FR3070556B1 - ELECTRICAL CONNECTION DEVICE FOR A VEHICLE COOLED BY A HEAT TRANSFER CIRCUIT - Google Patents

Abstract

The invention relates to a circuit (1002) for a heat transfer fluid (750) for a vehicle comprising a cooling loop (800) comprising: - a pump (250) intended to circulate the heat transfer fluid (750) in the circuit (1002), - a radiator (350) intended to be exposed to an air flow (E), - a heat exchanger (900), characterized in that the heat exchanger (900) is dedicated to the cooling of an electrical connection device (10) for charging a vehicle traction battery.

Description

The present invention relates to the field of charging motor vehicle batteries, and in particular traction batteries for hybrid or electric motor vehicles. By traction batteries, it is understood any energy storage device for generating a driving force of the motor vehicle. The invention relates to the cooling circuit for cooling an electrical connection device, located on the vehicle, for charging such batteries.

The charging of a traction battery can be done by electrical connection. A first way of charging the battery, called rapid charge, is implemented by dedicated terminals, which are configured to deliver direct current for example. For this, a charging cord connected to the terminal is equipped with a gun type plug to connect to the vehicle connection device, such as the charging socket. For example, by delivering a continuous current of up to 400 Amperes, this type of terminal can fully charge the traction battery between 20 and 30 minutes. Generally, such a fast charging terminal is arranged to deliver 350 kilowatts.

A second way of charging the battery, called normal charge, is implemented by a connection to a domestic electrical network outlet. For this, a charging cord comprising at its first end a mains-type plug and at its second end a gun-type plug, is intended to be connected to the vehicle connection device, such as the charging socket. The charging cord also includes a transformer housing located between the two ends. This type of load generally requires 8h to 12h of connection for a full charge of the traction battery.

A third way of charging the battery, said recovery, is implemented during the braking and deceleration phases. Indeed, during a braking or deceleration phase, the wheels of the motor vehicle drive the electric motor of the motor vehicle in a direction of rotation to create an electric current, called recovery, used for charging the battery of traction.

A well-known disadvantage of the charge, whether of the fast charging or normal charging type, is that the connection between the electrical source and the battery to be charged by the vehicle releases a significant thermal power. However, heating these elements causes a reduction in the electrical power transmitted to the battery, especially when a threshold temperature is reached. Thus, when heating reaches this threshold temperature, the charging time of the battery is lengthened compared to the theoretical values based exclusively on the transfer of the electrical power. However, given the needs of the market, this lengthening of the charging time is a disadvantage to overcome, particularly in the case of fast charging.

For this, the prior art proposes solutions for cooling the charging terminal and / or the charge cord. For example, the document EP0823767 proposes to provide a charging cord comprising a cooling fluid channel supplied with cooling fluid from the charging terminal.

However, the prior art does not seem to propose a solution for cooling the load socket located on the vehicle and / or the connection between the charging socket located on the vehicle and the battery to be charged.

In this context, the subject of the present invention is a circuit for a vehicle heat transfer fluid comprising a cooling loop comprising: a pump intended to circulate the heat transfer fluid in the circuit; a radiator intended to be exposed to a flow; of air, - a heat exchanger, characterized in that the heat exchanger is dedicated to the cooling of an electrical connection device for a load of a traction battery of the vehicle. The heat exchanger dedicated to the cooling of the electrical connection device allows the cooling of the connection between an electrical source and the battery to be charged to the vehicle. More precisely, this cooling makes it possible to remain below the threshold temperature, thus avoiding damaging components of the connection device that surround the electrical conductors. In fine, the invention provides an improvement in the transfer of electrical power to the battery and therefore a decrease in charging time. The invention thus provides a solution that meets the needs of the market by providing a heat exchanger to cool for example the load socket located on the vehicle and / or the connector on the vehicle connecting an electrical source and the battery to be charged.

Cooling of the heat transfer fluid in this circuit is achieved by means of the radiator. Preferably, the radiator is exposed to an outside air flow.

In addition, such a circuit offers the possibility of being able to be installed on a vehicle that does not include a refrigerant circuit.

