in the secondary loop 40 may be a dielectric fluid.
• the heat transfer liquid circulating in the loop secondary 40 of heat transfer liquid can, as a variant, be a mixture of water and glycol.
• the sixth connection point 16 is arranged between the second exchanger 2 and the fourth connection point 14.
• the sixth connection point 16' is arranged downstream of the first exchanger 1 and upstream of the seventh connection point 17.
• the sixth connection point 16' is in this case arranged between the first exchanger 1 and the seventh connection point 17.
• the main loop A comprises a fourth expander 34 disposed downstream of the first exchanger 1 and upstream of the seventh connection point 17.
• the fourth expander 34 is disposed between the first exchanger 1 and the seventh connection point 17.
• the main loop A comprises a first stop valve 41 arranged between the eighth connection point 18 and the fourth connection point 14.
• the main loop A comprises a first one-way valve 47 arranged between the fourth connection point 14 and the second connection point 12.
• the first one-way valve 47 is configured to allow circulation of refrigerant from the fourth connection point 14 to the second connection point 12 and configured to prevent circulation of refrigerant fluid from the second connection point 12 to the fourth connection point 14.
• the first one-way valve 47 is for example a first non-return valve.
• a non-return valve is a passive device that does not require electrical control.
• the main loop A comprises a second unidirectional valve 48 arranged between the seventh connection point 17 and the third connection point 13.
• the second unidirectional valve is configured to authorize a circulation of refrigerant fluid from the seventh connection point 17 to the third connection point 13 and configured to prohibit circulation of refrigerant fluid from the third connection point 13 to the seventh connection point 17.
• the main loop A comprises a second one-way valve 48' disposed between the first exchanger 1 and the sixth connection point 16'.
• the second unidirectional valve 48' is configured to authorize a circulation of refrigerant fluid from the first exchanger 1 towards the sixth connection point 16' and configured to prohibit a circulation of refrigerant fluid from the sixth connection point 16' towards the first exchanger 1.
• the second one-way valve 48' is for example a second non-return valve.
• the thermal conditioning system 100 comprises a fifth branch F connecting a ninth connection point 19 arranged on the main loop A downstream of the fifth connection point 15 and upstream from the first exchanger 1 to a tenth connection point 20 arranged on the main loop A downstream of the fourth connection point 14 and upstream of the accumulation device 8.
• the fifth branch F comprises a fifth regulator 35.
• the thermal conditioning system 100 comprises a fifth branch F connecting a ninth connection point 19 arranged on the main loop A downstream of the fifth connection point 15 and upstream of the first exchanger 1 to a tenth connection point 20' arranged on the first branch of diversion B between the second regulator 32 and the third exchanger 3.
• the fifth branch of branch F comprising a fifth regulator 35.
• the fifth branch of diversion F allows the high pressure refrigerant fluid at the outlet of the compressor 7 to return to the inlet 7a of the compressor without passing through the first exchanger 1 nor through the second exchanger 2.
• the fifth branch of diversion F brings back the refrigerant fluid at high pressure to the inlet of the accumulator 8. The refrigerant fluid therefore does not circulate in the third exchanger 3.
• the fifth branch of diversion F brings back the high pressure refrigerant fluid at a point in the circuit located downstream of the second expander 32 and upstream of the third exchanger 3.
• the high pressure refrigerant fluid coming from the fifth branch F therefore circulates in the third exchanger 3 before returning the accumulator 8.
• the main loop A comprises a fifth exchanger 5' disposed downstream of the sixth connection point 16' and upstream of the seventh connection point 17.
• the fifth heat exchanger 5, 5' is thermally coupled with element 25 of the vehicle's electric traction chain.
• the fifth heat exchanger 5, 5' is thermally coupled with element 25 of the electric traction chain via a liquid heat transfer circulating in a tertiary loop 40B of heat transfer liquid.
• This tertiary loop 40B is schematized in Figure 5.
• the refrigerant circuit 10 is shown in dotted lines, and certain portions of the circuit have been omitted in order to minimize crossings between the lines of the different circuits and simplify the figure.
• the heat transfer liquid loops 40 and 40B are shown in solid lines.
• the tertiary loop 40B is not shown in Figures 3, 4, 9, 10 and 11, in order to simplify the representation.
• the thermal conditioning system 100 comprises a first three-way valve 45 arranged jointly on the main loop A and on the third branch D.
• the first three-way valve 45 is configured to selectively:
• the first three-way valve 45 is an electrically controlled valve.
• An electric motor moves a movable shutter allowing the passage of the refrigerant fluid to be adjusted in the three channels, according to the opening law defined above.
