FR2997758A1 - THERMAL LOOP, IN PARTICULAR FOR A MOTOR VEHICLE, AND METHOD OF CONTROLLING THE SAME - Google Patents

Abstract

The invention relates to a thermal loop for a motor vehicle in which a heat transfer fluid is able to circulate, the thermal loop (1) comprising: - a heat exchanger (3) having at least a first intermediate beam (7) of heat exchange and a second intermediate heat exchange bundle (9), in which the heat transfer fluid is able to circulate, the first intermediate bundle (7) defining a first heat exchange surface and the second intermediate bundle (9) defining a second heat transfer surface; heat exchange, and - at least two components (13, 15) to be cooled. According to the invention, the second heat exchange surface is greater than the first heat exchange surface of said first beam (7), and said loop (1) comprises at least one reversing actuator (11). heat transfer fluid in the intermediate heat exchange bundles (7, 9). The invention also relates to a corresponding driving method.

Description

The invention relates to a thermal loop, in particular for a motor vehicle. The invention also relates to a method for controlling such a thermal loop. Motor vehicles have many components that exchange thermal energy with their external environment. These components are, for example, the condenser of the air conditioning circuit of the passenger compartment of the vehicle, or a charge air cooler. Supercharged or turbocharged heat engines, particularly diesel engines, are supplied with compressed air called charge air from a turbo-compressor powered by the engine exhaust gas. However, this compression has the effect of heating up the air which is at a too high temperature and it is desirable, for a good engine operation, to cool it in order to lower its temperature before its admission into the cylinders of the engine. engine. The charge air cooler has the function of cooling the charge air by heat exchange with another heat transfer fluid such as a liquid such as brine glycol heat loop. In currently manufactured vehicles, a special coolant circuit may be provided for each component to be cooled or heated. For example, a particular refrigerant coolant, distinct from the heat transfer fluid, travels through the air conditioning circuit. Similarly, if the vehicle is equipped with a charge air cooler, the cooling of the air can be carried out in an air-air exchanger which is arranged at the front of the vehicle and which is cooled by an air cooler. atmospheric air circulation. This design results in the presence of a large number of separate exchangers on the front of the vehicle. These exchangers occupy a large space and the connecting pipes further increase the cost and the size of these systems. A solution has been proposed to provide in the thermal loop for example a cooling radiator located at the front of the vehicle and through which a flow of outside air for cooling the heat transfer fluid circulating in the components of the thermal loop. to cool.

Such a cooling radiator can thus serve both the cooling of the charge air cooler and the condenser of the air conditioning circuit for example. The thermal loop and the cooling radiator are called "low temperature"; the heat transfer fluid has for example a temperature of the order of 30 ° C to 80 ° C. In the context of a so-called series type architecture, the components to be cooled are arranged in a single loop, the heat transfer fluid can flow in the so-called low temperature cooling radiator through one or more circulation passes. The cooling radiator may have a plurality of heat exchange bundles, called intermediate bundles, for defining the circulation passages of the heat transfer fluid. Each intermediate beam defines a heat exchange surface. The distribution of heat exchange areas per pass defined by "intermediate beams" in the radiator is determined in advance to satisfy the maximum heat dissipation demand of each associated component and to ensure a maximum permissible temperature for its entry into the radiator. the loop. Once this distribution is defined it is not modifiable in time. In the case of a simple two-pass serial loop for example having two components to be cooled, the cooling radiator has two intermediate beams respectively having a predefined heat exchange surface in advance. In a series architecture, the heat transfer fluid can circulate in the two intermediate beams so as to supply heat transfer fluid a first component and a second component. The thermal specifications are dictated by the various possible modes of driving the vehicle. The various modes of operation of the vehicle sometimes urban 30 sometimes road or highway show cooling requirements -3- depending on the exchangers, such as the charge air cooler, while at the same time we must ensure on other exchangers a constant or almost constant need, as for the condenser of the air conditioning loop. The object of the invention is therefore to adapt the cooling of the components of the thermal loop as a function of the needs, in particular as a function of the running conditions of the vehicle. For this purpose, the subject of the invention is a thermal loop for a motor vehicle in which a heat transfer fluid is able to circulate, the thermal loop comprising: a heat exchanger having at least a first intermediate heat exchange bundle and a second bundle intermediate heat exchange, in which the heat transfer fluid is able to circulate, the first intermediate beam defining a first heat exchange surface and the second intermediate beam defining a second heat exchange surface, and at least two components to cool by circulation of the coolant, characterized in that: the second heat exchange surface is greater than the first heat exchange surface of the first intermediate beam, and said heat loop further comprises at least one reversal actuator circulation of the coolant in the intermediate beams of exchang e heat exchanger. The actuator makes it possible to reverse the distribution of the heat exchange surfaces per pass which are defined by said "intermediate beams" so that this distribution is different according to the operating mode of the vehicle and thus adapted to the cooling needs of the components. of the thermal loop. Preferably, said first and second heat exchange surfaces are respectively in relation to first and second predefined numbers of tubes intended for the circulation of the coolant. In the event of a heat exchanger shaped by identical tubes, the increase of the heat exchange surface is then a function of the number of tubes. The reversal of the direction of circulation of the coolant makes it possible to favor the cooling of at least one of the two components as a function of at least one parameter of said vehicle, such as the engine speed, the vehicle speed or the low load utilization. or heavy load of the engine of the vehicle, or the solicitation of a vehicle engine whether it is a thermal engine and / or electric. Said loop may further comprise one or more of the following characteristics, taken separately or in combination: the heat exchanger is a cooling radiator; the coolant has a temperature of the order of 30 ° C to 80 ° C; the actuator comprises at least one dispensing valve; the actuator comprises a four-way distribution valve; the actuator comprises two three-way distribution valves; the heat exchanger comprises at least one separation partition arranged between the first intermediate heat exchange bundle and the second intermediate heat exchange bundle, defining a first heat transfer fluid circulation passage in said first intermediate bundle and a second circulation of the coolant in said second intermediate beam; said at least two components to be cooled are selected from a condenser, a charge air cooler, or an electronic and / or electrical device such as an electric motor of said vehicle or a control power module of an electric motor of said vehicle; said thermal loop is configured for a thermal engine vehicle, comprising a charge air cooler and a condenser; said thermal loop is configured for a thermal and electric motor vehicle, comprising a charge air cooler and at least one electronic and / or electrical device; said thermal loop is configured for a vehicle comprising a water-cooled type condenser and at least one electronic and / or electrical device such as an electric motor of said vehicle and / or a power module controlling a electric motor driving said vehicle; the inversion actuator is configured to reverse the direction of circulation of the coolant according to at least one parameter of the vehicle selected from a speed condition of a heat engine, a speed condition of the motor vehicle, a condition of speed of an outside air flow through the heat exchanger, a condition of solicitation of an engine whether it is an electric motor and / or a heat engine.

