FR2992260A1 - PACKAGING ASSEMBLY OF A PASSENGER AND AT LEAST ONE FUNCTIONAL UNIT OF A VEHICLE. - Google Patents

Abstract

The present invention relates to a package for conditioning a passenger compartment and at least one functional unit (BT, EPT, ICE) of a vehicle, comprising a refrigerant fluid loop (BF) comprising a compressor (C), the loop refrigerant fluid (BF) being able to operate at least in an operating mode called "heat pump" and a heat transfer circuit (CC) comprising at least one main branch (BP) comprising at least a first pump (P1) providing a circulation of a coolant comprising: - a first conditioning branch (B1) comprising at least a first heat exchanger (E1) adapted to provide a thermal conditioning of the functional unit (BT, EPT, ICE) of the vehicle and, - A heating branch (BC) comprising at least one indoor heat exchanger (Ei) capable of providing a heat exchange with an interior air flow intended to be distributed in the passenger compartment. The heat transport circuit (CC) comprises distribution means (R) capable of allowing the conditioning assembly to be arranged at least in a first operating mode called "start-up heating" in which the refrigerant loop (BF) and the heat transport circuit (CC) simultaneously heat the functional unit (BT, EPT, ICE) and the air flow intended to be distributed in the passenger compartment.

Description

Package for packaging a passenger compartment and at least one functional unit of a vehicle. The present invention relates to the technical field of refrigerant and compressor air conditioning loops used in heating, ventilation and / or air conditioning systems of an air flow of a vehicle interior, in particular of a motor vehicle. The invention also relates to the field of thermal conditioning circuits of a functional unit of a vehicle, in particular an electric or hybrid vehicle. In the context of an electric vehicle, such a functional unit may be in particular an electric propulsion unit or a battery unit. In the context of a hybrid vehicle, such a functional unit may be in particular an electric propulsion unit, a battery unit or an internal combustion engine.

In the field of installations for heating, ventilation and / or air conditioning of an air flow of a passenger compartment of a vehicle, it is known to implement a thermal conditioning system comprising a ventilation unit comprising a motorcycle unit. -Aventilator that sucks the air flow to insufflate in a thermal conditioning unit from which the air flow is treated qualitatively and / or thermally. As a result, the flow of air treated qualitatively and / or thermally is directed to a diffusion unit comprising air outlets in order to diffuse the flow of treated air to different zones of the passenger compartment. The main function of the thermal conditioning unit is to heat and / or cool the air flow to a set temperature determined by a user of the vehicle. For this purpose, the conditioning unit comprises means for heating, dehumidifying and / or cooling the air flow. In the case of a vehicle with internal combustion engine such means of heating, dehumidification and / or cooling of the air flow are most generally formed, on the one hand, by a heat exchanger connected to the cooling system of the internal combustion engine to provide the heating function, and, secondly, by a heat exchanger operating as an evaporator and forming an integral part of an air conditioning loop to provide the cooling function. In the case of a hybrid vehicle or a fully electric vehicle, it is not possible to use the cooling circuit of an internal combustion engine to provide the heating function. Also, he proposed to implement an air conditioning loop adapted to be arranged in a mode of operation called "air conditioning" or "cooling" or in a mode of operation called "heating" or "heat pump". In the operating mode known as "heat pump", the air conditioning loop makes it possible, in particular, to obtain a heating function with a yield much higher than that which would be obtained with an electric radiator to ensure the same heating function. Such an air conditioning loop is called "reversible" and is particularly suitable for a vehicle whose energy consumption must be controlled. Such a "reversible" air conditioning loop is notably known from the patent application FR 2 954 463. A "reversible" air conditioning loop comprises a control unit controlling a compressor connected to a refrigerant fluid loop. The refrigerant fluid loop comprises at least one condenser, an evaporator, and a reversible heat exchanger, adapted to operate as an evaporator or as a condenser. The refrigerant fluid loop also comprises distribution means controlled by the control unit and adapted to supply, selectively or simultaneously, the evaporator, the condenser and the reversible heat exchanger. The control of the distribution means makes it possible to obtain the various desired operating modes, in particular the so-called "air-conditioning" operating mode, the so-called "heat pump" operating mode and a "dehumidification" operating mode.

Furthermore, in the context of a hybrid vehicle, such as a vehicle whose batteries are likely to be recharged by an external source, referred to as "Plug-in Hybrid Vehicle", it may be necessary, in winter period, on the one hand, to warm the cabin of the vehicle, and, on the other hand, to heat one or more functional unit (s) of the vehicle, such as a battery unit to condition it at a temperature sufficient for it to deliver the current required for the electric propulsion of the vehicle.

It thus appeared the need to have a heating, ventilation and / or air conditioning system capable of heating a passenger compartment and at least one functional unit of a vehicle and having an energy efficiency greater than that of a heating system. electric radiator.

In order to achieve this objective, the invention relates to a package for conditioning a passenger compartment and at least one functional unit of a vehicle, comprising, on the one hand, a refrigerant loop comprising a compressor ensuring the circulation a refrigerant fluid in the refrigerant fluid loop, optionally at least one external evaporator, the refrigerant fluid loop being operable at least in a so-called "heat pump" operating mode, and, other, a heat-transfer circuit comprising at least one main branch comprising at least a first pump for circulating a coolant. The heat transport circuit comprises a first conditioning branch comprising at least a first heat exchanger, adapted to provide a thermal conditioning of the functional unit of the vehicle, and a heating branch comprising at least one internal heat exchanger, capable of ensuring a heat exchange with an interior air flow intended to be distributed in the passenger compartment.

More specifically, the heat transport circuit comprises distribution means able to allow an arrangement of the packaging assembly at least in a first operating mode called "startup heating" in which the coolant loop and the heat transfer circuit simultaneously provide the heating the functional unit and the air flow intended to be distributed in the passenger compartment. The implementation of the coolant circuit co-operating with the coolant loop operating as a heat pump makes it possible to simultaneously heat the passenger compartment of the vehicle and a functional unit of the vehicle with a yield greater than that which would be achieved by the implementation of Electric heating means with Joule effect. In addition, such improved performance is obtained while the drive of the compressor and the first pump are provided by electric motors. For the purposes of the invention, the term "functional unit" is intended to mean a unit contributing to an essential function of the vehicle such as the propulsion or the active safety of the vehicle. A functional unit is to be defined as opposed to a secondary unit contributing to the comfort of the passengers of the vehicle. Thus, among the functional units of the vehicle, in particular of an electric or hybrid vehicle, it is possible to cite an electric propulsion unit, a battery unit, used for powering the electric propulsion unit, an electric motor. internal combustion, ... without this list being neither exhaustive nor exhaustive. According to various additional characteristics taken separately or in combination, the refrigerant fluid loop comprises: a heat transfer fluid condenser, capable of ensuring a heat exchange between the refrigerant and the heat transfer fluid, advantageously downstream of the compressor, an external condenser, preferably arranged downstream of the heat transfer fluid condenser, a heat-transfer fluid evaporator, adapted to allow a heat exchange between the coolant and the refrigerant, and an inner evaporator, adapted to cool the interior air flow intended for the passenger compartment of the vehicle. Preferably, the main branch comprises the heat transfer fluid condenser and the first pump, the heating branch comprises the inner heat exchanger and the first conditioning branch comprises the first heat exchanger cooperating with the functional unit.

