FR2903345A1 - DEVICE FOR PREVENTILATION, VENTILATION, HEATING AND / OR AIR CONDITIONING OF A VEHICLE HABITACLE UTILIZING A PULSER AND THERMOELECTRIC UNITS WITH PELTIER EFFECT - Google Patents

Abstract

The invention relates to a device for pre-ventilation, ventilation, heating and / or air conditioning of the passenger compartment of a vehicle. This device comprises a housing (1) housing a blower (2) and a thermoelectric unit (8) PELTIER effect, and comprises at least one air intake port (4,5) from the inside and / or from the outside of the passenger compartment, and at least one exhaust air outlet (12, 13) towards the inside and / or towards the outside of the passenger compartment. The housing (1) comprises an exhaust duct (6) extending between an air inlet (4, 5) and an exhaust air outlet (12, 13), and a heat treatment channel (7) for the air which fully houses the thermoelectric unit (8) and which extends between an air inlet (4, 5) and an exhaust port of air (12,13).

Description

1 Preventilation, ventilation, heating and / or

  air conditioning of a vehicle interior, using a blower and thermoelectric units PELTIER effect.

  Technical Field of the Invention The invention is in the field of ventilation, heating and / or air conditioning, for vehicle interior. It relates to a device for pre-ventilation, ventilation, heating and / or air conditioning of a vehicle interior employing a blower and thermoelectric units PELTIER effect. State of the art

  In the automotive field, it is common to ventilate the passenger compartment of a vehicle from a main installation of ventilation, heating and / or air conditioning. Such an installation is usually located at the front of the vehicle and has a plurality of pipes opening into various locations of the passenger compartment for ventilation.