According to one or more characteristics of the invention that may be taken alone or in combination, provision may be made for: The radiator is disposed downstream of the heat exchanger and upstream of the pump , according to a direction of circulation of the coolant in this circuit. If several heat exchangers are present on the circuit, the radiator is located downstream of all these heat exchangers and upstream of the pump. - The radiator is intended to be installed on the front of the vehicle. Thus the radiator is exposed to an outside air flow. - The heat transfer fluid circuit comprises a second heat exchanger for cooling a battery of the vehicle. In other words, the cooling loop comprises two heat exchangers. - The second heat exchanger is arranged in series of the heat exchanger dedicated to the cooling of the electrical connection device, said first heat exchanger. - The second heat exchanger is disposed upstream of the heat exchanger dedicated to the cooling of the electrical connection device, according to a direction of circulation of the coolant in the circuit. - The heat transfer fluid circuit comprises a parallel branch on which is disposed one of the two heat exchangers so that the two heat exchangers are arranged in parallel with respect to each other. - The parallel branch supports the heat exchanger dedicated to the cooling of the electrical connection device, said first heat exchanger. - The heat transfer fluid circuit comprises a restriction so as to balance the flow rates between branches of the circuit each supporting one of the heat exchangers. Preferably, this restriction is located on the parallel branch and upstream of the heat exchanger that it supports, the upstream being understood in the direction of circulation of the coolant in this circuit. The invention also relates to a cooling circuit of an electrical connection device for charging a vehicle battery, comprising a first loop, called a cooling loop, in which a heat transfer fluid is intended to circulate and a second loop in which a refrigerant fluid is intended to circulate, the second loop comprising: a compressor intended to raise a pressure of the refrigerant; a condenser situated downstream of the compressor in a direction of circulation of the refrigerant in the second loop; at least one expansion member for lowering the pressure of the refrigerant, the circuit comprising a cooler for effecting a heat transfer between the heat transfer fluid of the first loop and the refrigerant of the second loop, characterized in that the cooling loop includes a heat exchanger, called a heat element thermal system, dedicated to the cooling of the electrical connection device. The heat exchanger dedicated to the cooling of the electrical connection device allows the cooling of the connection between an electrical source and the battery to be charged to the vehicle. More precisely, this cooling makes it possible to remain below the threshold temperature, thus avoiding damaging components of the connection device that surround the electrical conductors. In fine, the invention provides an improvement in the transfer of electrical power to the battery and therefore a decrease in charging time. The invention thus provides a solution that meets the needs of the market by providing a heat exchanger to cool for example the load socket located on the vehicle and / or the connector on the vehicle connecting an electrical source and the battery to be charged.

It will be understood that, in this circuit, the cooler forms an interface between the cooling loop and the second loop and that the cooling loop is arranged to cooperate with the refrigerant loop. It should be noted that the various fluids circulating in the cooler do not mix and that the heat exchange between these two fluids is by conduction. Such a circuit makes it possible to cool the connection device with the aid of the heat exchanger which is dedicated to it.

According to one or more characteristic (s) can be taken (s) alone or in combination, it can be provided that: - The at least one expansion member is located downstream of the condenser, in a fluid flow direction refrigerant in the second loop. - On the second loop, the cooler is located downstream of an expansion member, called the second expansion member. Thus, it is ensured that the refrigerant fluid is in the liquid state and at a low temperature before it enters the cooler, which makes it possible to improve the transfer of calories and to cool the heat transfer fluid of the cooling loop. - On the second loop, the cooler is disposed downstream of the condenser and upstream of the compressor, in the direction of circulation of the refrigerant. Thus, at the outlet of the condenser and the expansion member, it is ensured that the coolant is in the liquid state and at a low temperature, which makes it possible to improve the transfer of calories and to cool the coolant of the cooling loop. - The second loop includes a flow control valve located between the condenser and the cooler. Such a flow control valve selectively allows to allow or prohibit the flow of refrigerant to the cooler, which has the consequence, respectively, to allow or prohibit the cooling of the electrical connection device. - An expansion member, called the second expansion member, is located between the flow control valve and the cooler. Such an expansion member makes it possible to lower the pressure of the refrigerant fluid, which has the consequence of lowering its temperature. Thus, the coolant circulating in the cooler is at low temperature. - The second loop comprises an evaporator. By equipping such a circuit with an evaporator, the latter makes it possible, on the one hand, to heat and / or air condition a passenger compartment of a motor vehicle and, on the other hand, to cool the connection device with the aid of the exchanger. heat that is dedicated to him. - The evaporator is located downstream of a detent, called third expansion member. - The heat treatment element is arranged to achieve a heat exchange between the heat transfer fluid and the electrical connection device. It should be noted that a coolant is defined as a fluid allowing a transport of calories from one point to another. In other words, a heat transfer fluid is a fluid that is able to store and give up its calories. For example, it is water added with glycol. Unlike coolants, heat transfer fluids are not chosen for their state changes, but for their high boiling point, demonstrating their ability to transport calories.

Indeed, a heat transfer fluid is selected in particular according to its physicochemical properties, such as viscosity, the volume heat capacity and its high boiling temperature to avoid changes in state.

On the contrary a refrigerant fluid, will be chosen for its temperature of transition from the liquid state to the gaseous state, the amount of energy required to cause this change of state and the temperature difference caused by this change of state. For example, such a coolant is known by the acronym R-134A, 1234YF or R744. - The heat treatment element is intended to be located closer to the electrical connection device. By the terms "closer", it is understood that the heat treatment element is located at a sufficiently close distance or in contact with the electrical connection device to achieve the heat exchange. - The electrical connection device comprises at least one electrical conductor for providing an electrical connection to the battery. - The electrical connection device comprises a charging socket having at least one electrical terminal in electrical contact with the at least one electrical conductor. - The electrical connection device comprises a charging cable extending from the charging socket and to the battery and comprising the at least one electrical conductor. - The battery is a traction battery of the vehicle. - The heat transfer fluid is intended to be cooled by the second loop, that is to say by a refrigerant fluid loop. More particularly, the coolant is intended to be cooled using the cooler disposed between a condenser and a compressor of the second loop. - The cooling loop comprises a second heat exchanger for cooling a vehicle battery. In other words, the cooling loop comprises two heat exchangers. - The heat treatment element dedicated to the cooling of the electrical connection device is arranged in series of the second heat exchanger. It is understood that the connection device is necessarily cooled during cooling of the battery and vice versa. This embodiment has the advantage of not adding a flow control valve for the cooling of the battery with respect to the cooling of the electrical connection device. - The heat treatment element is disposed downstream of the second heat exchanger, in a direction of circulation of the coolant in the cooling loop. Thus, the heat transfer fluid first cools the battery and the connection device. - The cooling loop comprises a parallel branch on which the second heat exchanger is disposed. In other words, the two heat exchangers are arranged in parallel. This embodiment of the circuit makes it possible to selectively feed the heat treatment element, that is to say the first heat exchanger, or the second heat exchanger, especially when at least one flow control valve is provided on the parallel branch. - The cooling loop comprises a parallel branch on which the heat treatment element is disposed. In other words, the two heat exchangers are arranged in parallel. This embodiment of the circuit allows selectively powering the heat treatment element, that is to say the first heat exchanger, or the second heat exchanger, especially when at least one flow control valve is provided on the parallel branch.