• the main loop A comprises a second stop valve 42 disposed between the fifth connection point 15 and the first exchanger 1.
• the second stop valve 42 is arranged between the fifth connection point 15 and the ninth connection point 19.
• the third branch D comprises a third stop valve 43.
• the second stop valve 42 and the third stop valve 43 make it possible to distribute the flow of refrigerant fluid leaving the compressor 7 between a flow circulating in the main loop A and a flow circulating in the third branch D.
• the thermal conditioning system 100 comprises a second three-way valve 46 arranged jointly on the main loop A and on the fourth branch E.
• the second three-way valve 46 is configured to selectively:
• the second three-way valve 46 is an electrically controlled valve [111] According to the second embodiment, the second three-way valve 46 and the fourth expansion device 34 are arranged in the same body, for example in the same foundry body.
• the body receiving the second three-way valve 46 and the fourth expansion device 34 can be in one piece.
• the same component integrates the functions of a three-way valve and expansion device.
• the mechanical integration of the component into the thermal conditioning system 100 is thus facilitated.
• Figure 6 illustrates a method of operating a thermal conditioning system 100 as described previously, in a so-called cabin cooling mode.
• a flow rate Q of refrigerant fluid circulates in the compressor 7 where it passes at high pressure, and circulates successively in the third branch D, in the second heat exchanger 2 where it transfers heat to the outside air flow Fe , in the first expander 31 where it passes at an intermediate pressure, in the internal exchanger 6, in the third expander 33 where it passes at low pressure, in the fourth exchanger 4 where it receives heat from the internal air flow Fi, in the accumulation device 8, in the internal exchanger 6 and returns to the compressor 7, and the fifth regulator 35 is in the at least partial open position so that the refrigerant fluid contained in the first exchanger 1 or at low pressure.
• the first three-way valve 45 blocks the circulation of the refrigerant fluid towards the first exchanger 1.
• the high pressure refrigerant fluid is directed towards the second exchanger 2.
• the first stop valve 41 is in the closed position, so that the circulation of the refrigerant fluid in the main loop A between the sixth connection point 16 and the fourth connection point 14 is blocked.
• the second valve three channels 47 blocks the circulation of the refrigerant fluid in the fourth branch E between the eighth connection point 18 and the seventh connection point 17.
• the refrigerant fluid circulating in the second exchanger 2 cools by giving up heat to the flow of outside air Fe. At the level of the first regulator 31, the refrigerant fluid undergoes partial expansion.
• This partial expansion makes it possible to reduce the temperature of the refrigerant fluid entering the first heat exchange section 6a of the internal exchanger 6, which makes it possible to control the outlet temperature of the second heat exchange section 6b, and to there the discharge temperature of the compressor 7.
• the level of expansion, or pressure loss, generated by the first regulator 31 is controlled so as to maintain the discharge temperature of the compressor 7 at a value lower than a maximum acceptable limit.
• the refrigerant fluid at intermediate pressure returns to the third connection point 13 then to the third expansion valve 33 where it undergoes expansion and passes to low pressure.
• the so-called low pressure has a lower value than that of the so-called intermediate pressure.
• the so-called intermediate pressure has a value lower than that of the so-called high pressure.
• the low-pressure refrigerant circulates in the fourth exchanger 4 and absorbs heat from the interior air flow Fi, which allows the passenger compartment to be cooled.
• the low pressure refrigerant fluid then circulates in the accumulator 8, in the second heat exchange section 6b of the internal heat exchanger 6, and joins the inlet 7a of the compressor 7, thus completing the thermodynamic cycle.
• the second expansion valve 32 is in the closed position, and the refrigerant fluid does not circulate in the first branch B.
• the internal exchanger 6 is active, since the first heat exchange section 6a and the second heat exchange section 6b are both traversed by a flow of refrigerant fluid.
• the fifth regulator 35 is in the at least partial open position, so that the part of main loop A between the fifth connection point 15 and the seventh connection point 17, thus including the first exchanger 1, is at the same pressure as the pressure prevailing at the tenth connection point 10, that is to say low pressure.
• the amount of fluid refrigerant contained in the first exchanger 1 and in the volume of the circuit part between the fifth connection point 15 and the seventh connection point 17 can thus be limited, which makes it possible to limit the volume of the fluid accumulator 8 refrigerant.
• Figure 7 illustrates a method of operating a thermal conditioning system 100 as described previously, in a so-called serial dehumidification mode.