The invention also relates to a method for controlling a thermal loop for a motor vehicle in which a heat transfer fluid circulates, said thermal loop comprising: a heat exchanger having at least a first intermediate heat exchange bundle and a second intermediate heat bundle; heat exchange, in which the coolant is able to circulate, the first intermediate beam defining a first heat exchange surface and the second intermediate beam defining a second heat exchange surface greater than the first heat exchange surface of said first beam heat exchanger, and at least first and second components to be cooled by circulation of the coolant, characterized in that said method comprises the following steps: detecting at least one parameter of said vehicle conditioning a selection from one of the first and second components to be the most cooled with respect to the other of the components, an upper cooling consisting of the circulation of a heat transfer fluid through the intermediate beam having a larger heat exchange surface and depending on the detected parameter is controlled the circulation of the fluid coolant at the outlet of the first component to be cooled of the thermal loop: in the first intermediate heat exchange bundle of the heat exchanger, so that the coolant circulates in series in said first intermediate bundle, in the second component to be cooled of the thermal loop, in said second intermediate beam and then again in the first component to be cooled, so as to favor the cooling of the first component to be cooled, or in the second intermediate heat exchange bundle of the exchanger thermal so that the heat transfer fluid circulates in series in said second intermediate beam diaire, in the second component to cool the thermal loop, in said first intermediate beam and again in the first component to be cooled, so as to favor the cooling of the second component to be cooled. According to one aspect of the invention, the flow direction of the coolant is invariant in at least one of the two components to be cooled.

According to one embodiment, said method comprises a step of controlling at least one distribution valve arranged between the heat exchanger and a component to be cooled, so as to control: a circulation of the flow of heat transfer fluid entering the exchanger by one of the intermediate beams and out of the heat exchanger by the other of the intermediate beams, or - an inverted circulation of the heat transfer fluid entering the heat exchanger by the other of the intermediate beams and out of the heat exchanger by one of the intermediate beams.

Other features and advantages of the invention will emerge more clearly on reading the following description, given by way of illustrative and nonlimiting example, and the appended drawings in which: FIG. 1 represents a thermal loop of a vehicle with a heat engine according to a first operating mode low speed or low speed, Figure 2 represents the thermal loop of Figure 1 according to a second mode of high-speed operation or high speed, Figure 3 represents a thermal loop of a motor with an electric and thermal engine according to a first low load operating mode, and FIG. 4 represents the thermal loop of FIG. 3 according to a second high load operating mode. In these figures, the substantially identical elements bear the same references. The elements of Figures 3 and 4 similar to the elements of Figures 1 and 2 bear the same references preceded by a hundred. There is shown in the figures a thermal loop 1, 101 such as a cooling loop 1, 101 of a cooling system of a vehicle engine (not shown). In particular, the invention relates to a thermal loop, called a low temperature cooling loop 1, 101. The term "low temperature cooling loop" is intended to mean a loop in which circulates a heat transfer fluid of temperature ranging, for example, from 30 ° C. to 80 ° C. The heat transfer fluid is preferably water; it is typically glycol water, that is to say a mixture of water and glycol. The coolant circulates in the cooling loop 1, 101. The cooling loop 1, 101 comprises a cooling radiator 3 traversed by an outside air flow. The cooling radiator 3 is for example located at the front of the vehicle. This is a low temperature cooling radiator 3 traversed by the coolant circulating in the cooling loop 1, 101. The cooling radiator 3 comprises a heat exchange bundle comprising for example a plurality of parallel tubes. (not shown in the figures). One can provide a set of fins which are parallel to each other and perpendicular to the direction of the tubes. The cooling radiator 3 further comprises at least one internal separating partition which divides the tube bundle into two intermediate heat exchange bundles: a first intermediate bundle 7 defining a first heat exchange surface and a second intermediate beam 9 defining a second heat exchange surface. The internal partition 5 is arranged to separate the tubes into two intermediate beams 7 and 9 which are non-homogeneous in terms of heat exchange surface. According to the embodiment described, the first intermediate beam 7 defines a first exchange surface smaller than the second exchange surface defined by the second intermediate beam 9 of the cooling radiator 3.