It should be noted that such branch branch has the advantage of being able to adapt to already existing battery cooling circuits. Thus, the manufacture of such a circuit is facilitated. - The cooling loop includes a radiator. The presence of this radiator improves the cooling of the coolant and thus improve the cooling of the connection device. - The radiator is intended to be installed on the front of the vehicle. Thus the radiator is exposed to an outside air flow. - The radiator is arranged in parallel with the cooler. In other words, the radiator is located on an additional channel extending across the chiller. According to one embodiment, the additional channel forms a node downstream of the heat treatment element and forms a node upstream of the pump, the upstream and the downstream extending along a direction of circulation of the coolant in the first loop. - The cooling loop comprises a pump for circulating the heat transfer fluid. This pump ensures the circulation of heat transfer fluid along the cooling loop. - The cooling loop comprises a three-way valve located downstream of the heat exchanger, in a direction of circulation of the coolant in the cooling loop. This three-way valve allows the circulation of heat transfer fluid either to the radiator or to the cooler, particularly depending on a temperature of the outside air flow or an electronic control. - The cooling loop comprises a three-way valve located downstream of the heat treatment element, in a direction of circulation of the coolant in the "cooling loop." - The cooling loop comprises a three-way valve located downstream of the second heat exchanger, according to a direction of circulation of the coolant in the cooling loop - On the second loop, the cooler is disposed on a branch, said cooler branch, parallel to a branch, said air conditioning branch, supporting Thus, the cooler can be supplied with cooling fluid independently of the air conditioning branch and vice versa, and it can also be provided to feed the two branches simultaneously, in which case a flow control element can be provided. other features, details and advantages of the invention and its operation will become more clearly apparent a reading of the description given below as an indication, in relation to the accompanying figures, in which: - Figure 1 is a schematic representation of a motor vehicle comprising an electrical connection device according to the present invention for the load of a battery, the motor vehicle being connected to an external electrical source, - Figures 2 to 4 are schematic representations of three exemplary embodiments of a heat transfer fluid circuit for cooling the electrical connection device according to the invention, FIGS. 5 to 8 are diagrammatic representations of four exemplary embodiments of a coolant circuit operating with a refrigerant circuit, according to the present invention, equipped with a cooling branch comprising a heat exchanger dedicated to cooling. of the electrical connection device fitted to the motor vehicle, - the Figure 9 is a schematic representation of a fifth embodiment of a coolant circuit operating with a refrigerant circuit, according to the present invention, wherein a radiator has been provided.

It should firstly be noted that while the figures show the invention in detail for its implementation, they can of course be used to better define the invention where appropriate. Similarly, it is recalled that, for all the figures, the same elements are designated by the same references.

Figure 1 shows a motor vehicle 2, for example of all-electric or hybrid type, connected to an electrical source 15, to recharge a battery. According to this embodiment, the electrical source 15 can recharge a traction battery 3 of the motor vehicle 2. By traction batteries, it is understood any energy storage device for generating a driving force of the motor vehicle. To transfer electricity supplied by the electrical source 15 to the motor vehicle 2, and in particular to the traction battery 3, the latter comprises an electrical connection device 10.

The electrical source 15 is here a fast charging terminal delivering substantially 350 kilowatts (kW). Of course, the electrical source 15 could also be a domestic electrical network socket allowing a normal charge of the traction battery 3.

More specifically, the electrical connection device 10 is an integral part of the motor vehicle 2. This means that the electrical connection device 10 is located on the vehicle 2, that is to say that even in rolling condition, the electrical connection device 10 is part of the vehicle 2.

The electrical connection device 10 comprises a charging socket 12 located on an accessible part of the vehicle 2, and on which a user can connect a charging cord 16 electrically connected to the electrical source 15. The charging plug 12 makes it possible to connect the traction battery 3 of the vehicle to be charged to the charging cord 16, electrically connected to the electrical source 15, the charging cord 16 not being part of the electrical connection device 10.

In order to charge the traction battery 3, the charging plug 12 is electrically connected to the traction battery 3. For this, the electrical connection device 10 also comprises at least one charging cable 13 extending between the traction battery 3 and the charging socket 12. It should be noted that to provide an electrical connection between these different elements, the electrical connection device 10 comprises at least one electrical conductor 11 extending between the charging plug 12 and the traction battery. 3. The electrical conductor 11 is present in the charging socket 12, in the form of electrical terminals, then continues in the form of the charging cable 13, to the traction battery 3. Such an electrical conductor 11 allows transfer the electrical energy to the traction battery 3. More precisely, the electrical conductor 11 comprises a first part intended to be connected to the positive terminal of the electrical source 15, via one of the electrical terminals, and a second part intended to be connected to the negative terminal of the electric source 15, via another of the electrical terminals.