• a flow rate Q of refrigerant fluid circulates in the compressor 7 where it passes at high pressure, and circulates successively in the main loop A, in the first exchanger 1 where it transfers heat to the internal air flow Fi, in the fourth bypass branch E, in the second heat exchanger 2 where it transfers heat to the external air flow Fe, in the first expander 31, in the internal exchanger 6, in the third expander 33 where it passes at low pressure, in the fourth exchanger 4 where it receives heat from the internal air flow Fi, in the accumulation device 8, in the internal exchanger 6, and returns to the compressor 7.
• the high pressure refrigerant fluid at the outlet of the compressor 7 is directed, at the fifth connection point 15, towards the first exchanger 1, circulating in the main loop A.
• the refrigerant fluid transfers heat to the interior air flow and heats it.
• the refrigerant then joins the seventh connection point 17, and is directed towards the eighth connection point 18 by circulating in the fourth branch E.
• the second three-way valve 46 blocks the circulation of the refrigerant towards the third connection point 13.
• the refrigerant fluid is directed to second exchanger 2, where it transfers heat to the outside air flow Fe.
• the first stop valve 41 is in the closed position.
• the refrigerant then joins the third connection point 13 after passing through the first expander 31 and the first heat exchange section 6a of the internal exchanger 6.
• the refrigerant is expanded at the level of the third expander 33 and circulates in the fourth exchanger 4 and absorbs heat from the interior air flow Fi.
• the interior air flow Fi is thus cooled at the level of the fourth exchanger 4 and heated at the level of the first exchanger 1, which makes it possible to dehumidify this air flow intended for the passenger compartment.
• the low pressure refrigerant fluid leaving the fourth exchanger 4 then passes through the accumulator 8, the second heat exchange section 6b of the internal exchanger 6 and joins the inlet 7a of the compressor 7.
• the internal exchanger 6 is active , since the first heat exchange section 6a and the second heat exchange section 6b are both traversed by a flow of refrigerant fluid.
• the third exchanger 3 does not carry a flow of refrigerant fluid and does not participate in heat exchanges.
• Figure 8 illustrates a method of operating a thermal conditioning system 100 as described previously, in a so-called energy recovery mode.
• the high pressure refrigerant fluid at outlet 7b of compressor 7 is directed, at the fifth connection point 15, towards the ninth connection point 19, circulating in the main loop A.
• a part Q2 of the total flow rate Q1 of refrigerant fluid takes the fifth branch of diversion F, because the fifth regulator 35 is open.
• the complementary part Q3 of the total flow Q1 continues in the main loop A, and circulates in the first exchanger 1 by transferring heat to the interior air flow Fi.
• the second three-way valve 46 directs the refrigerant fluid towards the third connection point 13 and blocks the circulation of refrigerant fluid in the fourth branch E.
• the refrigerant fluid reaches the first connection point 1 1, is redirected towards the first branch B, passes at low pressure into the second regulator 32 and circulates in the third exchanger 3.
• the refrigerant fluid thus absorbs heat coming from element 25 of the electric traction chain .
• the flow rate Q3 of refrigerant fluid leaving the third exchanger 3 joins the flow rate Q2 coming from the fifth branch F.
• the total flow rate Q1 of refrigerant fluid then passes through the accumulator 8, the second heat exchange section 6b of the exchanger internal 6 and joins the inlet 7a of the compressor 7.
• the internal exchanger 6 is inactive, because the first heat exchange section 6a is not traversed by a flow of refrigerant fluid.
• the second exchanger 2 and the fourth exchanger 4 do not pass through the refrigerant fluid and do not participate in heat exchanges.
• the passenger compartment is heated thanks to the heat recovered from element 25 of the electric traction chain at the level of the third exchanger 3, and thanks to the heat supplied by the compressor 7 to the refrigerant fluid .
• the flow rate Q2 circulating in the fifth branch of diversion F makes it possible to increase the total flow rate of refrigerant fluid supplied by the compressor 7 and thus increase the thermal heating power supplied to the passenger compartment.
• Figure 9 illustrates a method of operating a thermal conditioning system 100 as described above, in a so-called passenger compartment heating and battery heating mode.
• a flow rate Q of refrigerant fluid circulates in the compressor 7 where it passes at high pressure, and circulates successively in the main loop A, in the first exchanger 1 where it transfers heat to the internal air flow Fi, in the fifth exchanger 5, in the first regulator 31 where it passes at low pressure, in the second heat exchanger 2 where it receives heat from the external air flow Fe, in the accumulation device 8 and returns to the compressor 7.
• the thermal conditioning system 100 is here according to the second variant of the first embodiment.
• the high pressure refrigerant fluid leaving the compressor 7 is directed, at the fifth connection point 15, towards the first exchanger 1, circulating in the main loop A.