  There is the problem of pre-ventilation of the passenger compartment.  It will be understood by pre-ventilation the operation of ventilating the passenger compartment when the vehicle is in the parking station.  More particularly, in the outside environment of the vehicle in the parking station, the climatic conditions induce in the passenger compartment low or inversely high temperatures according to the seasons, which are a source of discomfort for passengers when they enter the vehicle interior. .  Preventilation provides passengers with comfort when they enter the vehicle, independently of a ventilation that is likely to be operated to ventilate the passenger compartment when the vehicle is in driving mode, that is to say when the vehicle is moving.  It has been proposed to equip the passenger compartment of the vehicle with at least one autonomous ventilation, heating and / or air conditioning device to enable the cabin to be pre-ventilated in an outdoor parking situation during the hot season.  More particularly, this device uses a housing housing a blower and at least one thermoelectric unit PELTIER effect, which are advantageously supplied with energy from photovoltaic cells arranged outside the passenger compartment, on the roof of the vehicle .  The implementation of the blower and the thermoelectric unit is placed under the control of control means, comprising a temperature sensor placed inside the passenger compartment and / or a control button.  To compensate for a lack of external light that can render the photovoltaic cells inoperative, the blower and the thermoelectric unit are furthermore supplied with energy from a rechargeable source from the photovoltaic cells, a switch making it possible to select in case of need the energy source adapted to implement.  Such devices are described by DE4207283 (WEBASTO KAROSSERIESYSTEME) for example.  The advantage of such devices lies in their simple structure, compact and inexpensive.  However, their organization is adapted only to the pre-ventilation 20 of the passenger compartment in sunny outdoor environment, and is not suitable for ventilation and / or heat treatment of the air present in the cabin, which are effective when outdoor lighting is low, in the cold season and / or covered car parking station.  Finally, it results from the limited operating conditions of these devices which are unsatisfactory with regard to optimized profitability of their installation inside the passenger compartment.  A general difficulty to overcome for the arrangement of such autonomous ventilation, heating and / or air conditioning devices lies in their desired smallest footprint, in obtaining them at a lower cost and in their ability to be easily installed. any place in the cabin.  In addition, the arrangement of such devices must make it possible to optimize the effects provided by the blower and the thermoelectric unit for a given capacity of these devices.  It is therefore sought to reduce the aeraulic and thermal pressure losses by correspondingly adapting the flow of the flow of air inside the housing.  Such an adaptation must nevertheless not be made at the expense of optimizing the various possible operating modes of the device for cooling or heating the cabin according to the climatic conditions, nor the capacity of the device to heat and / or effectively cool the cabin.  Object of the invention  The object of the present invention is to provide a device for pre-ventilation, ventilation, heating and / or air conditioning of the passenger compartment of a vehicle, which is capable of allowing a thermal treatment of the air of the vehicle. cabin without being a complex and expensive structure, and which is of reduced size.  It is more particularly the object of the present invention to provide such a device using a pulser and thermoelectric units with PELTIER effect capable of being supplied with energy from photovoltaic cells, which can be used both for the pre-ventilation of the cockpit whatever the climatic conditions, that to accompany the air treatment of the passenger compartment operated by a main installation of ventilation, heating and / or air conditioning when the vehicle is in driving mode.  The device of the present invention is a device for pre-ventilation, ventilation, heating and / or air conditioning of the passenger compartment of a vehicle or the like.  This device comprises at least one housing housing at least one blower and at least one thermoelectric unit PELTIER effect.  Such a thermoelectric unit comprises at least one PELTIER type cell advantageously equipped with at least one of its faces with a heat dissipation element.  The blower and the thermoelectric unit are supplied with energy from a source of electrical energy equipping the vehicle.  The housing comprises at least one air intake port coming from the inside and / or coming from the outside of the passenger compartment, and at least 2903345 4 minus an air outlet mouth inwards and / or towards the outside of the passenger compartment.  Such a device is a device annexed to a main ventilation, heating and / or air conditioning installation equipping the vehicle.  More particularly, such a device is intended to operate independently of the operation of such a main installation, to provide specific comfort.  According to the present invention, such a device is mainly recognizable in that the housing comprises at least a first air evacuation channel which extends between the air intake mouth and the exhaust port of air, and at least a second channel for the heat treatment of air which fully houses the thermoelectric unit and which extends between the air intake mouth and the air outlet mouth.  According to the invention, the housing is subdivided into at least two channels.  A first channel is intended to convey a flow of air from at least one air intake mouth to at least one air outlet mouth out of the housing, without this air flow is thermally treated.  In this respect, this first channel is basically free of the thermoelectric unit.  A second channel is intended to convey a flow of air from at least one air intake mouth to at least one air outlet mouth out of the housing, this air flow being intended to be thermally treated by the thermoelectric unit.  The latter is basically only and in its entirety housed inside the second channel.  Such a thermoelectric unit comprises two heat exchange zones which are both contained in the second channel, and is in this respect integrally and exclusively contained in the second channel.  As referred to later, this second channel can be subdivided into two elementary channels, strictly separate from the first channel reserved for the simple evacuation of air from the housing.  Each of these elementary channels is assigned to a said respective zone of the thermoelectric unit, to exploit the source of frigories and conversely of calories.  At least one air intake port and at least one exhaust air port are likely to be common for the first channel and for the second channel.  These arrangements are such that, from the same device of simple structure and compactness, the passenger compartment of the vehicle can be preventilated in the parking station by advantageously limiting the aeraulic pressure drops to increase the air flow without increase the electrical consumption of the blower, either be ventilated and / or heat-treated in vehicle running mode.  The device is more particularly intended to be implemented depending on the station mode in which the vehicle is in the parking station or taxi station.  The organization of the device allows alternatively in parking mode to optimize the pre-ventilation of the passenger compartment, and in taxi mode to optimize the ventilation of the passenger compartment and / or to perform a heat treatment of the air 15 taken from the passenger compartment. interior of the cockpit.  The optimization of pre-ventilation and / or ventilation tends to maximize the air exchange rate of the passenger compartment and is obtained by limiting the air-pressure losses, the air being taken from the passenger compartment and / or from the outside to be pushed inwardly and / or outwardly of the passenger compartment so as not to pass or pass partially through the thermoelectric unit 20 may constitute an obstacle to the free flow of the flow of air.  According to the embodiment envisaged, the optimization of the renewal of air of the passenger compartment is either improved because a part of the air flow circulates in the exhaust duct, or maximum when all Airflow circulates only in the exhaust air channel.  The heat treatment of the air from the passenger compartment is carried out at least partially, if not completely, according to the specific needs required by the passenger or passengers.  More particularly according to a mode of operation of the device in pre-ventilation and / or ventilation of the passenger compartment, the air is likely to be taken from inside and / or outside of the passenger compartment to circulate to the passenger compartment. inside the air exhaust duct and be discharged without having been in any way in contact with the thermoelectric unit.  Such a flow of air inside the housing is advantageously achieved by limiting the aeraulic pressure losses and noise pollution, the air flowing freely through the organ-free air outlet duct to impede the passage of the air flow.  According to the embodiment of the device, the pre-purge is carried out by either a withdrawal of air 5 from the passenger compartment pushed towards the outside of the passenger compartment, or a removal of air from the passenger compartment pushed towards the passenger compartment. interior of the passenger compartment, that is to say a withdrawal of the outside air pushed towards the interior of the cockpit.  For example, the air coming from the interior of the passenger compartment is pushed towards the outside of the passenger compartment, with a view to cooling the passenger compartment in the parking station, or the air coming from the passenger compartment. cockpit to be pushed towards the interior of the passenger compartment, with a view to its pre-ventilation in parking mode and / or its ventilation in the taxi mode by recycling the cabin air.  These operations are intended to avoid the stratification of the air of the passenger compartment during the parking mode or for a ventilation for the comfort of passengers in the vehicle running mode, such a recycling mode taxiing 15 preferably acting in addition the operation of a main ventilation, heating and / or air conditioning system fitted to the vehicle.  The air is also likely to be taken from the outside and to be pushed towards the interior of the passenger compartment, for example during a pre-ventilation in parking mode of the vehicle for a decrease of the air temperature. of the passenger compartment, and / or during a ventilation in taxi mode for the comfort of the passenger or passengers.  More particularly still according to another mode of operation of the device, the air is likely to be taken from inside and / or outside the passenger compartment, whether parking station or vehicle running mode to be thermally treated from its passage through the heat treatment channel.  For example, such heat treatment is likely to intervene in a parking station to cool the passenger compartment in case of sunshine, or in the vehicle running mode to heat and / or conversely cool the air of the passenger compartment. complement of a main installation of ventilation, heating and / or air conditioning equipping the vehicle.  Since the thermal treatment channel advantageously extends adjacent to the air exhaust duct, it is possible to pool the blower and the admission and / or evacuation modes of the air flow to simplify the process. housing structure and limit its size, and to limit the costs of obtaining the device.  It emerges from these provisions that from a compact device, of simple and inexpensive structure, it can be used both for optimized pre-ventilation of the passenger compartment parking station of the vehicle to improve comfort passengers in vehicle running mode, by optimized ventilation and / or heat treatment of the air taken from the passenger compartment, such a heat treatment can selectively intervene in all or part of the volume of air generally collected.  