Furthermore, it may be provided that the connection device 10 comprises a transformation box 110 for processing the electric current going towards the traction battery 3.

According to the invention and in order to cool the electrical connection device 10 during the charging of the traction battery 3, the electrical connection device 10 is equipped with a heat exchanger intended to cooperate with a cooling source derived from the motor vehicle 2. In the rest of the description, this heat exchanger is also called heat treatment element of the electrical connection device 10.

More precisely, according to the present invention, the cooling source corresponds to a circuit 1002, 1003, 1004, 1005, 1006, 1007, 1008, 1009 comprising a cooling loop 800, in which a heat-transfer fluid 750 circulates and which, according to the examples of embodiment, collaborates or not with a loop 805 of refrigerant. It should be noted that the coolant 750 is for example cooling water.

The cooling loop 800, intended to be borrowed by the coolant 750, comprises the heat exchanger dedicated to the cooling of the electrical connection device 10, called the heat treatment element 900. It is then understood that the heat treatment element 900 forms an interface between the electrical connection device 10 and the cooling loop 800. Preferably, the heat treatment element 900 is in the form of a thermally conductive pipe, in which the heat transfer fluid 750 is intended to circulate to low temperature.

More particularly, the heat treatment element 900 is dedicated to the partial or total cooling of the electrical connection device 10. For this purpose, the heat treatment element 900 can be in various forms.

According to a first exemplary embodiment and to cool the charging plug 12 of the electrical connection device 10, the thermally conductive pipe extends around, inside or along the charging plug 12, only. Preferably, the thermally conductive duct extends as close as possible to the electrical terminals of the charging socket 12. Closely is meant in a manner sufficiently close for heat exchange to occur between the heat treatment element 900 and the electrical terminals.

It will be understood that the thermally conductive duct forms an integral part of the electrical connection device 10, in particular via the thermal treatment element 900. In this case, the thermally conductive duct is deenergized λr ... λ. cooperate with the cooling loop 800 of heat transfer fluid 750.

According to a second exemplary embodiment and in order to cool the charging cable 13 of the electrical connection device 10, the thermally conductive pipe extends along, around or inside the charging cable 13, only and as close to this one. Closest is meant in a sufficiently close manner for there to be heat exchange between the heat treatment element 900 and the electrical terminals.

According to a third exemplary embodiment, in which the entire electrical connection device 10 is cooled, the thermally conductive conduit extends along, around, and / or inside the charging cable 13, around, to the inside and / or along the charging plug 12. It may also be provided to cool the transformation box 110.

Several embodiments of the circuit 1002, 1003, 1004, 1005, 1006, 1007, 1008, 1009 will now be described in relation to FIGS. 2 to 9. However, among these circuits, circuits 1002, 1003, 1004 comprising a single heat transfer fluid loop 750, as will be described in connection with FIGS. 2 to 4 and circuits 1005, 1006, 1007, 1008, 1009 in which the heat transfer fluid loop 750 operates with a loop 805 of coolant 700, such as that will be described in connection with Figures 5 to 9.

FIGS. 2 to 4 show heat transfer fluid circuits 1002, 1003, 1004, each comprising successively a pump 250, the heat treatment element 900 dedicated to cooling the connection device 10 and a radiator 350. According to a particular embodiment these circuits 1003, 1004 may also be equipped with a heat exchanger dedicated to cooling the traction battery 3, as will be described later.

These circuits 1002, 1003, 1004 comprise a first channel 831 connecting the pump 250 to at least one of the heat exchangers 100, 900 and at least one of the heat exchangers 100, 900 is connected to the radiator 350 to the Using a second channel 832. The radiator 350 is then connected to the pump 250 by a return channel 833. It should be noted that the pump 250 ensures the circulation of heat transfer fluid 750 along the cooling loop 800 .

The radiator 350 is preferably placed on the front face of the motor vehicle 2 in order to be exposed to an outside air flow E. More particularly, this radiator 350 enables the coolant 750 circulating therein to be cooled in order to exchange calories with the outside air flow E passing through the radiator 350.

FIG. 2 illustrates the circuit 1002 in which the cooling loop 800 is exclusively dedicated to the cooling of the electrical connection device 10. Thus, the coolant 750 is cooled in the radiator 350 and is then sent into the heat treatment element 900, using the pump 250. In the heat treatment element 900, the heat transfer fluid 750 exchanges heat with the electrical connection device 10, in order to cool it down and to reduce the charging time. After the exchange of calories, the coolant 750 is cooled again through the radiator 350. It should be noted that the pump 250 may be located at any point in the circuit 1002.

It should be noted that the electrical consumption due to the operation of such a circuit 1002, 1003, 1004 of coolant 750 is negligible compared to the power gain that allows the cooling of the electrical connection device 10.

According to alternative embodiments illustrated in FIGS. 3 and 4, the circuit 1003, 1004 comprises a heat exchanger dedicated to the cooling of the traction battery 3, this heat exchanger being referred to as an additional heat exchanger 100 in the following description. because of the presence of the heat treatment element 900 already constituting a heat exchanger. These two embodiments are particularly suitable for cooling traction batteries 3 which can generally reach 60 ° C.