In addition, the first conditioning branch comprises a second pump. The use of the external condenser makes it possible to guarantee that the cooling fluid is sufficiently cooled to allow optimal operation of the refrigerant loop. In addition, preferably, the refrigerant fluid loop comprises distribution means able to ensure the supply of refrigerant fluid to the external evaporator and / or the coolant evaporator and / or the inner evaporator. According to various additional characteristics taken separately or in combination, the heat transport circuit comprises: a cooling branch connected to the first conditioning branch upstream and downstream of the first heat exchanger, a second conditioning branch comprising a second heat exchanger, suitable to ensure a thermal conditioning of a second functional unit of the vehicle, a third conditioning branch comprising a first external radiator, adapted to ensure a heat exchange between the heat transfer fluid and the outside air flow. a fourth conditioning branch comprising a third heat exchanger, adapted to provide a thermal conditioning of a third functional unit of the vehicle, a fifth conditioning branch comprising a second external radiator, adapted to ensure a heat exchange between the heat transfer fluid and the outside air flow and preferably arranged upstream of the outer evaporator relative to the direction of flow of an outside air flow. In addition, the heat transport circuit comprises an electric heating unit, preferably arranged downstream of the coolant condenser, and advantageously upstream of the first heat exchanger and the indoor heat exchanger, the implementation of such a unit. electric heating provides satisfactory heating of the passenger compartment and the functional unit when the heat output provided by the refrigerant loop operating as a heat pump is not sufficient. The heat transport circuit can, moreover, be used to optimize heat exchanges and in particular to recover the heat generated by certain functional units of the vehicle to ensure the heating of the passenger compartment in particular. Thus, the present invention makes it possible, after the vehicle has been started, to best recover the heat produced by at least one functional unit of the vehicle for heating the passenger compartment. Indeed, the so-called "heat pump" operating mode makes it possible to extract calories from the heat transfer fluid that has traveled through the functional unit while the latter is not at a temperature sufficient to directly heat the cabin. According to a preferred variant embodiment, the first heat exchanger exchanges heat with a battery unit and the heat transfer circuit comprises a second conditioning branch comprising a pump and a second heat exchanger cooperating with an electric propulsion unit of the vehicle. . According to the present invention, the distribution means are able to ensure the circulation of the heat transfer fluid in the main branch and / or the heating branch and / or the cooling branch and / or the first conditioning branch and / or the second branch. conditioning branch and / or the third conditioning branch and / or the fourth conditioning branch and / or the fifth conditioning branch of the heat transport circuit. In particular, on the one hand, the main branch and, on the other hand, the heating branch and / or the cooling branch and / or the first conditioning branch and / or the second conditioning branch and / or the third branch and / or the fourth conditioning branch and / or the fifth conditioning branch are arranged in parallel.

According to various embodiments, which can be combined or taken independently, the distribution means are able to define: a first closed circuit comprising the cooling branch and the first conditioning branch and / or the second conditioning branch, a second closed circuit comprises the main branch and the heating branch, advantageously distinct from the first closed circuit, a third closed circuit comprising the second conditioning branch and the third conditioning branch, a fourth closed circuit comprising the first conditioning branch and the cooling branch, a fifth closed circuit comprising the heating branch, the fourth conditioning branch and the fifth conditioning branch, and a sixth closed circuit comprising the main branch, the second conditioning branch and the third conditioning branch. In the implementation of the various embodiments of the present invention, the refrigerant loop operating as a heat pump, the packaging assembly is capable of operating at least in: - in a first mode of operation said "Start-up heating" in which the refrigerant undergoes expansion before passing through the external evaporator and condensation of the refrigerant takes place in the coolant condenser, and in which the circulation of the coolant is from the fluid condenser coolant to the indoor heat exchanger and the first heat exchanger, and in a first operating mode called "heating in electric running", wherein the refrigerant is expanded before passing through the coolant evaporator, and in which the circulation of the coolant is on the one hand in the first closed circuit and, on the other hand, secondly, in the second closed circuit. Thus, the present invention makes it possible, during the electric taxiing phase, to best recover, by the operation as a heat pump of the refrigerant loop, the heat produced by an operating unit of the vehicle, in particular the unit of battery and / or the propulsion unit, to ensure the heating of the passenger compartment. In addition, optionally, in the first mode of operation called "heating at startup", the electric heating means are activated.

According to the present invention, the use of the first external radiator and / or the second external radiator makes it possible to evacuate the heat towards the outside air flow, when the heat absorbed by the refrigerant loop as a heat pump is not sufficient to ensure proper cooling of the functional units, or when a functional unit produces a quantity of heat such that it is necessary to isolate the heat transfer fluid which runs through the coolant flowing through the other sources heats that can be used for heating the cabin.

In addition, in the implementation of the various embodiments of the present invention, the refrigerant loop operating as a heat pump, the packaging assembly is capable of operating at least in: a second mode of operation said "heating in electric running", in which the refrigerant is expanded before passing through the outer evaporator, and in which the circulation of the coolant is on the one hand, in the closed circuit comprising the main branches and heating, and, secondly, in the other closed circuit comprising the second and third conditioning branches, and in a first operating mode called "defrosting", in which the circulation of the coolant is made, on the one hand, in the closed circuit comprising the main branch and the second and third conditioning branches and, on the other hand, in the closed circuit comprising the branch In addition, in the implementation of the various embodiments of the present invention, the refrigerant loop operating in the cooling mode, the packaging unit is capable of operating at the same time. less in: in a second mode of operation called "dehumidification", in which the refrigerant undergoes a relaxation before passing through the inner evaporator and the coolant evaporator, and in which the circulation of the heat transfer fluid is made of a part, in the closed circuit comprising the main and heating branches and, on the other hand, in the closed circuit comprising the first conditioning branch and the cooling branch and / or in the closed circuit comprising the second and third conditioning branches , in a third mode of operation called "dehumidification", in which the refrigerant fluid manager undergoes a relaxation before passing through the inner evaporator and the coolant evaporator, and wherein the circulation of the heat transfer fluid is, on the one hand, in the closed circuit comprising the heating branch and the fourth branch of conditioning and possibly the fifth conditioning branch, on the other hand, in the closed circuit comprising the first conditioning branch and the cooling branch and, moreover, in the closed circuit comprising the main branch, and the second and third conditioning branches. .