The term "partial heat treatment" of the volume of air generally taken is understood to mean the heat treatment of the fraction of the air flow passing through the heat treatment channel, the other fraction of the air flow being not treated thermally, since it crosses the air evacuation channel.  Such partial heat treatment of this volume of air is obtained by limiting the aeraulic pressure losses, since only the fraction of air to be treated is conveyed through the thermoelectric unit.  Improving the comfort of the passenger or passengers 20 operates independently for a specific area of the passenger compartment to which the device is assigned, and / or in addition to the operation of a main ventilation, heating and / or air conditioning equipping the vehicle.  The device is supplied with energy during its operation in a parking station by secondary means of photovoltaic type and / or by the main source 25 of electrical energy of the vehicle.  Such a power supply from a secondary source is advantageously relayed by the main energy source of the vehicle running mode of the latter.  In addition, the thermal variations in the flow of air admitted into the interior of the housing intervene rapidly and in accordance with differences that can be reduced by combining a mixture of air 30 coming from one and the other of the evacuation channels. air and heat treatment.  According to a particular arrangement of the housing, any one of the exhaust air channel and the heat treatment channel may be disposed within a conduit forming the other channel.  The adjacency of the air exhaust and heat treatment channels with respect to each other is to be considered with regard to at least one of the dimensions of the housing.  Such an adjacency is likely to be partial, and the different channels are likely to be returned in concurrent directions.  For example, the exhaust air channel and the heat treatment channel are superimposed relative to one another with respect to the thickness of the housing, i.e. its dimension in height with regard to the height of the passenger compartment.  For example again, the air exhaust duct and the heat treatment duct extend parallel along the length and / or the width of the casing, being arranged at least partially side by side.  According to the arrangement of the air exhaust and heat treatment channels with respect to each other, the location on the housing and / or the orientation of the air intake orifice (s) and the location on the housing and / or the orientation of the exhaust air outlet (s) are adapted to be related to the channel to which they are assigned.  Similarly, if applicable, for the various air distribution members that the housing comprises.  The housing is provided with a main air distribution member of the air flow admitted inside the housing between the exhaust air channel and the heat treatment channel.  Such an air distribution is likely to be all or nothing or progressive, the main air distribution member being for example constituted by a butterfly flap, a flap flap, a drum flap or member for distributing a similar air flow.  This main air distribution member is disposed upstream of at least one of the air evacuation channel and the heat treatment channel, to direct a flow of air admitted to the one and / or the Another of these channels, for its simple evacuation out of the housing and / or for heat treatment prior to such evacuation.  It will be understood by upstream and / or downstream a determined position with regard to the general direction of flow of air flow to the interior of the housing between the air inlet and the air outlet mouth .  It emerges that from a maneuver of the air distribution member, the device conveys the air so as to obtain pre-ventilation parking station of the vehicle, possibly with a heat treatment of this flow, 5 and / or passenger compartment ventilation at the vehicle's taxi station, possibly with heat treatment of the flow.  The device simply makes it possible to pre-ventilate the cabin or to treat it thermally, by reducing the aeraulic pressure drops and by limiting its bulk.  According to various methods of organization of the main air distribution member, it is for example arranged upstream of the air exhaust duct and the heat treatment channel, or is for example disposed of the interior of at least one of the exhaust air channel and the heat treatment channel, or as further described within any one or more elementary channels subdividing the treatment channel. thermal, or is for example subdivided into at least two main elementary air distribution organs respectively disposed within each of the air evacuation channel and the heat treatment channel, or as further described within any one or more elementary channels subdividing the heat treatment channel.  According to a preferred embodiment, the heat treatment channel is subdivided into a first and a second elementary channel in relation respectively to the one and the other of the faces of the thermoelectric unit.  To thermally treat the air admitted into the housing, it is routed through one of the elementary channels.  The heat treatment for heating or conversely cooling the air is for example obtained from a corresponding inversion of the polarity of the PELTIER cell of the thermoelectric unit, and / or from the selection of the elementary channel to which is directed the air flow 30 admitted inside the housing.  Such circulating modes of the air flow to be treated offers a wide possibility of temperature variation associated with a choice of direction of discharge of the air out of the casing towards the inside and / or the outside of the casing. cabin, without the organization of the structure of the housing is considerably complicated.  An air intake chamber and / or an air evacuation chamber are preferably disposed respectively upstream and downstream of the set of channels.  This set of channels more particularly comprises the air exhaust channel, the heat treatment channel and the two elementary channels.  The blower is preferably placed in the air intake chamber but is nevertheless likely to be in plurality and / or to be placed indifferently in the air intake chamber and / or in the exhaust chamber. according to the organization of the various channels envisaged inside the casing.  More particularly, the housing has two air exhaust vents including an air outlet for the internal air evacuation to the interior of the passenger compartment and an exhaust air outlet external for the evacuation of the air flow to the outside of the passenger compartment.  According to various alternative embodiments, the housing comprises an interior air intake port for the admission of air from the interior of the passenger compartment, and / or an external air intake port for the air intake. intake of air from outside the cabin.  Where appropriate, the housing is provided with a selective member for distributing the air intake between the outside air intake and the indoor air inlet.  The housing houses this selective air distribution member 30 so as to evacuate the air admitted inside the housing, whether it is a flow of air flowing through the exhaust duct and / or a flow of air flowing inside the heat treatment channel to one and / or the other of the outside air intake and the interior air inlet.  According to a first variant embodiment, the air evacuation channel is in communication with the external air evacuation mouth and the first elementary channel is in communication with the external air evacuation mouth while the The second elementary channel is in communication with the interior air outlet via a second wall or a secondary air distribution member or a third wall and a PELTIER effect cell.  According to a second variant embodiment, the air evacuation channel is in communication with the internal air evacuation mouth and the first elementary channel is in communication with the internal air evacuation mouth 15 while the second elementary channel is in communication with the external air outlet by means of a second wall or a secondary member of air distribution or a third wall and a PELTIER effect cell.  The air evacuation chamber is preferably in relation to the air evacuation channel and the first elementary channel.  More precisely, the air evacuation chamber makes it possible to receive air coming from the air evacuation channel and / or from one of the elementary channels of the heat treatment channel.  The air coming from this elementary channel is respectively according to the two abovementioned variants, either air at an undesired temperature that one seeks to evacuate out of the passenger compartment, or air at a desired temperature that we try to introduce inside the cockpit.  The casing is incidentally provided with a secondary air distribution member of the air flow coming from any one of the first and second elementary channels between the one and the other of the air outlet mouths. .  More specifically, the air passing through the two elementary channels is divided into two elementary air streams.  From the operation of the secondary air distribution member, these elementary air flows are respectively discharged to one and / or the other of the air outlet vents, the heat treatment of the one of the elementary air streams being operated to improve the comfort of the passenger compartment, either jointly discharged to one and / or the other of the air outlet vents.  These provisions are to optimize the flow of air through the housing for its evacuation from the passenger compartment, avoiding any air leakage through the elementary channel in communication with the indoor air intake port.  The elementary channel conveying the flow of air distributed between the one and the other of the air evacuation vents is more particularly in relation with the air evacuation chamber via the secondary organ. air distribution.  The housing is provided with a secondary air distribution member for directing the flow of air from any one of the first and second elementary channels to one or both of the mouths. exhaust air.  The blower and the thermoelectric unit are advantageously supplied with energy from an autonomous source of energy comprising photovoltaic cells, and / or from the main energy source of the vehicle.  The implementation of the blower and / or the thermoelectric unit and / or the air distribution members is placed under the control of second control means.  These second control means comprise at least one polarization reversal control means of the thermoelectric unit and / or means for controlling the temperature of the thermoelectric unit.  Preferably, the second control means further comprise means for controlling the air flow of the blower.  At least one of the polarization reversal control means of the thermoelectric unit, the temperature control means of the thermoelectric unit and / or the means for controlling the air flow of the thermoelectric unit. pulsator are carried by at least one electronic card placed inside any one of the air evacuation channel or the heat treatment channel, in a downstream or upstream zone of its subdivision into elementary channels, or even inside any of the elementary channels.  The housing is advantageously carrying a control panel at one of its 10 outer faces, to allow the passenger to control its implementation and the desired temperature of the ventilated air and the flow of the air flow inside the case.  As referred to above, the thermoelectric unit advantageously comprises at least one thermal energy dissipation member assigned to at least one of the faces of the PELTIER cell.  The device preferably houses at least one filtering element and / or purification of the intake air, such as a particulate filter or the like.  Such a filter member 20 may be placed in the air inlet chamber upstream or downstream of the blower, or even and preferably in the area of each of the air intake ports.  The device is advantageously arranged as a ceiling lamp of a motor vehicle, being for example provided with mounting means on a sunroof of the vehicle.  