Such an additional heat exchanger 100 is, on the one hand, arranged as close as possible to the traction battery 3, forming for example a support for it, and on the other hand configured to circulate the coolant 750, by being provided with circulation tubes for example.

FIG. 3 illustrates an exemplary embodiment, in which the heat exchangers 100, 900 are arranged in series on the cooling loop 800. More specifically, the additional heat exchanger 100 dedicated to the cooling of the traction battery 3 is arranged upstream of the heat treatment element 900 dedicated to the cooling of the connection device 10. These two heat exchangers 100, 900 are connected to each other by a connecting channel 834.

This arrangement of the heat exchangers 100, 900 relative to each other makes it possible to optimize the efficiency of the additional heat exchanger 100 by ensuring that the coolant 750 passing therethrough is as cold as possible. Indeed, the average temperature of the electrical connection device 10 is significantly higher than the average temperature of the traction battery 3, it is more advisable to place them in this order.

However, according to an alternative embodiment, the heat treatment element 900 dedicated to the cooling of the connection device 10 is disposed upstream of the additional heat exchanger 100, in the direction of the heat transfer fluid 750 in the circuit 1003.

According to a second exemplary embodiment illustrated in FIG. 4, the heat transfer fluid circuit 1004 comprises the thermal treatment element 900 dedicated to the cooling of the connection device 10 arranged in parallel with the additional heat exchanger 100 dedicated to the cooling of the heat exchanger. the traction battery 3.

More particularly, this circuit 1004 comprises a parallel branch 835 forming nodes 836, 837 with the first channel 831 and the second channel 832. More specifically, the parallel branch 835 forms nodes 836, 837 on either side of the additional heat exchanger 100 dedicated to the cooling of the traction battery 3 which is disposed here on the first branch 831 of the circuit 1004. This parallel branch 835 comprises the heat treatment element 900 dedicated to the cooling of the connection device 10.

The parallel branch 835 comprises a restriction 72 located upstream of the heat treatment element 900, in the direction of the coolant 750 along the parallel branch 835. This restriction 62 distributes the heat transfer fluid flow 750 between the two heat exchangers 100, 900, in particular as a function of the heat generated by the connection device 10 and / or the traction battery 3.

According to an alternative embodiment, the restriction 72 is replaced by a flow control valve regulating the flow of heat transfer fluid 750 in this parallel branch 835.

It will be understood that such an arrangement of the two heat exchangers 100, 900 in parallel offers the possibility of better distributing the coolant 750 in the circuit 1004 compared to a series arrangement. Of course, the position of these two heat exchangers 100, 900 can be reversed on the coolant circuit 1004. In this case, it can be provided an additional flow control valve installed between the node 836 and the element of heat treatment 900, so as to disable the cooling of the connection device 10, especially in rolling condition.

Circuits 1005, 1006, 1007, 1008, 1009 will now be described in which the coolant 750 is cooled by means of a loop 805 of coolant 700. It is then understood that the circuits 1002, 1003, 1004, previously described, offer the possibility of being able to be installed on vehicles not including a refrigerant circuit 700.

For all the circuits 1005, 1006, 1007, 1008, 1009 where the coolant loop 750 operates with the refrigerant loop 805 700, it should be noted that the latter comprises a compressor 200, at least one condenser 300, 301, at least one expansion member 401, 402, 403, at least one internal evaporator and a heat treatment element 900. The refrigerant fluid 700 flows successively through these elements forming a closed circuit. Furthermore, in the following, the names upstream and downstream will be used with reference to the direction of flow of the coolant or heat transfer fluid, as the case, within the circuit 1005, 1006, 1007, 1008, 1009.

Thus, as can be seen in the exemplary embodiments shown in FIGS. 5 to 9, the compressor 200 is connected to an internal condenser 301 via a channel 819 in which the coolant 700 circulates at high pressure, and therefore at high temperature. This internal condenser 301 is located in a ventilation, heating and / or air conditioning system which operates in cooperation with the circuit 1005, 1006, 1007, 1008, 1009. The internal condenser 301 is selectively traversed by a flow of air A or not, using a closure device 31. It should be noted that the name "internal" means an element located inside the ventilation system, heating and / or air conditioning.

When the internal condenser 301 is traversed by the air flow A, the refrigerant 700 exchanges heat with this air flow A and is found in a different state at the output of the internal condenser 301. When the shutter device 31 prevents the flow of air A through the internal condenser 301, the refrigerant 700 does not exchange calories and does not change state when it passes through the internal condenser 301.

At the outlet of this internal condenser 301 and depending on the state of the coolant 700, the refrigerant passes through a channel 803 on which a flow control valve 61, called the first valve 61, or a channel 820 on which is disposed a detent, called the first detent member 401.