Moreover, in the implementation of the various embodiments of the present invention, the refrigerant loop functioning as cooling, the packaging assembly is capable of operating at least in: .in an operating mode said " cooling of the passenger compartment ", in which the refrigerant is expanded before passing through the inner evaporator and the coolant evaporator, and in which the circulation of the coolant is on the one hand in the closed circuit comprising the main branch and the third conditioning branch and possibly the second conditioning branch, and secondly, in the closed circuit comprising the first conditioning branch and the cooling branch. Of course, the various features, variations and / or embodiments of the present invention may be associated with each other in various combinations to the extent that they are not incompatible or exclusive of each other. The present invention will be better understood and other features and advantages will become apparent upon reading the detailed description which follows, comprising embodiments given by way of illustration with reference to the appended figures, presented by way of non-limiting examples. which may be used to complete the understanding of the present invention and the explanation of its realization and, where appropriate, to contribute to its definition, in which: FIG. 1 is a diagrammatic view of a packaging assembly 30 of a air flow of a vehicle passenger compartment according to the present invention, and - Figures 2 to 10 are schematic views of various modes of operation of the packaging assembly of Figure 1.

It should be noted that, in the figures, the structural and / or functional elements common to the various embodiments may have the same references. Thus, unless otherwise stated, such elements have identical structural, dimensional and material properties. According to the present invention, the terms "downstream", "upstream", "in series" and "in parallel" describe the position of one component relative to another, according to the refrigerant circulation direction in a fluid loop. refrigerant or in the direction of circulation of coolant in a heat transport circuit. It should be noted that in Figure 1, the pipes of the refrigerant loop are shown in broken lines while the pipes of the heat transport circuit are shown in solid lines. In FIGS. 2 to 10, the pipes of the refrigerant loop traversed by the cooling fluid are represented in continuous thin lines, the flow direction of the refrigerant being indicated by arrows, while the inactive channels of the loop refrigerant, that is to say that are not traversed by the refrigerant, are illustrated in broken lines. Likewise, in FIGS. 2 to 10, the heat transport circuit conduits traversed by the heat transfer fluid are represented in continuous bold lines, the direction of circulation of the coolant being indicated by arrows, while the inactive lines of the heat transport circuit are indicated. that is to say which are not traversed by the coolant, are illustrated in broken lines. Generally, a heating, ventilation and / or air conditioning installation comprises a heating, ventilation and / or air conditioning unit comprising, in the direction of circulation of an interior air flow through the heating, ventilation and / or heating casing. or air conditioning, a ventilation unit, a thermal conditioning unit and a distribution unit. The ventilation unit comprises a ventilation box provided with at least one air inlet and at least one air outlet. The fan housing houses a motor-fan unit comprising a turbine driven in rotation by an electric motor to suck up the interior air flow through the air inlet of the fan box and expel it through the outlet of the fan. air from the fan box connected to an inlet of the thermal conditioning unit. Finally, the thermal conditioning unit comprises at least one air outlet connected to an inlet of the dispensing unit.

In order to ensure a heating function, the thermal conditioning unit comprises heating means comprising at least one internal heat exchanger Ei forming an integral part of a heat transfer circuit CC. The thermal conditioning unit also comprises cooling means consisting, in particular, of an internal evaporator EVi forming an integral part of a refrigerant loop BF. The internal heat exchanger Ei and the internal evaporator EVi are visible in FIG. 1, which is a schematic view of a conditioning assembly of an interior air flow intended to be diffused in a passenger compartment and / or of a functional unit of a vehicle according to the present invention. In addition, the thermal conditioning unit also comprises air flow circulation channels associated with flaps controlled according to the aerothermal treatment of the desired indoor air flow. The dispensing unit comprises, in turn, at least one air outlet for supplying different outlet mouths in the passenger compartment of the vehicle. The air outlets of the distribution unit are then associated with distribution flaps controlled according to the commands of a user of the vehicle. The invention relates more particularly to a packaging assembly associated with the heating, ventilation and / or air-conditioning unit of the heating, ventilation and / or air-conditioning installation and an exemplary embodiment of which is illustrated in FIG. to provide heat or cold, the packaging assembly comprises the refrigerant loop BF and the heat transfer circuit CC cooperating to heat and / or cool the passenger compartment and / or at least one functional unit of the vehicle. The refrigerant fluid loop BF comprises a compressor C, ensuring the circulation and compression of a refrigerant fluid in the refrigerant loop BF. Preferably, the compressor C is controlled by a control unit U. In order to simplify the reading of the figures, the links between the control unit C and the various devices that it controls are not represented. The compressor C is preferably an electrically driven compressor 15 but could also be a hybrid compressor capable of being driven either by an electric motor or by an internal combustion engine. The refrigerant circulating in the refrigerant loop BF may be of any suitable nature, in particular consisting of a halogenated hydrocarbon or a mixture of halogenated hydrocarbons. In a preferred but non-exclusive embodiment, the refrigerant is constituted by a so-called supercritical gas, such as carbon dioxide. Moreover, alternatively, the refrigerant can also be a fluid with a low environmental impact. The compressor C is connected to the refrigerant loop BF by, downstream, a discharge pipe 20 and, upstream, a suction pipe 21. The refrigerant loop BF comprises, from the compressor C in the 30 direction of circulation of the refrigerant fluid, a condenser CDc, adapted to ensure a heat exchange between the refrigerant and a coolant circulating in the heat transfer circuit CC. Thus, the CDc condenser is also called CDc coolant condenser. The coolant condenser CDc ensures the cooperation between the refrigerant loop BF and the heat transfer circuit CC as will appear below.

The heat transfer fluid circulating in the heat transfer circuit CC may be of any suitable nature insofar as the heat transport function is not likely to be affected by the outside temperature, the temperature of the refrigerant with which it must exchange or the operating temperature of the functional units. Thus, the coolant can, for example, be formed by a liquid such as brine. The refrigerant fluid loop BF comprises, downstream of the coolant condenser CDc, an external condenser Cde, adapted to ensure cooling of the cooling fluid by exchange with an outside air flow. For this purpose, the external condenser CDe is preferably located in a front compartment of the vehicle so as to be passed through the outside air flow. For the purposes of the invention, the flow of air passing through the external condenser CDe is described as "outside" as opposed to the flow of air intended for the passenger compartment, referred to as the interior air flow. Thus, the outside air flow is a flow of air from outside the passenger compartment of the vehicle and which is not intended to be distributed in the passenger compartment of the vehicle.

In the same way, the external condenser CDe is qualified "outside" as opposed to a suitable internal heat exchanger and placed to exchange heat or cold with the interior air flow intended to be diffused in the passenger compartment. of the vehicle.

The refrigerant fluid loop BF comprises, downstream of the external condenser CDe and in parallel with each other: an external evaporator EVe, intended to exchange heat with the outside air flow and preferably, located in the front compartment of the vehicle the internal evaporator EVi, intended to exchange heat with the internal air flow and preferentially integrated in the heating, ventilation and / or air conditioning unit, and a heat-exchange fluid evaporator EVc, connected to the heat transfer circuit CC and adapted to allow a heat exchange between the coolant and the coolant.