If necessary, the photovoltaic cells of the autonomous source of energy are installed on the outer surface of such a roof.  These provisions are intended to dispense the device of the presence of noteciously darkened ducts inside the passenger compartment, for conveying the air coming from outside the passenger compartment to at least one of the at least intake mouths. air and / or exhaust air.  However the device is likely to be implanted in any place of the passenger compartment, being possibly equipped with such conduits.  Description of the figures.  The present invention will be better understood on reading the description which will be made of various embodiments, in connection with the figures of the attached plates, in which: FIGS. 1 and fig. 2 are diagrams illustrating a device of the invention according to a first embodiment variant, according to two respective modes of operation.  Figs. 3 and fig. 4 are diagrams illustrating a device of the invention according to a second variant embodiment, according to two respective modes of operation.  Figs.  5 and fig. 6 are diagrams illustrating a device of the invention according to a third embodiment, according to two respective modes of operation.  Figs. 7 and fig. 9 are diagrams illustrating a device of the invention according to a fourth variant embodiment, according to two respective modes of operation.  Figs. 10 and fig. 11 are diagrams illustrating a device of the invention according to a fifth embodiment, according to two respective modes of operation.  Figs. 12 and fig. 13 are diagrams illustrating a device of the invention according to a sixth variant embodiment, according to two respective modes of operation.  Fig. 14 is a diagram illustrating the means for controlling the operation of a device of the invention.  Fig. 15 is a diagram illustrating a view from above of the device of the invention comprising two boxes symmetrical with respect to each other.  Fig. 16 is a diagram illustrating one of the two housings of the device according to FIG.  15.  In the figures, a device for pre-ventilation, ventilation, heating and / or air conditioning is intended to improve the comfort of the passenger compartment of a vehicle.  According to various modes of operation, the air passing through the device is discharged on the one hand with or without a heat treatment, and on the other hand towards the inside or outside of the passenger compartment.  This device mainly comprises a housing 1 inside which air is taken by means of a blower 2.  This housing is formed of a wall 1 a.  This wall 10 1a delimits the entire interior volume of the housing 1.  This blower 2 is housed inside an air intake chamber 3 that includes the housing 1.  This air intake chamber 3 is in communication with an interior air intake opening 4 for the admission of air from inside the passenger compartment, or even with an intake air intake port. external air 5 for the admission of air from outside the passenger compartment, as shown in the variant embodiment illustrated in FIGS. 12 and fig. 13.  These air intake ports 4,5 are preferably each provided with an air filtering member, such as a particulate filter or the like.  The casing 1 comprises various channels in communication with the air intake chamber 3 through which the admitted air circulates respectively and / or together, for heat treatment or simple evacuation.  One of these channels is a first air evacuation channel 6 through which the air admitted freely circulates.  Another channel is a second heat treatment channel 7 of the intake air, which fully houses a thermoelectric unit 8 PELTIER effect.  Such a thermoelectric unit 8 comprises a PELTIER effect cell provided on its faces with a heat dissipation member.  Of course, in another embodiment, the housing 1 may comprise a plurality of thermoelectric unit 8 and the thermoelectric unit may comprise a plurality of PELTIER effect cells.  The heat treatment channel 7 is itself subdivided into a first elementary channel 9 and a second elementary channel 10.  Each of these elementary channels 9, 10 is in relation to a respective face of the thermoelectric unit 8, so that the air which they convey respectively is heat-treated for the purpose of its heating and / or conversely of its cooling. according to the polarity applied to the thermoelectric unit 8.  An air evacuation chamber 11 is provided downstream of all the channels.  This air evacuation chamber 11 is in communication with two air evacuation vents, including an interior air evacuation port 12 for the evacuation of the air admitted to the interior of the room. cockpit and an external exhaust air outlet 13 for the evacuation of the intake air to the outside of the passenger compartment.  The inner air outlet 12 is preferably provided with a not shown aerator for selectively directing the flow of exhaust air.  The external exhaust air outlet 13 10 allows an evacuation of air from the passenger compartment between the ceiling and the roof of the vehicle.  The air evacuation chamber 11 is also in communication with the air evacuation channel 6, and the first elementary channel 9.  A main air distribution member 14 is placed inside the housing 1 for selective admission of the air from the air intake chamber 3 to the air evacuation channel 6 and or the heat treatment channel 7, and more particularly any one at least elementary channels 9,10 component thereof.  This main air distribution member 14 of the air flow admitted inside the housing 1 is located between the air evacuation channel 6 and the heat treatment channel 7.  The evacuation channel 6 and the heat treatment channel 7 extend between the air inlet 4 and the interior air outlet 12.  These two channels 6, 7 are adjacent to each other, and more precisely are one on the other in the direction of the height of the housing 1.  The air evacuation channel 6 and the heat treatment channel 25 are formed by a first wall 100 and by the wall 1a of the housing 1.  This first wall 100 is common to the two channels 6, 7 and extends between the air intake port 4 and the air outlet 12.  This first wall 100 has an upstream free end 100a delimiting a peripheral portion of the respective inlets 6a, 7a of the evacuation channel 6 and the heat treatment channel 7 and comprises a free end downstream 100b delimiting a periphery portion of the respective outlets. 6b, 7b of the evacuation channel 6 and the heat treatment channel 7.  Similarly, the elementary channels 9, 10 are formed by a second wall 200 disposed inside the heat treatment channel 7.  This second wall 200 is common to the two elementary channels 9, 10 and extends between the air intake opening 5 and the wall 1a of the housing 1.  This second wall 200 has an upstream free end 200a and its downstream end 200b is in contact with the wall 1a of the housing so that the air flow passing through the second elementary channel 10 can not reach the evacuation chamber. air 11.  The second wall 200 thus extends from the inlet 7a of the heat treatment channel 7 to beyond the outlet 7b of the heat treatment channel 7, that is to say up to the wall 1a of the casing 1.  Thus, the first elementary channel 9 is delimited by the first wall 100, the second wall 200 and the wall 1a of the housing 1.  The second elementary channel 10 is delimited by the second wall 200 and the wall 1a of the housing 1.  In FIGS. 1 to 13, the blower 2 and the thermoelectric unit 8 are supplied with energy from an autonomous source of the photovoltaic cell type 20 not shown or from the main power source 21, not shown in FIG. vehicle.  In FIGS. 1 to fig. 9, the air evacuation chamber 11 is in communication with the external air evacuation outlet 13, and the second elementary channel 10 is in communication with the interior air evacuation outlet 12.  In figs. 10 to fig. 13, the air evacuation chamber 11 is in communication with the interior air outlet mouth 12, and the second elementary channel 10 is in communication with the external air outlet mouth 13.  According to one mode of operation, the device is in the pre-ventilation mode of the passenger compartment, aiming to prevent it when the vehicle is in the parking station.  The renewal of the air inside the passenger compartment is obtained from the trailing areas of the latter.  According to another mode of operation, the device is in ventilation mode of the passenger compartment when the vehicle is in rolling mode.  According to another mode of operation, the device is in thermal air treatment mode of the passenger compartment, possibly in parking mode, but preferably in vehicle taxi mode.  The air flows through the heat treatment channel 7, and more particularly through each of the elementary channels 9, 10 so as to be in contact with a respective face of the thermoelectric unit 8.  According to the polarity applied to the thermoelectric unit 8, the device allows heating and / or conversely cooling of the air of the passenger compartment from a heat treatment of the air flowing through the second elementary channel 10.  The passage of air through the first elementary channel 9 allows the unwanted calories to be removed.  In figs. 1 and fig. 2, the main air distribution member 14 is placed upstream of the air evacuation channel 6 and the heat treatment channel 7.  The main air distribution member 14 is placed in the housing 1 so that its axis of rotation A is parallel to the upstream free end 100a of the first wall 100.  The axis of rotation A of the air distribution member 14 is located between the air evacuation channel 6 and the heat treatment channel 7 and passes through the upstream free end 100a of the first wall 100.  This axis of rotation A is contained in a plane P1 containing the first wall 100.  In FIG. 1, the device operates in pre-purge mode.  The main ventilation member 14 is operated so as to close the heat treatment channel 7 and to leave a free passage of the air admitted inside the housing 1 through the air evacuation channel 6.  More particularly, air is admitted to the interior of the air intake chamber 3 through the interior air intake port 4, and then travels through the air exhaust channel 6 to its discharge from the passenger compartment of the vehicle through the outside air outlet 13.  If necessary, the main ventilation member 14 can also prevent a possible return of air into the passenger compartment by sealing the ducts 9 and 10 vis-à-vis the other.  This sealing is obtained by the fact that the main ventilation member 14 is in direct contact with the free end upstream 200a of the second wall 200 when the main ventilation distribution member 14 closes the heat treatment channel 7 .  In fig. 2, the device operates in the heat treatment mode of the air of the passenger compartment and / or in the ventilation mode of the latter.  The main ventilation member 14 is operated so as to close the air evacuation channel 6 and to allow a passage of the air admitted inside the casing 1 through the heat treatment channel 7.  The air is thermally treated or not, depending on the energization of the thermoelectric unit 8.  The air flows through the second elementary channel 10 to be forced through the interior air outlet 12, while air flowing through the elementary channel 9 is forced through the outlet outside air 13, being optionally thermally treated to remove undesirable calories.  In Figs. 3 and fig. 4, the main air distribution member 14 is composed of two main elementary air distribution members, first 15 and second 16, which are respectively disposed inside the one and the other of the channel exhaust air 6 and heat treatment channel 7.  The second elementary air distribution member 16 assigned to the heat treatment channel 7 is more particularly disposed in an area thereof upstream of its subdivision into two elementary channels 9, 10.  The second elementary air distribution member 16 has an axis of rotation B parallel to the upstream free end 200a of the second wall 200.  This axis of rotation B is contained in a plane P2 containing the second wall 200.  In FIG. 3, the device operates in pre-ventilation mode in the manner of the embodiment variant shown in FIG. 1.  The first primary element of air distribution 15