At the outlet of these two channels 803, 820, the refrigerant 700 is directed to a heat exchanger 36 that can be used as a condenser 300 or as an evaporator 600, depending on the state of the cooling fluid 700. This heat exchanger 36 is located on the front face of the motor vehicle 2, so as to be exposed to an outside air flow E. At the outlet of this heat exchanger 36, the refrigerant 700 takes a channel 801 to a bifurcation 808. At the end of this bifurcation 808, the coolant 700 is intended to borrow one or more branches arranged in parallel before reaching the compressor 200 again. Among these branches arranged in parallel, there is a first branch 806, called the return branch 806, on which only a flow control valve, called the second flow control valve 62, is disposed, and a second branch 804, called air conditioning, on which the An internal evaporator is provided. The internal evaporator is located in the ventilation, heating and / or air conditioning system and is exposed to an air flow A. The air conditioning branch 804 forms a first node 811 with the channel 801 coming out of the exchanger thermal 36 and a second node 812 with a channel 816 leading to a battery 500.

It should be noted that the return branch 806 originates at the fork 808 and forms a node, called the third node 813, with the channel 816 leading to the accumulator 500.

According to a portion of the circuit examples which will be described below, among these branches arranged in parallel, there is also a cooler branch 802 on which at least one cooler 650 is provided. It should be noted that the chill branch 802 forms a node, called the fourth node 814, with the channel 801 coming out of the heat exchanger 36 and another node, called the fifth node 815, with the channel 816 leading to the accumulator 500 .

At the output of these different parallel branches 802, 804, 806, the cooling fluid 700 is conveyed in the channel 816 leading to the accumulator 500. This accumulator 500 makes it possible to ensure that only the gaseous phase of the cooling fluid 700 is directed towards the compressor 200, via a channel 818 connecting the accumulator 500 to the compressor 200. It should be noted that the coolant 700 flowing in the channel 816 closing the circuit is at low pressure, as is the channel 818, located downstream of the channel 816 and 818 upstream of the compressor. Thus, these channels 816, 818 may be designated by the terms "low pressure channels" of the circuit.

For all of these circuits 1005, 1006, 1007, 1008, 1009, the coolant 700 at the outlet of the cooler 650 is admitted in essentially gaseous form into the compressor 200. At the outlet of the compressor 200, the refrigerant 700 , which has undergone compression, is in the form of a gas whose pressure and temperature have increased.

Furthermore, all these circuits 1005, 1006, 1007, 1008, 1009 comprise the cooling loop 800 on which the heat treatment element 900 is provided and in which the heat transfer fluid 750 circulates. It should be noted that this cooling loop 800 may be equipped with a pump 250 for circulating the heat transfer fluid 750, as described above.

The cooling loop 800 comprises a first channel 821 connecting the cooler 650 to the pump 250, then a second channel 822 connecting the pump 250 to the heat treatment element 900 and finally a third channel 823 connecting the heat treatment element 900 650. The coolant 750 circulates successively in these three channels 821, 822.823.

FIG. 5 schematically represents a first exemplary embodiment of a circuit 1005 in which the heat transfer fluid cooling loop 750 cooperates with the refrigerant fluid loop 805 and with the ventilation, heating and / or cooling system. or air conditioning of a passenger compartment of the motor vehicle 2.

According to a first so-called air-conditioning operating mode, the refrigerating fluid 700, at the outlet of the compressor 200, is admitted into a heat exchanger 36 that can be as well condenser 300 as evaporator 600 according to the state in which the coolant 700 circulates at within this heat exchanger 36. Preferably, this heat exchanger 36 is located on the front of the vehicle so as to be exposed to an outside air flow E.

In this example, the refrigerant fluid 700 being in gaseous form, this heat exchanger 36 behaves like a condenser 300, in which it undergoes a first phase change and transforms into a liquid. During this phase change, the pressure of the cooling fluid 700 remains constant and its temperature decreases, the refrigerant 700 yielding part of its heat to an outside air flow E through the condenser 300. It should be noted that the circuit 1005 includes an internal condenser 301, which in this mode of operation in air conditioning, is not used. Indeed, it can be seen that the closure device 31, such as a shutter, is in the closed position so as to prohibit any exchange with a flow of air A through the ventilation, heating, and / or air conditioning. Therefore, the coolant 700 passes through this internal condenser 301 without undergoing transformation. In addition, the first expansion member 401 located on the channel 820, at the outlet of this internal condenser 301 is not used in this mode of operation in air conditioning and the refrigerant 700 takes the channel 803 to reach the heat exchanger 36 operating as a condenser 300.

According to a first example of implementation, a portion of the coolant 700 is conveyed to the air conditioning branch 804 supporting the internal evaporator and another part to the cooler branch 802. The refrigerant 700, essentially in liquid form at the the condenser outlet 300, is then conveyed to an expansion member 402, called the second expansion member 402, located on the cooler branch 802 and an expansion member 403, called the third expansion member 403, located on the air conditioning branch 804 supporting the internal evaporator. It should be noted that the second expansion member 402 is disposed upstream of the cooler 650 and that the third expansion member 403 is disposed upstream of the internal evaporator. The expansion undergone in the expansion member 403 makes it possible to reduce the pressure of the refrigerating fluid 700 substantially, which results in the production of a liquid coolant 700 at a low temperature.

Such an arrangement of the expansion members 402, 403, directly upstream of the internal evaporator and the cooler 650, makes it possible to avoid heat exchange losses by reducing the distance traveled by the cooling fluid 700 at low temperature before to reach the internal evaporator and / or the cooler 650. Alternatively, there can be provided a single expansion member located on a portion of the channel 801, between the first node 811 and the bifurcation 808 distributing the coolant 700 to the different parallel branches 802 , 804, 806 of circuit 1005 previously described. It is notable that according to the mode of operation in cooling the return branch 806, is not used. For this purpose, the second flow control valve 62 located on this return branch 806 is in the closed position so as to prevent any liquid refrigerant passage 700, in the direction of the compressor 200.