Thus, the first intermediate beam 7 of the cooling radiator 3 defines a small intermediate beam with a smaller heat exchange area than the second intermediate beam 9, said large intermediate beam. The first intermediate beam 7 comprises a number of first tubes less than the number of second tubes in the second intermediate beam 9 of the cooling radiator 3. The first exchange surface is related to the predefined number of first tubes, and the second surface exchange is in relation to the predefined number of second tubes. The first and second tubes may be identical. In this case, the increase of the heat exchange surface is a function of the number of tubes.

The distribution of the tubes between the first intermediate beam 7 and the second intermediate beam 9 may be respectively between 40% of first tubes with 60% of second tubes and 20% of first tubes with 80% of second tubes. The first intermediate beam 7 of the cooling radiator 3 thus defines a small intermediate beam with a smaller number of tubes than in the second intermediate beam 9, said large intermediate beam. Of course, alternatively the first and second tubes may be different and in this case the increase of the heat exchange surface is not necessarily a function of the increase in the number of tubes. The internal partition 5 thus allows circulation of the coolant in two passes; a first pass in the first intermediate beam 7 and a second pass in the second intermediate beam 9. Each intermediate beam 7 or 9 can receive a partition (not shown) for changing the flow direction of the fluid, making the possible way a "U" circulation of the coolant in the beam concerned.

Furthermore, according to an exemplary embodiment illustrated in Figure 1, the heat transfer fluid can flow in the intermediate beams 7 and 9 in opposite directions. Of course, it is possible to provide for a parallel circulation of the coolant in the intermediate beams 7 and 9. The cooling loop 1, 101 also comprises at least one actuator 10 11 for reversing the direction of circulation of the coolant in the radiator. 3. Thus, the actuator 11 can be controlled so as to control: a circulation of the heat transfer fluid entering the cooling radiator 3 by one of the intermediate beams, for example by the first intermediate beam 7, and leaving the cooling radiator 3 by the other intermediate beam, for example by the second intermediate beam 9, or an inverted circulation of the heat transfer fluid entering the cooling radiator 3 by the other intermediate beams, for example by the second beam intermediate 9, and leaving the cooling radiator 3 by one of the intermediate beams, for example by the first intermediate beam 7. The cooling radiator 3 and the actuator 11 may be distinct. In a variant, the cooling loop 1, 101 may comprise a module comprising the cooling radiator 3 and the actuator 11 integrated in the module. The actuator 11 makes it possible to reverse the direction of circulation of the heat transfer fluid in the circulation passages of the heat exchanger as a function of at least one parameter of the vehicle, in particular as a function of the engine speed: low speed or high regime, or a condition of speed of the vehicle, or if the vehicle is in urban or extra-urban area, or in the case of a hybrid vehicle depending on the load of the electric motor and / or the engine: low load or high load, or a speed condition of an outside air flow through the heat exchanger, here the cooling radiator 3. The actuator 11 may comprise a four-way distribution valve. channels comprising a first channel 11a, a second channel 11b, a third channel 11c and a fourth channel 11d. The arrangement and control of the four-way distribution valve 11 are described in more detail below.

According to a variant not shown, the actuator may comprise two three-way distribution valves. The cooling loop 1, 101 further comprises at least a first and a second component such as heat exchangers intended to cool, possibly to heat, various equipment of the motor vehicle.

These components are cooled by the circulation of the coolant. The actuator 11 makes it possible to reverse the direction of circulation of the coolant in the circulation passages of the heat exchanger so as to favor the cooling of the first or the second component as a function of at least one parameter of the vehicle such as previously stated.

According to a first embodiment, it is a cooling loop 1 for a motor vehicle with a heat engine. In the example shown in FIGS. 1 and 2, the cooling loop 1 comprises in addition to the cooling radiator 3 two heat exchangers: a charge air cooler 13 and a condenser 15.

The charge air cooler 13 is intended to cool the air prior to its admission into the combustion chambers of the engine (not shown), such as a diesel engine of a motor vehicle. Such an exchanger may be an exchanger called "air-water", that is to say an exchanger in which the heat transfer fluids that exchange heat are air and water. In the case of a charge air cooler, the water is preferably water from the so-called "low temperature" cooling loop 1; it is typically glycol water, that is to say a mixture of water and glycol. The condenser 15 is for example part of the air conditioning circuit of the passenger compartment of the vehicle. This is for example an exchanger between a liquid, such as water, here the water of the cooling loop 1 called "low temperature", and a coolant refrigerant, such as a refrigerant of the type R134a or HFO 1234yf. Such a condenser is commonly referred to as a water condenser. The components 13 and 15 of the cooling loop 1 are, respectively, air-water heat exchangers and refrigerant-water heat exchangers which are cooled by the coolant circulating in the cooling loop 1. An electric pump, namely a heat pump water 17 in the embodiment described, circulates the heat transfer fluid in the cooling loop 1. The water pump 17 is arranged in series between the cooling radiator 3 and the condenser 15. cooling 1 further comprises at least one actuator 11 for reversing the direction of circulation of the coolant in the cooling radiator 3 so as to favor the cooling of the charge air cooler 13 or the condenser 15 according to at least one parameter of the vehicle. The actuator 11 comprises for example a four-way distribution valve. The distribution valve is according to this first embodiment arranged between the cooling radiator 3 and a component to be cooled, here the condenser 15. The first channel 11a and the third channel 11c are connected to the cooling radiator 3. The second channel 1 1b and 4a are connected to the condenser 15. The water pump 17 is arranged in series between the second channel 11b of the four-way valve 11 and the condenser 15. Of course, alternatively, the Actuator may include two three-way distribution valves. More precisely, FIG. 1 illustrates the cooling loop 1 operating at low speed or low speed of the engine (not shown) or in low speed mode of the motor vehicle. At low speed or low speed, the outside air flow crosses, for example, the cooling radiator 3 at a speed below a first speed threshold corresponding to a vehicle traveling speed of, for example, 50 km / h. According to the first mode of operation illustrated in FIG. 1, the coolant flowing out of the condenser 15 is led by ducts 19 and 20 to the cooling radiator 3, more precisely in the first intermediate beam 7 of the cooling radiator 3. In the cooling radiator 3, the heat transfer fluid to the charge air cooler 13 is cooled. Then, the heat transfer fluid is led through a pipe 21 in the charge air cooler 13. In this cooler the coolant heat transfer fluid cools the charge air before admission into the engine cylinders.