  is in the open position so as to allow the passage of air through the air evacuation channel 6, while the second elementary main air distribution member 16 is in the closed position so as to The heat treatment channel 7 is closed. More particularly, the air is admitted inside the air intake chamber 3 through the interior air intake port 4, and then travels through the air inlet chamber 4. exhaust duct 6 for discharging out of the passenger compartment of the vehicle through the outside exhaust air outlet 13.

In the embodiments of FIGS. 1 and 3, the entire flow of air admitted into the casing 1 is discharged from the casing 1 via the air evacuation duct 6. The air exchange rate The passenger compartment is optimized to the maximum during pre-ventilation.

In FIG. 4, the device operates in a mode of heat treatment of the air of the passenger compartment and / or in the ventilation mode of the latter in the manner of the variant embodiment shown in FIG. The first primary air distribution element 15 is in the closed position so as to close off the air evacuation channel 6, while the second elementary main air distribution element 16 is in the open position so as to allow the passage of air through the heat treatment channel 7. In Fig.5 to Fig.9, the main air distribution member 14 is disposed within the evacuation channel 6. In the open position of the main air distribution member 14 as shown in FIGS. 5 and 7, the air circulates freely inside the exhaust duct. 6 for operation of the device in the pre-purge mode and / or in the ventilation mode. When the main distribution member 14 is in the open position, the air flow passes through both the air exhaust duct 6 and the heat treatment channel 7. The air exchange rate is then improved compared to a situation where all the air flow would pass through a single channel having inside a thermoelectric unit. Indeed, the pressure losses are greatly reduced by the fact that a fraction of the air flow passes through the air evacuation channel 6 without any obstacle.