• the refrigerant fluid gives up heats the interior air flow and heats it, which allows the vehicle's passenger compartment to be heated.
• the refrigerant fluid then joins the seventh connection point 17, and is directed towards the fifth exchanger 5.
• the refrigerant fluid gives up heat by passing through the fifth exchanger 5, which makes it possible to heat the element 25 of the electric traction chain of the vehicle. For example, heating of the electrical energy storage battery can be provided.
• the second three-way valve 46 blocks the circulation of the refrigerant fluid towards the fourth branch E.
• FIG. 10 illustrates a method of operating a thermal conditioning system 100 according to the second embodiment, in a so-called cabin cooling mode.
• the high pressure refrigerant fluid leaving the compressor 7 is directed, at the fifth connection point 15, towards the third branch D.
• the third stop valve 43 is in fact open, while the second stop valve 42 is in the closed position and blocks circulation in the main loop A towards the first exchanger 1.
• the high pressure refrigerant fluid coming from the third branch D passes through the fifth exchanger 5' while giving up heat, which allows element 25 of the vehicle's electric traction chain to be heated.
• the refrigerant then joins the seventh connection point 17, and is directed towards the eighth connection point 18 by circulating in the fourth branch E.
• the second three-way valve 46 blocks the circulation of the refrigerant towards the third connection point 13.
• the refrigerant fluid is directed to second exchanger 2, where it transfers heat to the outside air flow Fe.
• the first stop valve 41 is in the closed position.
• the refrigerant then joins the third connection point 13 after passing through the first expander 31 and the first heat exchange section 6a of the internal exchanger 6.
• the refrigerant is expanded at the third expander 33 and circulates in the fourth exchanger 4 and absorbs heat from the interior air flow Fi.
• the interior air flow Fi is thus cooled, which allows the passenger compartment to be cooled.
• the low pressure refrigerant fluid leaving the fourth exchanger 4 then passes through the accumulator 8, the second section heat exchanger 6b of the internal exchanger 6 and joins the inlet 7a of the compressor 7.
• the internal exchanger 6 is active, since the first heat exchange section 6a and the second heat exchange section 6b are all two traversed by a flow of refrigerant fluid.
• the first exchanger 1 and the third exchanger 3 do not carry the refrigerant fluid and do not participate in heat exchange.
• Figure 11 illustrates a method of operating a thermal conditioning system 100 according to the second embodiment, in a so-called passenger compartment heating and battery heating mode.
• the high pressure refrigerant fluid leaving the compressor 7 is directed, at the fifth connection point 15, towards the first exchanger 1.
• the second stop valve 42 is in fact open, while the third stop valve 43 is in the closed position and blocks the circulation in the third branch D.
• the flow rate Q of refrigerant fluid passes through the first exchanger 1 by giving way heat to the interior air flow Fi, then passes through the fifth exchanger 5' also giving up heat.
• the passenger compartment of the vehicle and element 25 of the vehicle's electric traction chain are both heated.
• the refrigerant then joins the seventh connection point 17, and is directed towards the third connection point 13.
• the second three-way valve 46 blocks the circulation of the refrigerant towards the fourth branch E.
• the refrigerant then passes through the first heat exchange section 6a of the internal exchanger 6, then the first expander 31 where the refrigerant fluid is expanded to a state of low pressure, and circulates in the second exchanger 2 absorbing heat from the air flow exterior Fe.
• the first shut-off valve 41 is open, allowing the low pressure refrigerant fluid coming from the second exchanger 2 to reach the fourth connection point 14.
• the refrigerant fluid then passes through the accumulator 8, the second heat exchange section 6b of the internal exchanger 6 and joins the inlet 7a of the compressor 7.
• the internal exchanger 6 is active, since the first heat exchange section 6a and the second heat exchange section 6b are both traversed by a flow of refrigerant fluid.
• the third exchanger 3 and the fourth exchanger 4 do not pass through the refrigerant fluid and do not participate in heat exchanges. [129] Many other modes of operation are also possible, and have not been shown.

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• Engineering & Computer Science (AREA)
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• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Air-Conditioning For Vehicles (AREA)

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• 2022
  • 2022-12-01 FR FR2212651A patent/FR3142693B1/fr active Active
• 2023
  • 2023-11-28 CN CN202380082653.6A patent/CN120418103A/zh active Pending
  • 2023-11-28 EP EP23812977.9A patent/EP4626720A1/de active Pending
  • 2023-11-28 WO PCT/EP2023/083400 patent/WO2024115507A1/fr not_active Ceased

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