Then the coolant is conducted through a pipe 23 again in the cooling radiator 3, more precisely in the second intermediate beam 9 of the cooling radiator 3. In the cooling radiator 3 the heat transfer fluid at the outlet of the air cooler supercharging 13 and to the condenser 15 is cooled.

The heat transfer fluid leaves the cooling radiator 3 by pipes 24 and 25 which bring it back to the water pump 17, then, through a pipe 27, to the condenser 15. In the example of FIG. 1, the first channel 11a of the four-way distribution valve 11 is therefore arranged at the outlet of the cooling radiator 3. Thus, the first channel 11a of the distribution valve 11 is an outlet channel through which the cold heat transfer fluid leaving the cooling radiator 3 enters. The second channel 11b is a heat transfer fluid inlet channel in the condenser 15. The first channel 11a is connected to the second channel 11b so as to allow the circulation of the heat transfer fluid between these two channels 11a, 11b via the pipe 24.

The third channel 11c is an entry way for directing the heat transfer fluid from the condenser 15 to the cooling radiator 3. The fourth channel 11d is an exit path through which the heat transfer fluid leaving the condenser 15 enters to be directed to the cooling radiator 3. The third channel 11c is connected to the fourth channel 1 id so as to allow the circulation of the heat transfer fluid between these two channels 11c, 1d1 via the pipe 20. According to the variant illustrated in FIG. the coolant flows entering the cooling radiator 3 and leaving the cooling radiator 3 are substantially parallel.

The first mode of operation makes it possible to favor the cooling of the condenser 15. For example, at low power of the heat engine, that is to say at low speed or low speed, it is not necessary to cool the admitted air in the engine chambers. At this regime, little power must be dissipated at the charge air cooler 13.

Thus, the majority of the cooling capacity of the cooling radiator 3 is used for the cooling of the condenser 15. To do this, the heat transfer fluid to the condenser 15 passes through the "large" intermediate beam 9 of the cooling radiator 3 while the heat transfer fluid to the charge air cooler 13 passes through the "small" intermediate beam 7 of the cooling radiator 3, as illustrated by the arrows in FIG. 1. Heat exchangers such as the charge air cooler 13 or the condenser 15 may "work better" in one water flow direction than in the other. Thus, it must be ensured during the design of the cooling loop 1 that the direction corresponding to the "degraded" mode of the heat exchanger, that is to say in the direction for which the heat exchanger operates less well, corresponds to its mode of operation where it is the least solicited. In the example of FIG. 1, it must therefore be ensured during the design of the cooling loop 1 that the direction corresponding to the "degraded" mode of the charge air cooler 13 corresponds to the low speed mode or low speed for which there is a low heat dissipation, and therefore where it is least stressed. In FIG. 2, the cooling loop 1 is shown in a high speed operation mode of the engine (not shown) or a high speed mode of the vehicle. At high speed or high speed, the outside air flow for example passes through the cooling radiator 3 at a speed greater than a second speed threshold corresponding to a vehicle traveling speed of, for example, 70 km / hr. h. In the example of FIG. 2, the first channel 11a of the four-way distribution valve 11 is an inlet channel through which the heat-transfer fluid coming from the condenser 15 enters the cooling radiator 3, more precisely into the second intermediate beam 9 of the cooling radiator 3. And the third channel 11c is an exit route through which the cold heat transfer fluid at the outlet of the cooling radiator 3, more precisely at the outlet of the first intermediate beam 7, flows towards the condenser 15 The direction of circulation is therefore reversed in the cooling radiator 3 with respect to the low speed or low speed operating mode previously described with reference to FIG. 1. As previously, the second channel 11b of the distribution valve 11 is a heat transfer fluid inlet way to the condenser 15 and the fourth channel 1 ld is an exit route of the heat transfer fluid prov from the condenser 15 to the cooling radiator 3. The direction of circulation of the heat transfer fluid in the condenser 15 is invariant low speed or low speed or high speed or high speed. The water pump 17 is thus arranged upstream of the condenser 15 in the direction of circulation of the coolant in the condenser 15. The difference with the first low speed mode or low speed is that the fourth lld outlet of the valve of distribution 11 is connected to the first channel 11a and directs the coolant at the outlet of the condenser 15 to the cooling radiator 3, more precisely to the second intermediate beam 9. The heat transfer fluid flows between the fourth 1 ld and first lia The second channel 1 lb of the distribution valve is connected to the third channel 11c. The second channel 1 lb is an inlet channel through which cold coolant leaving the cooling radiator 3 and the third channel 11c enters to be directed to the condenser 15. The heat transfer fluid flows between the third channel 11c and the second channel 11b via a pipe 31. Unlike the first low speed or low speed variant, the heat transfer fluid flows are crossed. This cross flow has the effect of reversing the direction of flow in the cooling radiator 3 and in this way offers the largest part of the beam, namely the second intermediate beam 9, the cooling of the charge air cooler 13 In fact, according to the second mode of operation illustrated in FIG. 2, the heat transfer fluid leaving the condenser 15 is led by the pipe 19 to the fourth channel 11d and then through the pipe 29 to the first channel 11a before moving into the cooling radiator 3, more precisely in the second intermediate beam 9 of the cooling radiator 3. In the cooling radiator 3, the heat transfer fluid to the charge air cooler 13 is cooled.