The portion of the coolant 700 supplied to the internal evaporator exchanges heat with a flow of air A through the internal evaporator. This air flow A, circulating in the ventilation system, heating and / or air conditioning, is cooled and is sent to the passenger compartment of the vehicle.

The portion of the coolant 700 supplied to the cooler 650 exchanges heat with the coolant 750 circulating in the cooling loop 800 dedicated to the cooling of the electrical connection device 10. At the end of this heat exchange, the coolant 750 at low temperature, is driven to the heat treatment element 900 previously described, using the pump 250. Depending on the shape that takes the heat treatment element 900, the heat transfer fluid 750 allows to cool a part or all of the electrical connection device 10.

It will be understood from this first example of implementation that the passenger compartment of the motor vehicle 2 is conditioned during the cooling of the electrical connection device 10. Thus, during the charging of the traction battery 3 by a fixed electrical source 15, such an example of implementation also allows a pre-conditioning of the passenger compartment of the motor vehicle 2, that is to say before the user uses it. It should be noted that the electrical consumption due to the operation of such a coolant circuit 1005 700 is negligible compared to the power gain that allows the cooling of the electrical connection device 10.

According to a second example of implementation, a flow control valve, called the third flow control valve 63, is disposed on the air conditioning branch 804, upstream of the internal evaporator in the direction of circulation of the coolant 700 in the air-conditioning branch 804. When this third flow control valve 63 is in the closed position, it makes it possible to convey all of the coolant 700 to the cooler branch 802. Thus, the entire coolant 700 is used to exchange calories with heat transfer fluid 750.

It should be noted that the third flow control valve 63 is located upstream of the third expansion member 403, which is located on the air conditioning branch 804, according to the flow direction of the refrigerant 700 in this air conditioning branch 804. However, that the third flow control valve 63 is located upstream or downstream of the third expansion member 403, it should be noted that it avoids the expansion of the cooling fluid 700 when it is in a position prohibiting the flow of refrigerant 700 in the air conditioning branch 804.

Thus, this second example of implementation makes it possible not to cool the passenger compartment of the motor vehicle 2 during the cooling of the electrical connection device 10, which makes it possible to dedicate the heat output of the circuit 1005 to the cooling of the electrical connection device. 10.

Furthermore, it should be noted that the cooler branch 802 is equipped with a flow control valve, called the fourth flow control valve 64 to deactivate the cooling of the electrical connection device 10. In fact, during the taxi of the motor vehicle 2, or during a start-up phase, it is not necessary to cool the electrical connection device 10.

It should also be noted that the fourth flow control valve 64 is situated upstream of the second expansion member 402, which is situated on the cooler branch 802, in the direction of circulation of the coolant 700 in this cooler branch 802. In the same way as previously, that the fourth flow control valve 64 is located upstream or downstream of the second expansion member 402, it should be noted that it avoids the expansion of the cooling fluid 700 when it is in a position preventing the circulation of the coolant 700 in the cooler branch 802.

During the heat exchange, whether in the internal evaporator or in the cooler 650, the coolant 700 undergoes a new phase change by turning into gas. It is then rerouted to the compressor 200 to undergo a new cycle.

In order to ensure that the compressor 200 compresses refrigerant 700 in exclusively gaseous form, the circuit 1005 is advantageously equipped with the accumulator 500 located directly upstream of the compressor 200. In other words, a battery 500 can be provided. on the circuit 1005 between the internal evaporator and the compressor 200 or between the cooler 650 and the compressor 200, so that the compressor 200 only compresses refrigerant 700 in exclusively gaseous form.

According to a second so-called heat pump operating mode, the refrigerant fluid 700 in the gaseous form at high pressure and high temperature, at the outlet of the compressor 200, is admitted into the internal condenser 301, which according to this mode of operation is active.

For this, the shutter device 31 is in the open position, as shown by dotted lines in FIGS. 5 to 9, so that the internal condenser 301 is exposed to an air flow A passing through the installation ventilation, heating and / or air conditioning to be sent towards the passenger compartment of the vehicle 2. During its passage along the internal condenser 301, the refrigerant 700 gives calories to the air flow A through the internal condenser 301, so as to provide a hot air flow towards the passenger compartment.

During its passage through the internal condenser 301, the coolant 700 undergoes a first phase change and transforms into a liquid. During this phase change, the pressure of the cooling fluid 700 remains constant and its temperature decreases, the coolant 700 yielding part of its heat to the flow of air A through the internal condenser 301.

The coolant 700, essentially in liquid form at the outlet of the internal condenser 301, is then conveyed into the first expansion member 401, with the passage to the channel 803 closed by the first flow control valve 61. The refrigerant 700 then undergoes a relaxation to lower its pressure which results in obtaining a coolant 700 in the liquid state and at low temperature.