The external evaporator Eve, the inner evaporator EVi and the evaporator with heat transfer fluid EVc are associated with respective expansion means. Thus, the refrigerant fluid loop BF comprises: a first expansion means 22, arranged upstream of the external evaporator Eve, a second expansion means 23, arranged upstream of the internal evaporator EVi, and a third expansion means 24, arranged upstream of the heat-exchange fluid evaporator EVc.

According to the exemplary embodiment illustrated, the first expansion means 22, the second expansion means 23 and the third expansion means 24 are formed by thermostatic expansion valves. Alternatively, the first expansion means 22, the second expansion means 23 and the third expansion means 24 could also be formed by capillary tubes, advantageously integrated respectively with the external evaporator Eve, the internal evaporator EVi and the evaporator with heat transfer fluid EVc. In order to allow a configuration according to various modes of operation, the refrigerant fluid loop BF also comprises distribution means D. Preferably, the distribution means D are arranged between, on the one hand, the external condenser CDe and, on the other hand, on the other hand, the external evaporator Eve, the internal evaporator EVi and the evaporator with heat transfer fluid EVc. The distribution means D are advantageously controlled by the control unit U to supply, selectively or simultaneously, the external evaporator EVe, the indoor evaporator EVi and the evaporator a heat transfer fluid EVc.

In addition, the external evaporator Eve, the internal evaporator EVi and the heat-transfer fluid evaporator EVc are connected to the compressor C via the suction pipe 21. Furthermore, as shown in FIG. CC heat transport circuit comprises a main branch BP comprising a first pump P1 ensuring the circulation of a heat transfer fluid inside the circuit CC. The first pump P1 is advantageously an electric pump controlled by the control unit U. The main branch BP also comprises the coolant condenser CDc and an electric heating unit EH.

Preferably, the electric heating unit EH is arranged downstream of the coolant condenser CDc. The electric heating unit EH is suitable for heating the heat transfer fluid. Advantageously, the electric heating unit EH is controlled by the control unit U.

In addition, in parallel with the main branch BP, the heat transfer circuit CC comprises at least: a heating branch BC, comprising the internal heat exchanger Ei, a cooling branch BR, comprising the coolant evaporator EVc, a first conditioning branch Bi, comprising a first heat exchanger E1, a second conditioning branch B2, comprising a second heat exchanger E2, a third conditioning branch B3, comprising a first external radiator R1, a fourth conditioning branch B4, comprising a third heat exchanger E3, a fifth conditioning branch B5, comprising a second external radiator R2, and a branch branch BD. According to the present invention, the heat transfer circuit CC comprises the main branch BP and at least one of the branches listed above.

Preferably, the indoor heat exchanger Ei is integrated in the heating, ventilation and / or air conditioning unit. The indoor heat exchanger Ei is adapted to ensure a heat exchange between the heat transfer fluid and the interior air flow intended to be diffused in the passenger compartment of the vehicle.

In addition, the first conditioning branch B1 comprises a first functional unit of the vehicle, for example a battery unit BT. According to the illustrated example, the first conditioning branch B1 comprises a second pump P2 ensuring the circulation of the heat transfer fluid inside the first conditioning branch Bi. The first heat exchanger El provides the thermal conditioning of the first functional unit of the vehicle, for example the battery unit BT. The second pump P2 is advantageously an electric pump driven by the control unit U. Preferably, the second pump P2 is disposed upstream of the first heat exchanger Ei. The cooling branch BR is connected to the first conditioning branch Bi, on the one hand, upstream of the second pump P2 and, on the other hand, downstream of the first heat exchanger E1. Moreover, the second branch B2 packaging comprises a second functional unit of the vehicle, for example an electric propulsion unit EPT. According to the illustrated example, the second conditioning branch B2 comprises a third pump P3 ensuring the circulation of the heat transfer fluid inside the second conditioning branch B2. The second heat exchanger E2 provides the thermal conditioning of the second functional unit of the vehicle, for example the electric propulsion unit EPT.

The third pump P3 is advantageously an electric pump controlled by the control unit U. Preferably, the third pump P3 is disposed upstream of the second heat exchanger E2.

The second packaging branch B2 is connected to the third packaging branch B3. The first external radiator R1 of the third conditioning branch B3 is intended to ensure a heat exchange between the coolant and the outside air flow. The first external radiator R1 is preferably arranged in the front compartment. Advantageously, the first external radiator R1 is located upstream of the external evaporator Eve, with respect to the flow direction of the outside air flow.

Preferably, the third conditioning branch B3 is connected in parallel with the main branch BP, the first conditioning branch B1 and the second conditioning branch B2. In addition, the fourth conditioning branch B4 comprises a third functional unit of the vehicle, for example an ICE propulsion member of the vehicle, in particular an internal combustion engine or an electric motor. According to the illustrated example, the fourth conditioning branch B4 comprises a fourth pump P4 ensuring the circulation of the heat transfer fluid inside the fourth conditioning branch B4. The third heat exchanger E3 provides the thermal conditioning of the third functional unit of the vehicle, for example the ICE propulsion unit of the vehicle.

The fourth pump P4 is, for example, an electric pump controlled by the control unit U. Preferably, the fourth pump P4 is disposed upstream of the third heat exchanger E3. Alternatively, the fourth pump P4 is preferably a mechanical pump driven by the internal combustion engine. The fourth conditioning branch B4 is connected in parallel with the heating branch BC and the main branch BP.

Preferably, the second external radiator R2 is located in the front compartment of the vehicle. Insofar as, as will become apparent later, the coolant circulating in the second external radiator R2 is likely to come directly from the third heat exchanger E3 and therefore to have a temperature that is very much greater than that of the circulating heat transfer fluid. in the first external radiator R1 and coming from the second heat exchanger E2 and / or the main branch BP, the second external radiator R2 is preferably located downstream of the first external radiator R1, with respect to the flow direction of the flow outside air. In addition, advantageously, the second external radiator R2 is placed upstream of the external evaporator Eve, with respect to the direction of flow of the outside air flow. According to the illustrated example, branch branch BD allows the heat transfer fluid to bypass the second external radiator R2. The bypass of the second external radiator R2 is actuated when the ICE propulsion unit has not reached an optimum operating temperature. In such a configuration, it is not desirable to cool the ICE propulsion unit, it being understood that the circulation of the heat transfer fluid can be ensured by the fourth pump P4 as soon as the ICE propulsion unit is put into operation. . By way of example, the circulation of the coolant in branch branch BD is controlled by a thermostatic valve, not shown.