The heat transfer fluid circulates in the cooling radiator 3 in a reverse circulation direction with respect to the first variant of operation at low speed or low speed. Then, the coolant is led through the pipe 23 in the charge air cooler 13. Compared to the first low speed or low speed mode, the heat transfer fluid having passed through the first intermediate beam 9, allows a better cooling of this coolant. charge air cooler 13. Then the heat transfer fluid is led through the pipe 21 back into the cooling radiator 3, more precisely in the first intermediate beam 7 of the cooling radiator 3. The heat transfer fluid then leaves the radiator 25 cooling 3 through the pipe 31 and is directed to the second channel 11b. Then the pipe 25 conducts the coolant to the water pump 17, and the pipe 27 brings the heat transfer fluid to the condenser 15. The second mode of operation thus makes it possible to favor the cooling of the charge air cooler 13. most of the cooling capacity of the cooling radiator 3 is used for the cooling of the charge air cooler 13. To do this, the heat transfer fluid to the charge air cooler 13 passes through the "big" intermediate beam 9 of the cooling radiator 3 while the coolant to the condenser 15 passes through the "small" intermediate beam 7 of the cooling radiator 3, as illustrated by the arrows in Figure 2. The cooling loop 1 can include furthermore a control unit (not shown) for controlling the actuator 11 so as to drive the control loop. cooling according to the first low speed or low speed mode or the second high speed mode or high speed mode described above. In a first step, the control unit (not shown) can detect at least one parameter of the vehicle conditioning the flow direction of the coolant in the cooling loop 1. According to one example, the control unit ( not shown) can detect if the engine is at low speed or high speed. For this purpose, it is possible to record the number of revolutions / min of the engine. In this case the control unit can be connected to a tachometer per minute. In addition or alternatively, it is possible to increase the speed of the vehicle. For this purpose, the control unit (not shown) may be connected to a vehicle speed sensor (not shown). In addition or alternatively, it is also possible to predict the speed of the external air flow passing through the cooling radiator 3. For example, if at least one of the following parameters is detected: the heat engine is at low speed, and / or - the speed of the vehicle is low, that is to say less than a first speed threshold of the vehicle, for example 50km / h, and / or - the speed of the air flow through the cooling radiator 3 is less than 30 a first speed threshold of the air flow, corresponding to a speed of movement of the vehicle which is for example 50km / h, the control unit (not shown) controls the cooling loop 1 according to the first operating mode described with reference to FIG. 1, favoring the cooling of the condenser 15.

To do this, the control unit (not shown) controls at least one valve distribution of the actuator. In the case of an actuator comprising a four-way distribution valve 11, the control unit (not shown) controls the four-way distribution valve 11 so as to: connect the fourth channel 1 ld to the third channel 11c for a circulation of the heat transfer fluid from the condenser 15 to the first intermediate beam 7 of the cooling radiator 3, namely the "small" intermediate beam, and to connect the first channel 11a to the second channel 1 lb for a circulation of the coolant from the second intermediate beam 9 of the cooling radiator 3, namely the "large" intermediate beam, to the condenser 15. In this case, the cooling of the condenser 15 is preferred. On the other hand, if at least one of the following parameters is detected: the heat engine is at high speed, and / or the speed of the vehicle is large, that is to say greater than a second speed threshold of the vehicle, for example 70km / h, and / or the speed of the air flow passing through the cooling radiator 3 is greater than a second speed threshold of the air flow, corresponding to a speed of movement of the vehicle which is, for example, 70km / h, the control unit (not shown) controls the cooling loop 1 according to the second mode of operation described with reference to Figure 2 favoring the cooling of the charge air cooler 13. To do this, the control unit (not shown) controls at least one actuator valve. In the case of an actuator comprising a four-way distribution valve 11, the control unit (not shown) controls the four-way distribution valve 11 so as to: connect the fourth channel 1 ld to the first channel 11a for a circulation of the coolant from the condenser 15 to the second intermediate beam 9 of the cooling radiator, namely the "large" intermediate beam, and to connect the third channel 11c to the second channel 1 lb for a circulation heat transfer fluid from the first intermediate beam 7, namely the "small" intermediate beam, to the condenser 15.