In the closed position of the main air distribution member 14 as shown in FIGS. 6, 8 and 9, the air circulates inside the heat treatment channel 7 for operation of the device in the air heat treatment mode of the passenger compartment and / or ventilation mode of the latter by simple air recycling. On fig.7 to fig.9, there is proposed a variant to prevent air leakage through the second elementary channel 10, and 5 to optimize the operation of the device in the ventilation mode of the passenger compartment. The second wall 200 extends within the limits of the heat treatment channel 7, i.e. the second wall 200 extends from the inlet 7a to at most the outlet 7b. A secondary air distribution member 17 of the air flow is placed downstream of the heat treatment channel 7, thus making it possible to orient the flow of air passing through the heat treatment channel 7 according to the chosen mode of operation ( pre-ventilation, ventilation or heat treatment). In Figure 7, the device is in the preventilation mode of the passenger compartment. The main air distribution member 14 is in the open position and the secondary air distribution member 17 is positioned so that all the air taken from the passenger compartment by the intake mouth 4 air is discharged out of the housing 1 without any leakage at the inner air exhaust port 12. Thus, the rate of renewal of the air of the passenger compartment is improved and the secondary distribution member air 17 prevents a return of the untreated air taken to the passenger compartment. In the cabin air heat treatment mode as shown in FIG. 8, the main air distribution member 14 is operated on closing to close off the air exhaust duct 6, and the secondary air distribution member 17 is operated to cause an evacuation of the air from the first elementary channel 9 through the external air discharge opening 13. In FIG. 9, the flaps 14 and 17 are arranged to induce a passage of all the air admitted inside the housing 1 to the passenger compartment through the two elementary channels 9, 10, without this admitted air being thermally treated by the thermoelectric unit 8. Such a mode of operation corresponds more particularly to an operation of the device for ventilating the passenger compartment when the vehicle is in driving mode.

It is also possible to incorporate the secondary air distribution member 17 into a housing 1 as shown in FIG. 1 to 4 or 10 to 13.