The heat transfer circuit CC further comprises distribution means R, advantageously controlled by the control unit U. The distribution means R are able to ensure the circulation of the coolant in: the heating branch BC, and / or the cooling branch BR, and / or the first conditioning branch B1, and / or a second conditioning branch B2, and / or a third conditioning branch B3, and / or a fourth conditioning branch B4, and / or a fifth conditioning branch B5, and / or a branch branch BD. Similarly, the distribution means R are able to selectively isolate certain parts of the heat transfer circuit CC so that the coolant can flow in a closed circuit in separate parts of the heat transfer circuit CC as will appear below. According to the illustrated example, the distribution means R comprise three three-way valves, preferably controlled by the control unit U. A first three-way valve V1 is arranged at the junction of the first conditioning branch B1 and the branch of BR cooling. Advantageously, the first three-way valve V1 is arranged upstream of the second pump P2. A second three-way valve V2 is arranged at the junction between the heating branch BC, a connecting line 25 to the main branch BP and a connecting line 26 to the fourth conditioning branch B4 and the fifth conditioning branch B5. Preferably, the second three-way valve V2 is arranged downstream of the first pump P1 and the fourth pump P4.

A third three-way valve V3 is arranged at the junction between the main branch BP, the first conditioning branch B1 and the second conditioning branch B2. Preferably, the third three-way valve V3 is arranged downstream of the first pump P1, the second pump P2 and the third pump P3. The packaging assembly according to the present invention thus has two subsets of branches parallel to each other. Thus, the main branch BP, the first branch of conditioning B1, the second branch of conditioning B2 and the third branch of conditioning B3 define a first subset of branches. On the other hand, the main branch BP, the heating branch BC, the fourth conditioning branch B4, the fifth conditioning branch B5 and the branch branch BD constitute a second subset of branches.

The packaging assembly, thus formed, is capable of being arranged according to different modes of operation, preferably managed by the control unit U, depending on the needs of the functional units of the vehicle and the comfort wishes of the occupants of the vehicle. cabin.

The refrigerant fluid loop BF is reversible and is therefore likely to operate, either in a so-called "heat pump" operating mode, when it is necessary to heat the flow of air intended to be diffused into the cabin, or in a mode of operation called "cooling", when it is necessary to cool the air flow intended to be distributed in the passenger compartment. FIGS. 2 to 10 are diagrammatic views of various modes of operation of the packaging assembly of FIG. 1. The various modes of operation of the packaging assembly are notably controlled by the control unit U.

In a first step, modes of operation of the packaging assembly in which the refrigerant fluid loop BF is in the so-called "heat pump" operating mode will be described.

Thus, when the refrigerant loop BF operates in the so-called "heat pump" operating mode and it is necessary to heat, at the start of the vehicle, both the passenger compartment and a functional unit of the vehicle, in particular the battery unit BT, the packaging unit is configured in a first operating mode called "heating at startup".

The first mode of operation known as "start-up heating" is illustrated in FIG. 2. The refrigerant fluid loop BF is arranged in such a way that the refrigerant supplies the external evaporator Eve after having undergone a relaxation at the inlet or just upstream of the Eve outdoor evaporator. As a result, the coolant reaches compressor C. Thus, at the outlet of the compressor C, the refrigerant passes through the coolant condenser CDc and the external condenser CDe before entering the external evaporator EVe. Advantageously, the coolant delivers, at the coolant condenser CDc, the heat taken from the external environment by the external evaporator EVe. At the same time, the first pump P1 is put into operation and the distribution means R are configured so that the coolant flows through both the first conditioning branch B1 and the heating branch BC after passing through the condenser with coolant CDc. Thus, the coolant delivers the heat absorbed at the coolant condenser CDc at the first heat exchanger E1 and the indoor heat exchanger Ei.

In the first mode of operation called "start-up heating", advantageously, the heat transfer fluid does not circulate in the cooling branch BR.

The first mode of operation known as "start-up heating" thus makes it possible to heat the passenger compartment and a functional unit of the vehicle, in particular the battery unit BT, by virtue of the configuration in the operating mode known as the "heat pump" of the coolant loop BF and the circulation of the coolant only in the first conditioning branch B1, the main branch BP and the heating branch BC of the coolant circuit CC. The first mode of operation called "heating at startup" is generally implemented when the outside temperature is low, especially in winter. In this case, if the heat recovered by the coolant loop BF configured in the operating mode called "heat pump" is not sufficient to heat both the functional unit of the vehicle, in particular the unit of BT battery, and the cabin, the set of conditioning can be configured in a second mode of operation called "heating at startup". The second operating mode, known as "start-up heating", corresponds to the first mode of operation known as "start-up heating" in which electric heating means EH are activated. Thus, the electric heating means EH then provide the heat transfer fluid with the additional heat necessary for the proper heating of the passenger compartment and the functional unit of the vehicle, in particular the battery unit BT.

It should be noted that the first mode of operation called "heating at startup" and the second mode of operation called "heating at startup" are generally implemented in the case of immobility of the vehicle or a taxi of the latter in electric mode, the ICE propulsion unit being stopped.

After a certain period of operation of the first mode of operation known as "start-up heating" and / or of the second mode of operation known as "start-up heating" and / or electrical running of the vehicle, the various functional units of the vehicle, in particular the BT battery unit and / or EPT electric propulsion unit, reach operating temperatures requiring their cooling. The invention then proposes to recover the heat produced by all or part of the functional units of the vehicle to heat the passenger compartment of the vehicle. For this purpose, the conditioning unit is configured in a first operating mode called "heating in electric running", more particularly illustrated in FIG.

In the first mode of operation called "heating in electric running", the distribution means R are arranged to define, in the heat transfer circuit CC, a first closed circuit CF1 and a second closed circuit CF2. Preferably, the first closed circuit CF1 and the second closed circuit CF2 are distinct. The heat transfer fluid then circulates in a loop in the first closed circuit CF1 and the second closed circuit CF2, without mixing of the coolant circulating in the first closed circuit with the coolant flowing in the second closed circuit CF2.

The first closed circuit CF1, also qualified as the first closed cooling circuit, comprises the cooling branch BR, the first conditioning branch B1 and / or the second conditioning branch B2.

The second closed circuit CF2, also qualified as a closed heating circuit, comprises the main branch BP and the heating branch BC. In the first operating mode called "heating in electric running", the distribution means D of the refrigerant loop are arranged in such a way that the refrigerant supplies the evaporator with heat transfer fluid EVc having undergone an expansion at the same time. inlet or just upstream of the EVc coolant evaporator to then join the compressor C.

At the outlet of the compressor C, the refrigerant passes through the coolant condenser CDc and the external condenser CDe before passing through the evaporator coolant EVc.

According to the operating temperature of the functional units of the vehicle, in particular of the battery unit BT and the electric propulsion unit EPT, the distribution means R, more particularly the first three-way valve V1, the second pump P2 and the third pump P3 are arranged so that the heat transfer fluid circulates in the cooling branch BR and: - either in the first conditioning branch B1, - or in the second conditioning branch B2, - or both in the first conditioning branch B1 the second packaging branch B2.