In this case, the cooling of the charge air cooler 13 is preferred. Figures 3 and 4 illustrate a second embodiment of a cooling loop 101 for a motor vehicle. According to this second embodiment, the motor vehicle is powered by a heat engine and an electric motor. In the example shown, the cooling loop 1 further comprises the cooling radiator 3, a charge air cooler 13 and an electronic and / or electrical device 116. Similarly to the first embodiment, the cooler 1 The supercharging air 13 is intended to cool the air prior to admission into the combustion chambers of the engine. Such an exchanger may be an exchanger called "air-water", the water preferably being water from the cooling loop 101 called "low temperature"; it is typically glycol water, that is to say a mixture of water and glycol. The electronic and / or electrical device 116 may be a power module for controlling the electric motor or the electric motor taken separately or in combination. The components 13 and 116 are cooled by the coolant circulating in the cooling loop 101. As for the first embodiment, an electric pump, here a water pump 17, circulates the coolant in the cooling loop 101. The water pump 17 is arranged in series between the cooling radiator 3 and the charge air cooler 13. As mentioned above, the cooling loop 101 further comprises at least one actuator 11, such as a four-way distribution valve, for reversing the direction of circulation of the coolant in the cooling radiator 3. The distribution valve 11 is according to this second embodiment arranged between the cooling radiator 3 and a component to be cooled, here the charge air cooler 13. The first channel 11a and the third channel 11c of the four-way valve 11 are connected to the The second channel 1 lb and the fourth channel 1 id of the distribution valve 11 are connected to the charge air cooler 13. The water pump 17 is thus arranged in series between the second track 15 1 lb. of the four-way distribution valve 11 and the charge air cooler 13. Of course, alternatively the actuator may comprise two three-way distribution valves. Figure 3 illustrates the cooling loop 101 operating at low load or in urban area. By low load is meant a low load on the engine and thus a low load for the cooling of the charge air. For the first mode of operation illustrated in FIG. 3, the vehicle is, for example, in an urban zone. According to the first mode of operation illustrated in FIG. 3, the heat transfer fluid leaving the charge air cooler 13 is led via the pipe 119 to the fourth channel 11d of the four-way distribution valve 11 and then via the pipe 129 to the first channel 11a through which the heat transfer fluid 30 enters the cooling radiator 3. In the cooling radiator 3, the heat transfer fluid to the electronic and / or electrical device 116 is cooled. Then, the coolant is led through the pipe 123 in the electronic and / or electrical device 116. Then the heat transfer fluid is led through the pipe 121 back into the cooling radiator 3. In the cooling radiator 3 the coolant in output of the electronic device and / or electrical 116 and to the charge air cooler 13 is cooled. The heat transfer fluid leaves the cooling radiator 3 towards the third channel 11c and joins the second channel 11b via the line 131. Then the line 125 10 brings the coolant back to the water pump 17, and the line 127 brings the coolant back to the charge air cooler 13. In the example of FIG. 3, the first channel 11a of the four-way distribution valve 11 is an inlet channel through which the heat transfer fluid from the charge air cooler 13 penetrates into the cooling radiator 3, more precisely into the second intermediate beam 9 of the cooling radiator 3. And the third channel 11c is an exit channel through which the cold heat transfer fluid at the outlet of the cooling radiator 3, more specifically in output of the first intermediate beam 7 of the cooling radiator 3, flows towards the charge air cooler 13. The second lane 11b of the distribution valve 11 is connected to the third channel 11c. The second lane 11b is therefore an inlet channel through which the cold heat transfer fluid leaving the cooling radiator 3 and the third lane 11c enters to be directed to the charge air cooler 13. With regard to the fourth lane ld outlet, it is connected to the first 25 lia lane and directs the coolant at the outlet of the charge air cooler 13 to the cooling radiator 3. In this mode illustrated in Figure 3, the fluid flows coolant entering the cooling radiator 3 and leaving the cooling radiator 3 are crossed. The first mode of operation of the cooling loop 101 makes it possible to favor the cooling of the electronic and / or electrical device 116. The majority of the cooling capacity of the cooling radiator 3 is used for the cooling of the electronic device and or electric 116.