In Figs. 10 to Fig. 13, the heat treatment channel 7 is above the air evacuation channel 6 so that the second elementary channel 10 is in communication with the exhaust port of outside air 13 and that the air evacuation channel 5 as well as the first elementary channel 9 are in communication with the inner air outlet 12 via the evacuation chamber 11. The second wall 200 is arranged inside the heat treatment channel 7 and shaped in the same manner as that illustrated in FIGS. 1 to 4. The main air distribution member 14 is placed upstream of the air evacuation channel 6 and of the heat treatment channel 7 in the manner illustrated on the embodiment shown in Fig.1 and fig.2. In Fig.10, the device is in the mode of pre-ventilation and / or ventilation of the passenger compartment, while in Fig.11, the device is in the thermal air treatment mode of the passenger compartment. In FIGS. 12 and 13, the casing 1 comprises the outside air intake opening 5, and is provided with a selective air distribution member 18 of the air inlet between the air intake port. 5 and the inner air inlet 20 4. This selective air distribution member 18 is placed inside the air intake chamber 3. In FIG. 12, the device is in the pre-ventilation mode of the passenger compartment. The selective air distribution member 18 is operated so that the interior air intake port 4 is closed, while the air can be admitted inside the housing 1 from the outside of the passenger compartment through the outside air intake opening 5. The admitted air flows through the exhaust air duct 6 to be discharged through the interior air exhaust vent 12 to the air outlet channel 6. inside the cockpit. In Fig.13, the device is in thermal air mode of the passenger compartment. The selective air distribution member 18 is operated so that the outside air intake port 5 is closed, while air can be admitted inside the housing 1 from the inside. from the passenger compartment through the interior air intake opening 4. The admitted air flows through the heat treatment channel 7, to be discharged from a side through the exhaust air outlet internal 12 after passing inside the first elementary channel 9, and secondly through the outside air outlet 13 after its passage inside the second elementary channel 10.

According to this embodiment, the ventilation operating mode, not shown, consists of closing off the outside air intake opening 5 via the selective air distribution member 18, as illustrated in FIG. 13. and the main air distribution member 14 closes the heat treatment channel 7. The arrangement and / or position of the various air distribution members, and more particularly the main air distribution member 14 the first primary air distribution element 15, the second elementary main air distribution member 16, the secondary air distribution member 17 and the selective air distribution member 18 are capable of be any, provided that they fulfill the function intended for them to know how to direct the air admitted inside the housing 1 towards the air evacuation channel 6 and / or the heat treatment channel 7. For example, the arrangements for arranging and position of the main air distribution member 14 shown in Fig.3 to Fig.9 are transposable to the embodiments of the devices shown in Fig.10 to Fig.14. The arrangement and / or the position of the channels between them are indifferent therefore on the one hand that the air admitted inside the housing can be distributed between the air discharge channel 6 and / or the channel heat treatment 7, and secondly that the air admitted inside the heat treatment channel 7 can be divided into two elementary streams intended to be respectively in contact with one and / or the other of the zones thermal exchange of the thermoelectric unit 8, these elementary flows being respectively and / or jointly discharged to at least one of the exhaust air outlets 12,13. More particularly, the devices shown in the figures are arranged to have the air evacuation channel 6 and the heat treatment channel 7 superimposed.

However, the orientation and / or the disposition of these channels 6,7 with respect to each other may be arbitrary. For example, these channels 6, 7 are likely to be arranged laterally and / or nested one inside the other, the respective positions of the air inlet mouths 4, 5 and the 5 evacuation mouths. 12,13 air being adapted accordingly. For example again, the respective extension orientations of the different channels 6, 7, 9, 10 are likely to vary for each of these channels, and to be different from one channel to another. The various air distribution members, and more particularly the main air distribution member 14, the first elementary main air distribution member 15, the second main element of the air distribution element 16, secondary air distribution member 17 and the selective air distribution member 18 are then arranged and / or positioned in correspondence. In Fig.14, the device is arranged ceiling. The casing 1 is equipped with mounting means 19 on the roof of the vehicle, such as on rails that comprise the latter. The blower 2 and the thermoelectric unit 8 are supplied with energy from an autonomous source of the photovoltaic cell type 20. Such photovoltaic cells 20 are placed on the roof of the vehicle, and more particularly on a sunroof on which is mounted housing 1. Such a roof 20 opening is suitable to complete the pre-ventilation of the passenger compartment provided by the implementation of the device parking station of the vehicle. This autonomous power source 20 is intended to be used as parking station of the vehicle. When the vehicle is traveling, the blower 2 and the thermoelectric unit 8 are supplied with power from the main power source 21 of the vehicle. This main power source 21 is also exploited when the sun is insufficient to exploit the latter. Selection means 22 make it possible to implement one and / or the other of the energy sources 20, 21 as required. These selection means 22 are placed under the control of first control means 23 comprising, for example, means for measuring the available power of the autonomous energy source 20 and / or means for detecting the starting of the vehicle.

The device comprises second control means 24 under whose control is placed the implementation of the blower 2 and the thermoelectric unit 8. These second control means 24 comprise control means 25 of the inversion of the polarization of the thermoelectric unit 8 and / or control means 26 of the temperature of the thermoelectric unit. These second control means 24 also comprise means 27 for controlling the air flow rate of the blower 2. The implementation of the second control means 24 is placed under the control of control means 28, comprising, for example, measuring means of the temperature inside the passenger compartment, chronometric means, means for storing a set temperature, means for storing a set air flow evacuated from the housing, or a table of control carried by the housing, or remote control means such as a remote control.