In all these cases, the coolant circulating in the first closed circuit CF1 is cooled in the heat-exchange fluid evaporator EVc in which it transfers to the refrigerant the calories taken from the functional units of the vehicle, in particular from the battery unit BT and of the EPT electric propulsion unit. The refrigerant then returns the calories to the heat transfer fluid passing through the coolant condenser CDc. The coolant circulating in the second closed circuit CF2 conveys the calories to the indoor heat exchanger Ei so as to heat the air flow to be distributed in the passenger compartment. The first mode of operation called "heating in electric running" is generally implemented when the outside temperature is low, especially in winter. In this case, if the heat recovered by the coolant loop BF configured in the so-called "heat pump" operating mode is not sufficient to heat the passenger compartment, the conditioning unit can be configured in the first mode. said operating "heating in electric running" while activating the electric heating means EH, then providing the heat transfer fluid the additional heat necessary for the proper heating of the passenger compartment. When the vehicle is in the electric rolling phase and it is necessary to heat the passenger compartment, the packaging unit can be configured in a second operating mode called "heating in electric running", more particularly illustrated in FIG. 4. In the second mode of operation known as "heating in electric running", the refrigerant undergoes a relaxation at least before passing through the external evaporator EVe, so that the refrigerant loop BF is arranged as in the first operating mode said "start-up heating". At the same time, the distribution means R are arranged and the first pump P1 and the third pump P3 are put into operation so that the coolant flows on the one hand, in the second closed circuit CF2 comprising the main branch. BP and the heating branch BC, and secondly, in a third closed circuit CF3, also called second closed cooling circuit, comprising the second conditioning branch B2 and the third conditioning branch B3. Thus, in the second mode of operation called "heating in electric running", the cooling of the electric propulsion unit EPT is ensured by the third closed circuit CF3 with an evacuation of the heat captured at the level of the electric propulsion unit EPT outward at the first external radiator R1. The heating of the cabin is, moreover, provided by the refrigerant loop BF configured in the operating mode known as "heat pump" and by the second closed circuit CF2. According to another embodiment of the present invention, the second mode of operation called "heating in electric rolling", the electric heating means EH are activated to complete the heat input of the refrigerant loop BF. According to another variant of the second operating mode called "heating in electric running", on the one hand, the coolant loop BF is arranged so as to provide a supply of the coolant evaporator EVc and the coolant circuit CC is arranged to ensure circulation of the coolant in a fourth closed circuit CF4, also called third closed cooling circuit, comprising the first conditioning branch B1 and the cooling branch BR. Thus, cooling the cooling of the battery unit BT is ensured. During prolonged operation of the external evaporator Eve, frost is likely to form on its surface, especially when the outside temperature is low, especially in winter. It is therefore necessary to defrost the external evaporator Eve to maintain the efficiency of the refrigerant loop BF configured in the so-called "heat pump" operating mode. For this purpose, the conditioning unit can be configured in a first operating mode called "defrosting" illustrated in FIG. 5. In the first operating mode called "defrosting", the ICE propulsion unit, in particular the combustion engine internal combustion, is in operation. The heat transfer circuit CC is arranged so as to ensure a circulation of the coolant in a fifth closed circuit CF5, also called a fourth closed cooling circuit, comprising the heating branch BC, the fourth conditioning branch B4 and the fifth conditioning branch B5 , and possibly the derivation branch BD.

The heat transfer circuit CC is also arranged so as to ensure a circulation of the coolant in the third closed circuit CF3 comprising the second conditioning branch B2 and the third conditioning branch B3. Thus, the third closed circuit CF3 makes it possible to cool the electric propulsion unit EPT. The heat dissipated through the second radiator R2 is transferred by the outside air flow to the external evaporator Eve which is then likely to defrost. In the first operating mode called "defrosting", the refrigerant loop BF is stopped the time to proceed with the defrosting of the external evaporator EVe. However, according to a second operating mode called "defrosting", not shown, the operation of the refrigerant loop BF configured in the operating mode called "heat pump" is maintained during defrosting. For this purpose, the distribution means R are arranged and the third pump P3 and the fourth pump P4 are put into operation, so that the coolant flows, on the one hand, in the fifth closed circuit CF5 including the fourth conditioning branch B4 and the fifth conditioning branch B5 and, secondly, in the second closed circuit CF2 comprising the main branch BP and the heating branch BC. Optionally, the distribution means R are arranged in such a way that the coolant flows in the second conditioning branch B2 and / or the third conditioning branch B3. The heat dissipated through the external condenser CDe is transferred by the external air flow to the external evaporator Eve which is then likely to defrost. The refrigerant fluid loop BF is also adapted to operate in a so-called "cooling" mode of operation, in order to allow cooling and / or dehumidification of the interior air flow intended to be diffused into the passenger compartment.

The dehumidification of the interior air flow is to pass the flow of air to be diffused in the passenger compartment on a cold surface to condense all or part of at least the water vapor contained in the indoor air flow .

As a result, the interior air flow intended to be distributed in the cabin can be warmed before being distributed in the passenger compartment so as to avoid lowering the temperature of the passenger compartment, or to ensure a rise of the temperature of the passenger compartment without risk of fogging.

The present invention proposes to implement the heat transfer circuit CC and the different branches so as to optimize the cooling and heating of the interior air flow intended to be distributed in the passenger compartment as part of the dehumidification.

In the operating mode called "cooling" of the refrigerant loop BF, the inner evaporator EVi is supplied with refrigerated fluid having undergone a relaxation just upstream or at the inlet of the inner evaporator EVi. Cooling of the refrigerant fluid at the outlet of the compressor C is then ensured in the coolant condenser CDc and in the external condenser CDe. Unless otherwise indicated, it is considered that in the various modes of operation called "dehumidification" described below, the refrigerant loop BF configured in the operating mode called "cooling".

According to a first mode of operation called "dehumidification" illustrated in FIG. 6, the distribution means R are arranged and the first pump P1 is put into operation so that the heat transfer fluid circulates in the second closed circuit CF2 comprising the branch main BP and BC heating branch. Thus, the flow of air intended to be diffused in the cabin is first dehumidified in contact with the internal evaporator EVi and then heated in the indoor heat exchanger Ei by the heat transfer fluid heated by heat exchange with the refrigerant, compressed at the outlet of the compressor C, in the coolant condenser CDc Alternatively or additionally, the air flow intended to be diffused in the passenger compartment is first dehumidified in contact with the EVi interior evaporator and then heated in the coolant condenser CDc, by the compressed refrigerant at the outlet of the compressor C.