Indeed, when the engine is weakly solicited, it is not necessary to cool the air admitted to the engine chambers. At this regime, little power must be dissipated at the charge air cooler 13. For this, the heat transfer fluid to the electronic and / or electrical device 116 passes through the "large" intermediate beam 9 of the cooling radiator 3 while that the heat transfer fluid to the charge air cooler 13 passes through the "small" intermediate beam 7 of the cooling radiator 3, as illustrated by the arrows in FIG. 1. In this second variant, the heat engine is highly stressed. and therefore there is a great demand for the cooling of the charge air. In Figure 4, there is shown the cooling loop 1 in a high load operating mode or extra-urban area. According to this second variant, the outside air flow crosses, for example, the cooling radiator 3 at a speed greater than a second speed threshold corresponding to a vehicle traveling speed of, for example, 70 km / h. According to the mode of operation illustrated in FIG. 4, the heat transfer fluid leaving the charge air cooler 13 is led by the pipes 119 and 120 to the cooling radiator 3, more precisely in the first intermediate beam 7 of the cooling radiator. 3. In the cooling radiator 25 3, the heat transfer fluid to the electronic and / or electrical device 116 is cooled. Then, the coolant is led through the pipe 121 in the electronic and / or electrical device 116. Then the heat transfer fluid is led through the pipe 123 back into the cooling radiator 3, more precisely into the second beam -22- intermediate 9 of the cooling radiator 3. In the cooling radiator 3 the heat transfer fluid at the output of the electronic and / or electrical device 116 and to the charge air cooler 13 is cooled. The heat transfer fluid leaves the cooling radiator 3 via lines 124 and 125 which return it to the water pump 17, then via a line 127 to the charge air cooler 13. In the example of FIG. the first channel 11a of the four-way distribution valve 11 is thus arranged at the outlet of the cooling radiator 3. Thus, the first channel 11a of the distribution valve 11 is an outlet channel through which the cold heat transfer fluid exiting 3 cooling radiator penetrates. The second track 1 lb is a heat transfer fluid inlet way in the charge air cooler 13. The third track 11c is a heat transfer fluid inlet way from the charge air cooler 13 in the radiator. Cooling 3. The fourth lane 1 ld is an exit path through which the cold coolant exiting the charge air cooler 13 penetrates to be directed to the cooling radiator 3. The direction of flow is therefore reversed in the radiator 3 as before, the second channel 11b of the distribution valve 11 is a heat transfer fluid inlet channel in the cooler d. 13 and the fourth lane 1 ld is an exit route of the heat transfer fluid from the charge air cooler to the engine. e cooling radiator 3. The direction of circulation of the coolant in the supercharging air cooler is invariant in low load, urban area or heavy load, extra-urban area. The water pump 17 is therefore arranged upstream of the charge air cooler 13 according to the direction of circulation of the coolant in the charge air cooler 13. The difference with the first low load mode or urban area is that the Fourth lld lane is connected to the third lane 11c and the first lla lla is connected to the second lane 11b. Unlike the first low load variant or urban area, heat transfer fluid flows are not crossed. On the contrary, the heat transfer fluid flows are substantially parallel. The direction of circulation is reversed in the cooling radiator 3 and in this way offers the greater part of the beam, namely the second intermediate beam 9, to the cooling of the charge air cooler 13. To do this, the fluid coolant to the charge air cooler 13 passes through the "large" intermediate beam 9 of the cooling radiator 3 while the heat transfer fluid to the electronic device 10 and / or electric 116 passes through the "small" intermediate beam 7 of the radiator 3, the heat exchange surface, which the heat transfer fluid has just crossed, is greater than that of said first low load mode or urban area, which therefore allows a better cooling of this charge air cooler 13. The cooling loop 101 may further comprise a communication unit. ande (not shown) for controlling the actuator 11 so as to drive the cooling loop according to the first low load mode or urban area or the second high load mode or extra-urban area described above with reference to FIGS. 4. In a first step, the control unit (not shown) can detect at least one parameter of the vehicle conditioning the flow direction of the coolant in the cooling loop 101. In one example, the control unit (not shown) can detect whether the heat engine and / or the electric motor is under or overloaded. Such information is for example available at a central control unit embedded on the vehicle. In addition or alternatively, it is possible to increase the speed of the vehicle to detect whether the vehicle is in urban or extra-urban area. For this purpose, the control unit (not shown) may be connected to a vehicle speed sensor (not shown). Of course, other means of detecting the urban or extra-urban area can be envisaged. In addition or alternatively, it is also possible to increase the speed of the external air flow passing through the cooling radiator 3. For example, if at least one of the following parameters is detected: a low engine load thermal, and / or - the vehicle is in urban area, for example the speed of the vehicle is low, that is to say less than a first speed threshold of the vehicle, for example 50km / h, and / or 10 - the speed of the air flow passing through the cooling radiator 3 is less than a first speed threshold of the air flow, corresponding to a speed of movement of the vehicle which is for example 50km / h, the control unit ( not shown) controls the cooling loop 101 according to the first mode of operation described with reference to FIG. 3, favoring the cooling of the electronic and / or electrical device 116. To do this, the control unit (not shown) commands the m oins a valve distribution actuator. In the case of an actuator comprising a four-way distribution valve 11, the control unit (not shown) controls the four-way distribution valve 11 so as to: connect the fourth channel 11d to the first channel 11a for a circulation of heat transfer fluid from the charge air cooler 13 to the second intermediate beam 9 of the cooling radiator 3, namely the "large" intermediate beam, and to connect the third channel 11c to the second channel 1 lb for a circulation of the heat transfer fluid from the first intermediate beam 7 of the cooling radiator 3, namely the "small" intermediate beam, to the charge air cooler 13. In this case, the cooling of the electronic device and / or electric 116 is preferred. On the other hand, if at least one of the following parameters is detected: a high load of the heat engine, and / or the vehicle is in an extra-urban zone, for example the speed of the vehicle is high, that is, that is to say greater than a second vehicle speed threshold, for example 70km / h, and / or the speed of the air flow passing through the cooling radiator 3 is greater than a second speed threshold of the air flow, corresponding to a speed of movement of the vehicle which is for example 70km / h, the control unit (not shown) controls the cooling loop 101 according to the second mode of operation described with reference to Figure 4 favoring the cooling of the cooler For this purpose, the control unit (not shown) controls at least one valve for dispensing the actuator.

In the case of an actuator comprising a four-way distribution valve 11, the control unit (not shown) controls the four-way distribution valve 11 so as to: connect the fourth channel 1 ld to the third channel 11c for a circulation of the coolant from the charge air cooler 13 to the first intermediate beam 7 of the cooling radiator 3, namely the "small" intermediate beam, and to connect the first channel 11a to the second channel 1 lb for a circulation of the heat transfer fluid from the second intermediate beam 9, namely the "large" intermediate beam, to the charge air cooler 13.