Another possible architecture shown in FIG. 15 consists of a bi-zone device for distributing the air passing through the device in two zones of the passenger compartment, namely the left side and the right side of the rear seats of the vehicle. This device comprises two housings 1, 1 'according to the invention symmetrical with respect to a plane P3. This median plane P3 extends longitudinally through the device. As a result, only one housing 1 will be described below. The housing 1 houses a blower 2. The blower 2 is housed in an air intake chamber 3. The air intake chamber 3 is in communication with an air intake port 4 from the air intake chamber 3. inside the cockpit. The air inlet 4 is in connection with the blower 2. The housing 1 also comprises an air discharge channel 6 disposed and a heat treatment channel 7. The air exhaust duct 6 and the heat treatment channel 7 are arranged in the housing 1 so as to be superimposed. Thus, the air evacuation channel 6 is disposed above the heat treatment channel 30 in the same manner as the embodiment shown in FIG. 1. The air evacuation channel 6 is in communication with a mouth external air discharge 13 via an air evacuation chamber 11. In the thermal treatment channel 7, a thermoelectric unit 8 is housed integrally. The heat treatment channel 7 also comprises a first and a second channel 9 and 10. The first elementary channel 9 is in communication with the air evacuation chamber 11 and the second elementary channel 10 is in communication with the interior air outlet mouth 12. The two elementary channels 9 and 10 are formed both by the PELTIER effect cell 20 and by a third wall 300. In the heat treatment channel 7, that is to say between the inlet 7a and the outlet 7b of this channel, the cell PELTIER effect allows to delimit the elementary channels 9, 10. In other words, on the one hand the elementary channel 9 is delimited by the PELTIER effect cell 20, the first wall 100 and the wall 1a of the housing 1 and on the other hand the channel element 10 is delimited by the PELTEIR effect cell 20 and the wall 1a of the housing 1. From the outlet 7b of the heat treatment channel 7, the elementary channels are separated from each other by a third wall 300 common . This third wall 300 extends in the extension of the PELTIER effect cell 20 to the wall 1a of the housing 1. This third wall 300 comprises an upstream end 300a in contact with the PELTIER effect cell and a downstream end 300b in contact with the wall 1a of the housing 1. Thus, the second elementary channel 10 is not in communication with the air evacuation chamber 11, which means that the air 20 passing through the second elementary channel 10 does not never meets inside the housing 1 the air flowing in the first elementary channel 9. The air distribution member 14 is in the form of a drum flap 14a. The drum flap 14a comprises two cylindrical domes 15 connected to each other by their ends 15a. These two domes are provided at their ends 15b with two circular sectors parallel to one another and whose centers are rotatably mounted on the axis A. At each end 15a of the cylindrical domes is projecting a wall 17 to ensure a seal when the air outlet channel 6 or the heat treatment channel 7 is closed by this flap 14a. The drum flap 14a is placed downstream, and more particularly at the outlet, of the air intake chamber 3 and upstream of the air evacuation channel 6 and the heat treatment channel 7. rotation axis A of the drum flap 14a is located in the air intake chamber 3 so that the wall 17 is in contact with the first wall 100 when the air evacuation channel 6 is completely closed off by the drum flap 14a, as shown in FIG.

Claims (14)

claims   1.- Preventilation, ventilation, heating and / or air conditioning device of the passenger compartment of a vehicle, comprising at least one housing (1) housing at least one blower (2) and at least one thermoelectric unit (8). ) with PELTIER effect supplied with energy from a source of electrical energy (20,21), this housing including at least one air inlet (4,5) from the interior and / or from outside the passenger compartment, and at least one exhaust air outlet (12, 13) towards the inside and / or towards the outside of the passenger compartment, characterized in that the housing ( 1) comprises at least a first air evacuation channel (6) extending between the air inlet (4, 5) and the air outlet (12, 13), and at least one second channel for the heat treatment (7) of the air which fully houses the thermoelectric unit (8) and which extends between the air intake mouth (4,5) and the mouth of the evacuation of air ( 12,13).   2.- Device according to claim 1, characterized in that the heat treatment channel (7) is subdivided into first and second elementary channels (9,10) in relation respectively to the one and the other of the faces of the thermoelectric unit (8).   3.- Device according to claim 2, characterized in that the housing (1) comprises an inner air outlet (12) for the evacuation of the air flow to the interior of the passenger compartment and a external air outlet (13) for evacuating the airflow to the outside of the passenger compartment.   4.- Device according to claim 3, characterized in that the housing (1) is provided with a secondary member (17) of air distribution for directing the flow of air from any of the first and second elementary channels (9, 10) towards one and / or the other of the exhaust air outlets (12, 13). 28 2903345 29   5.- Device according to any one of claims 3 to 4, characterized in that the air evacuation channel (6) is in communication with the external air outlet (13), and in that the first elementary channel (9) is in communication with the external air outlet (13) while the second elementary channel (10) is in communication with the interior air outlet (12) by means of a second wall (200) or a secondary air distributing member (17) or a third wall (300) and a PELTIER effect cell. 10   6.- Device according to any one of claims 3 to 4, characterized in that the air evacuation channel (6) is in communication with the inner air outlet (12), and in that that the first elementary channel (9) is in communication with the interior air outlet (12) while the second elementary channel (10) is in communication with the external air outlet (13) by means of a second wall (200) or a secondary air distributing member (17) or a third wall (300) and a PELTIER effect cell.   7.- Device according to any one of claims 2 to 6, characterized in that it comprises an air inlet chamber (3) and / or an air evacuation chamber (11) are arranged respectively upstream and downstream of all the channels (6,7,9,10).   8.- Device according to any one of the preceding claims, 25 characterized in that the housing (1) is provided with a main air distribution member (14) of the air flow admitted inside the channel. exhaust air (6).   9.- Device according to any one of claims 1 to 7, characterized in that the housing (1) is provided with a main air distribution member (14) of the air flow admitted inside the housing (1) between the exhaust air channel (6) and the heat treatment channel (7). 2903345 30   10.- Device according to claim 8, characterized in that the main air distribution member (14) is disposed upstream of the air exhaust duct (6) and the heat treatment channel (7). 5   11.- Device according to any one of claims 1 to 7, characterized in that the main air distribution member (14) is subdivided into at least two main elementary air distribution members (15,16) respectively disposed within each of the exhaust air channel (6) and the heat treatment channel (7).   12.- Device according to any one of the preceding claims, characterized in that the housing (1) comprises an inner air inlet (4) for the admission of air from the inside of the housing. cockpit 15 and an external air intake port (5) for the admission of air from outside the cockpit.   13.- Device according to claim 12, characterized in that the housing (1) is provided with a selective member (18) for distribution of air admitted between the outside air intake port (5) and the Inner air intake port (4).   14.- Device according to any one of the preceding claims, characterized in that it is arranged as a ceiling of a motor vehicle.