According to a second mode of operation called "dehumidification" illustrated in FIG. 7, the distribution means D are arranged in such a way that, respectively, the internal evaporator EVi and the heat-exchange fluid evaporator EVc are supplied with refrigerant having undergone a relaxation. The coolant loop BF configured in the operating mode called "cooling". In the second operating mode called "dehumidification", the distribution means R are arranged and the first pump Pi, the second pump P2 and the third pump P3 are put into operation so as to define the first closed circuit CF1 and the second circuit separate CF2 closed, in which the heat transfer fluid circulates in a loop, without mixing of the coolant circulating in the first closed circuit CF1 with the coolant flowing in second closed circuit CF2.

The first closed circuit CF1 comprises the cooling branch BR and the first conditioning branch B1 and / or the second conditioning branch B2. The second closed circuit CF2 comprises the main branch BP and the heating branch 30 BC. Depending on the operating temperature of the functional units of the vehicle, in particular the battery unit BT and the electrical propulsion unit EPT, in the second mode of operation called "dehumidification", the operation of the distribution means R, more particularly the first three-way valve V1, and the second pump P2 and the third pump P3 are arranged so that the heat transfer fluid circulates in the cooling branch BR and: - either in the first conditioning branch Bi, - or in the second conditioning branch B2, - or both in the first conditioning branch B1 the second conditioning branch B2.

Thus, the interior air flow intended to be diffused in the passenger compartment is first dehumidified in contact with the internal evaporator EVi and then reheated, in the coolant condenser CDc and / or in the indoor heat exchanger Ei.

Furthermore, the functional units of the vehicle, in particular the battery unit BT and / or the electrical propulsion unit EPT, are cooled by the cooled heat transfer fluid through the evaporator coolant EVc.

Of course, in the second mode of operation known as "dehumidification", the distribution means R are arranged in such a way that, preferably, the first closed circuit CF1 comprises only the cooling branch BR and the first conditioning branch Bi.

Alternatively, an alternative embodiment of the second operating mode called "dehumidification", the distribution means R are arranged and the first pump Pi, the second pump P2 and the third pump P3 are operated so that the heat transfer fluid circulates only in the second closed circuit CF2.

In an alternative embodiment of the second mode of operation called "dehumidification" illustrated in FIG. 8, the distribution means R are arranged and the first pump Pi, the second pump P2 and the third pump P3 are operated in such a way that that the heat transfer fluid circulates in three separate closed circuits, namely: the second closed circuit CF2, comprising the main branch BP and the heating branch BC, the third closed circuit CF3, comprising the second conditioning B2 and the third branch of conditioning B3, and the fourth closed circuit CF4, comprising the first conditioning branch B1 and the cooling branch BR.

According to a third mode of operation called "dehumidification" illustrated in Figure 9, the heat produced by the operation of the ICE propulsion unit is used to ensure the heating of the air flow intended to be distributed in the passenger compartment . Preferably, in the third mode of operation called "dehumidification", the air flow intended to be diffused into the passenger compartment is cooled in contact with the internal evaporator EVi. For this purpose, the distribution means R are arranged and the first pump P1, the second pump P2 and the third pump P3 are operated so as to ensure the circulation of the heat transfer fluid in three separate closed circuits, namely: the fourth circuit closed CF4, comprising the first conditioning branch B1 and the cooling branch BR, the fifth closed circuit CF5, comprising the heating branch BC, the fourth conditioning branch B4 and the fifth conditioning branch B5, and possibly the branch branch BD and a sixth closed circuit CF6, comprising the main branch BP, the second conditioning B2 and the third branch conditioning B3.

Furthermore, in the third mode of operation known as "dehumidification", the distribution means D are arranged in such a way that, respectively, the internal evaporator EVi and the heat-exchange fluid evaporator EVc are supplied with refrigerant fluid having undergone relaxation. The refrigerant fluid loop BF is configured in the operating mode called "cooling". The packaging assembly according to the present invention is also designed to operate in a mode of operation called "cooling of the passenger compartment" while the vehicle is in electric driving phase in particular. In the so-called "cockpit cooling" operating mode illustrated in FIG. 10, the coolant loop BF is configured in the so-called "cooling" operating mode, the distribution means D are arranged in such a way that respectively, the indoor evaporator EVi and the coolant evaporator EVc are supplied with refrigerated fluid having undergone relaxation. Cooling of the refrigerant at the outlet of the compressor C is then ensured in the coolant condenser CDc and in the external condenser CDe. In the so-called "passenger compartment cooling" operating mode, the distribution means R are arranged and the first pump Pi, the second pump P2 and the third pump P3 are put into operation so as to ensure the circulation of the heat transfer fluid. in two separate closed circuits, namely: the fourth closed circuit CF4, comprising the first conditioning branch B1 and the cooling branch BR, and the sixth closed circuit CF6, comprising the main branch BP and the third conditioning branch B3 and or the second B2 conditioning branch. Optionally, in the so-called "passenger compartment cooling" operating mode, the distribution means R are arranged and the first pump Pi, the second pump P2 and the third pump P3 are put into operation 30 so as to ensure the circulation of the heat transfer fluid in: - the fifth closed circuit CF5, comprising the heating branch BC, the fourth conditioning branch B4 and the fifth conditioning branch B5, and optionally the branch branch BD, and thus, the heat extracted from the air flow interior intended to be distributed in the passenger compartment, functional units of the vehicle, in particular of the battery unit and the electric propulsion unit, are discharged into the outside air flow through the first radiator R1 and / or the second radiator R2.

It should be noted that the third mode of operation called "dehumidification" can be used intermittently with the operating mode called "cooling of the passenger compartment" in order to proceed with the deicing of the EVi indoor evaporator.

Of course, various other embodiments and modes of operation of the packaging assembly of the present invention may be contemplated within the scope of the appended claims. Moreover, the refrigerant fluid loop BF may comprise a bottle for collecting the refrigerant fluid. Preferably, the bottle is arranged downstream of the coolant condenser CDc, in particular at the outlet of the coolant condenser CDc. According to another variant embodiment, the bottle is arranged upstream of the external condenser CDe.

In addition, the refrigerant fluid loop BF has been described with an external condenser CDe. However, such a component is optional. The present invention also covers a refrigerant loop BF without external condenser CDe. In such a configuration, the refrigerant is condensed in the coolant condenser CDc.

Alternatively, the refrigerant fluid loop BF has been described with a coolant condenser CDc. However, such a component is optional. The present invention also covers a refrigerant fluid loop BF without a coolant condenser CDc. In such a configuration, the condensation of the refrigerant is in external condenser CDe. In this regard, the ability offered by the distribution means R and the first pump Pi, the second pump P2 and the third pump P3 to define independent closed circuits for the circulation of the heat transfer fluid and the reversibility of the refrigerant loop BF can be used to selectively extract heat, at different sources such as the outside air flow, the indoor air flow intended to be diffused in the cockpit and the functional units, in order to return to functional units and / or the indoor air flow. In addition, the ability offered by the distribution means R and the first pump Pi, the second pump P2 and the third pump P3 to define independent closed circuits for the circulation of the coolant can define separate closed cooling circuits according to operating temperature ranges of the functional units to be cooled. Of course, the invention is not limited to the embodiments described above and provided solely by way of example. It encompasses various modifications, alternative forms and other variants that may be considered by those skilled in the art in the context of the present invention and in particular any combination of the different modes of operation described above, which can be taken separately or in combination.