In this case, the cooling of the charge air cooler 13 is preferred. Thus, by modifying the change in the direction of circulation of the fluid in the cooling radiator 3, the actuator 11 makes it possible to optimize the operation of the cooling loop 1, 101 according to the mode of operation of the vehicle. This amounts to reversing the distribution of the number of tubes per passes of the part of the cooling radiator 3 supplying the components or heat exchangers 13, 15, 116 to be cooled. In this way, the cooling radiator 3 is fractionated so that the distribution of the tubes always ensures "minimal" cooling for the smallest part of the beam, here the first intermediate beam 7 and, for the most part called " large »intermediate beam 9, the cooling is optimal.

Claims (13)

REVENDICATIONS1. Thermal loop for a motor vehicle in which a heat transfer fluid is able to circulate, the thermal loop (1, 101) comprising: a heat exchanger (3) having at least a first intermediate heat exchange bundle (7) and a second intermediate bundle (9) heat exchange, in which the heat transfer fluid is able to flow, the first intermediate beam (7) defining a first heat exchange surface and the second intermediate beam (9) defining a second heat exchange surface, and at least two components (13, 15, 116) to be cooled by circulation of the coolant, characterized in that: the second heat exchange surface is greater than the first heat exchange surface of the first intermediate beam (7), and said thermal loop (1, 101) further comprises at least one actuator (11) for reversing the direction of circulation of the coolant in the intermediate bundles (7, 9) heat exchange of the heat exchanger (3). Thermal loop according to claim 1, wherein the heat exchanger (3) is a cooling radiator (3). 3. Thermal loop according to one of claims 1 or 2, wherein the heat transfer fluid has a temperature of the order of 30 ° C to 80 ° C. 4. Thermal loop according to any one of the preceding claims, wherein the actuator (11) comprises at least one dispensing valve. 5. Thermal loop according to any one of the preceding claims, wherein the heat exchanger (3) comprises at least one separation wall (5) arranged between the first intermediate beam (7) of heat exchange and the second intermediate beam. (7) heat exchange, defining a first flow passage of heat transfer fluid in said first intermediate beam (7) and a second flow passage of heat transfer fluid in said second intermediate beam (9). Thermal loop according to any of the preceding claims, wherein said at least two components (13, 15, 116) to be cooled are selected from a condenser (15), a charge air cooler (13), or an electronic and / or electrical device (116) such as an electric motor of said vehicle or a power control module of an electric motor of said vehicle. 7. Thermal loop according to claim 6 for a vehicle with a combustion engine, comprising a charge air cooler (13) and a condenser (15). 8. Thermal loop according to claim 6 for a vehicle with a thermal engine and electric, comprising a charge air cooler (13) and at least one electronic and / or electrical device (116). 9. Thermal loop according to claim 6 for a vehicle comprising a condenser (15) of the type cooled by water, and at least one electronic and / or electrical device (116) such as an electric motor of said vehicle and / or a power module controlling an electric drive motor of said vehicle. 10. A thermal loop according to any one of the preceding claims, wherein the reversing actuator (11) is configured to reverse the direction of circulation of the coolant according to at least one parameter of the vehicle selected from a condition of regime of a heat engine, a speed condition of the motor vehicle, a speed condition of an external air flow through the heat exchanger, a condition of solicitation of an engine of the electric motor and / or motor type thermal. 11. A method for controlling a thermal loop for a motor vehicle in which a heat transfer fluid circulates, said thermal loop comprising: a heat exchanger (3) having at least a first intermediate heat exchange bundle (7) and a second intermediate bundle (9) heat exchange, in which the heat transfer fluid is able to flow, the first intermediate beam (7) defining a first heat exchange surface and the second intermediate beam (9) defining a second surface of heat exchange greater than the first heat exchange surface of said first heat exchange bundle (7), and at least first (13; 15) and second (116; 13) components to be cooled by circulation of the coolant, characterized in said method comprises the following steps: detecting at least one parameter of said vehicle conditioning a selection from one of the first and second components to be cooled the most with respect to the other components, an upper cooling consisting of the circulation of a heat transfer fluid through the intermediate beam having a larger heat exchange surface and - depending on the detected parameter is controlled the circulation of the coolant at the outlet of the first component (13; 15) to cool the thermal loop (1, 101): - in the first intermediate heat transfer beam (7) of the heat exchanger, so that the coolant circulates in series in said first intermediate beam (7) in the second component (116; 13) to be cooled in the thermal loop, in said second intermediate beam (9) and again in the first component (13; 15) to be cooled so as to favor the cooling of the first component ( 13; 15) to cool, - or in the second heat exchanger intermediate beam (9) of the heat exchanger so that the heat transfer fluid circulates in series in said second intermediate beam (9), in the second component (116). 13) to cool the thermal loop, in said first intermediate beam (7) and again in the first component (13; 15) to cool, so as to favor the cooling of the second component (116; 13) to cool. 12. The method of claim 11, wherein the direction of circulation of the heat-transfer fluid is invariant in at least one (13; 15) of the two components to be cooled. 13. Method according to one of claims 11 or 12, comprising a step of controlling at least one distribution valve (11) arranged between the heat exchanger (3) and a component to be cooled (13; 15), way to control: a circulation of the heat transfer fluid entering the heat exchanger (3) through one of the intermediate beams (7; 9) and leaving the heat exchanger (3) by the other of the intermediate bundles (7; 9), or an inverted circulation of the heat transfer fluid entering the heat exchanger (3) through the other of the intermediate bundles (7; 9) and leaving the heat exchanger (3) by one of the intermediate beams (7; 9).