Claims (26)

REVENDICATIONS1. Package for conditioning a passenger compartment and at least one functional unit (BT, EPT, ICE) of a vehicle, comprising a refrigerant fluid loop (BF) comprising a compressor (C), the refrigerant fluid loop (BF) ) being able to operate at least in a so-called "heat pump" operating mode and a heat transfer circuit (CC) comprising at least one main branch (BP) comprising at least a first pump (P1) ensuring a circulation of a fluid coolant comprising: - a first conditioning branch (B1) comprising at least a first heat exchanger (El) adapted to provide a thermal conditioning of the functional unit (BT, EPT, ICE) of the vehicle and, - a heating branch (BC) comprising at least one internal heat exchanger (Ei) capable of providing a heat exchange with an interior air flow intended to be diffused into the passenger compartment, characterized in that the heat transport circuit (CC) comprises means of distribution (R) able to allow an arrangement of the packaging assembly at least in a first operating mode called "heating at startup" in which the refrigerant loop (BF) and the coolant circuit (CC) simultaneously provide heating the functional unit (BT, EPT, ICE) and the air flow intended to be distributed in the passenger compartment. 2. Cooling / heating assembly according to claim 1, wherein the refrigerant fluid loop (BF) comprises at least one external evaporator (EVe). 3. Cooling / heating assembly according to claim 1 or 2, wherein the refrigerant loop (BF) comprises an external condenser (CDe). 4. Packaging assembly according to any one of claims 1 to 3, wherein the refrigerant fluid loop (BF) comprises a heat transfer fluid condenser (CDc), adapted to ensure a heat exchange between the refrigerant and the fluid coolant. 5. Cooling / heating assembly according to claim 3 and 4, wherein the external condenser (CDe) is arranged downstream of the heat transfer fluid condenser (CDc). 6. Packaging assembly according to claim 4 or 5, wherein the heat transfer fluid condenser (CDc) is arranged in the refrigerant loop (BF) downstream of the compressor (C), 7. Packaging assembly according to any one of the preceding claims, wherein the refrigerant fluid loop (BF) comprises a coolant evaporator (EVc), adapted to allow a heat exchange between the coolant and the coolant. 8. Packaging assembly according to any one of the preceding claims, wherein the refrigerant fluid loop (BF) comprises an inner evaporator (EVi), adapted to cool the interior air flow for the passenger compartment of the vehicle. 9. Packaging assembly according to claims 7 and / or 8, wherein the refrigerant fluid loop (BF) comprises distribution means (D) adapted to ensure the refrigerant supply of the external evaporator (EVe) and / or the coolant evaporator (EVc) and / or the indoor evaporator (EVi). 10. Packaging assembly according to one of the preceding claims, wherein the heat transfer circuit (CC) comprises an electric heating unit (EH). 11. Packaging assembly according to claim 10, wherein the electric heating unit (EH) is arranged downstream of the heat transfer fluid condenser (CDc). 12. Packaging assembly according to any one of the preceding claims, wherein the heat transfer circuit (CC) comprises a cooling branch (BR) connected to the first conditioning branch (B1) upstream and downstream of the first heat exchanger. (El). 13. Packaging assembly according to any one of the preceding claims, wherein the heat transport circuit (CC) comprises a second conditioning branch (B2) comprising a second heat exchanger (E2), adapted to provide a thermal conditioning of a second functional unit (BT, EPT, ICE) of the vehicle. 14. Packaging assembly according to any one of the preceding claims, wherein the heat transport circuit (CC) comprises a third conditioning branch (B3) comprising a first external radiator (R1), capable of ensuring a heat exchange between the fluid. coolant and the outside air flow. 15. Packaging assembly according to any one of the preceding claims, wherein the heat transport circuit (CC) comprises a fourth conditioning branch (B4) comprising a third heat exchanger (E3), adapted to provide a thermal conditioning of a third functional unit (BT, EPT, ICE) of the vehicle. 16. Packaging assembly according to any one of the preceding claims, wherein the heat transport circuit (CC) comprises a fifth conditioning branch (B5) comprising a second external radiator (R2), capable of ensuring a heat exchange between the fluid. coolant and the outside air flow. 17. Packaging assembly according to claim 16, wherein the second outer radiator (R2) is arranged upstream of the outer evaporator (EVe) relative to the direction of flow of an outside air flow. 18. Packaging assembly according to claims 12 to 17, wherein the distribution means (R) are adapted to ensure the circulation of the heat transfer fluid in the main branch (BP) and / or the heating branch (BC) and / or the cooling branch (BR) and / or the first conditioning branch (B1) and / or the second conditioning branch (B2) and / or the third conditioning branch (B3) and / or the fourth conditioning branch (B4 and / or the fifth conditioning branch (B5) of the coolant circuit (CC). 19. Packaging assembly according to claims 12 to 18, wherein the main branch (BP) and the heating branch (BC) and / or the cooling branch (BR) and / or the first conditioning branch (B1) and or the second conditioning branch (B2) and / or the third conditioning branch (B3) and / or the fourth conditioning branch (B4) and / or the fifth conditioning branch (B5) are arranged in parallel. 20. Packaging assembly according to claim 18 or 19, wherein the distribution means (R) are able to define a first closed circuit (CF1) comprising the cooling branch (BR) and the first conditioning branch (B1). and / or the second conditioning branch (B2). 21. Packaging assembly according to any one of claims 18 to 20, wherein the distribution means (R) are able to define a second closed circuit (CF2) comprises the main branch (BP) and the heating branch ( BC). 22. Packaging assembly according to claim 20 and 21, wherein the first closed circuit (CF1) and the second closed circuit (CF2) are distinct. 23. Packaging assembly according to any one of claims 18 to 22, wherein the distribution means (R) are able to define a third closed circuit (CF3) comprising the second conditioning branch (B2) and the third branch of conditioning (B3). 24. Packaging assembly according to any one of claims 18 to 23, wherein the distribution means (R) are able to define a fourth closed circuit (CF4) comprising the first conditioning branch (B1) and the cooling branch (BR). 25. Packaging assembly according to any one of claims 18 to 24, wherein the distribution means (R) are able to define in a fifth closed circuit (CF5) comprising the heating branch (BC), the fourth branch of conditioning (B4) and the fifth conditioning branch (B5). 26. Packaging assembly according to any one of claims 18 to 25, wherein the distribution means (R) are able to define a sixth closed circuit (CF6) comprising the main branch (BP), the second conditioning (B2). ) and the third conditioning branch (B3).