The coolant 700 is then conveyed to the heat exchanger 36. The coolant 700 being here in liquid form, this heat exchanger 36 behaves like an evaporator 600, in which the coolant 700 exchanges its heat with a surrounding medium. heat exchanger 36 and in particular with the outside air flow E. It should be noted that the heat pump mode of the circuit 1005 is generally used when the external medium is cold, so that the cooling fluid 700, although becoming gaseous, remains at low temperature at the outlet of the heat exchanger 36.

According to a first example of implementation of the heat pump mode, a part of the coolant 700, at the outlet of the heat exchanger 36, is conveyed to the cooler branch 802 which supplies the cooler 650. The other part of the fluid Refrigerant 700 is routed directly to the compressor 200 via the return branch 806, the second flow control valve 62 in the open position.

The portion of the coolant 700 passing through the cooler branch 802, in gaseous form and at a low temperature, then exchanges heat with the coolant 750 circulating in the cooling loop 800. At the end of this exchange of calories, the heat transfer fluid 750 is at low temperature and is then driven to the heat treatment element 900 dedicated to the cooling of the electrical connection device 10 with the aid of the pump 250. Depending on the shape of the heat treatment element 900, the heat transfer fluid 750 allows to cool some or all of the electrical connection device 10.

At the end of the heat exchange in the cooler 650, the coolant 700 is then rerouted to the compressor 200 for a new cycle.

According to a second example of implementation of the heat pump mode, and in order to cool more effectively the electrical connection device 10, the second flow control valve 62 located on the return branch 806 is in the closed position. Thus, the totality of the cooling fluid 700, at the outlet of the heat exchanger 36, is conveyed to the cooler branch 802 to ensure a better heat exchange with the coolant 750 and thus with the connection device 10.

It should be noted that the cooler branch 802 is equipped with the fourth flow control valve 64 for interrupting the cooling of the electrical connection device 10. In fact, during the driving of the motor vehicle 2, or during a phase of starting, it is not necessary to cool the electrical connection device 10. In this case, the coolant 700 at the outlet of the heat exchanger 36 is directly routed to the compressor 200 by the return branch 806 whose second valve of flow control 62 is in the open position.

According to this mode of heat pump operation, access to the internal evaporator located on the air conditioning branch 804 is deactivated by positioning the third flow control valve 63 located on this branch 804 in the closed position. However, according to a dehumidification mode, the third flow control valve 63 is placed in the open position so as to capture the humidity of the flow of air A circulating in the ventilation, heating and / or air conditioning system prior to its heating. by the internal condenser 301. In fact, it should be noted that according to the direction of the flow of air A flowing in the ventilation, heating and / or air conditioning system, the internal condenser 301 is disposed downstream of the internal evaporator .

In order for the circuit 1005 to be as well suited to the cooling mode as it is to the heat pump mode, it will be understood that the ventilation, heating and / or air conditioning system with which the circuit 1005 cooperates, and the circuit 1005 itself, They include two-way valves, three-way valves and one or more shut-off devices 31.

Advantageously, the circuit 1005, 1006, 1007, 1008, 1009 is also arranged to cool the traction battery 3 of the motor vehicle 2. For this a heat exchanger, said additional heat exchanger 100, is provided on the circuit, like this will be described in connection with FIGS. 6 to 8.

Such an additional heat exchanger 100 is, on the one hand, arranged as close as possible to the traction battery 3, forming for example a support for it, and on the other hand configured to circulate the coolant 750, by being provided with circulation tubes for example.

According to the exemplary embodiment shown in FIG. 6, this second circuit example 1006 is identical in all respects to the circuit 1005 illustrated in FIG. 5, except for the presence of the additional heat exchanger 100 dedicated to the cooling of the traction battery. 3 of the vehicle which is disposed on the cooling loop 800 of the circuit 1005. In other words, the cooling loop 800, in which the heat transfer fluid 750 circulates, comprises two heat exchangers 100, 900 arranged one at the following each other on this 800 loop.

According to this embodiment, the additional heat exchanger 100 is installed in series with the heat treatment element 900, in the cooling loop 800. A channel 824 then connects the outlet of the additional heat exchanger 100 to the heat exchanger 100. input of the heat treatment element 900.

More specifically, the additional heat exchanger 100 is located upstream of the heat treatment element 900, according to the direction of circulation of the coolant 750 in the cooling loop 800. Thus, the traction battery 3 is cooled before the electrical connection device 10 is cooled. This embodiment has the advantage of not having to add additional elements for the cooling of the traction battery 3 with respect to the circuit 1005 illustrated in FIG.

Another advantage of this circuit 1006 lies in the optimization of the life of the compressor 200. Indeed, during the charging of the traction battery 3, the average temperature of the electrical connection device 10 is significantly higher than the temperature. average of the traction battery 3. Therefore, placing the cooling of the electrical connection device 10 downstream of the cooling of the traction battery 3 makes it possible to increase the average temperature of the coolant 750 at the end of cooling, which has the consequence to optimize the vaporization of the coolant 700 in the cooler 650. Thus, the gaseous portion of the coolant 700 towards the compressor 200 is maximized, which limits the risk of damaging the compressor with a potential liquid portion of the coolant 700. In addition, this improves the efficiency of the additional heat exchanger 100 by ensuring that e the heat transfer fluid 750 circulating within it is as cold as possible.

Of course, depending on the arrangement of the motor vehicle 2, it could be expected to place the heat treatment element 900 upstream of the additional heat exchanger 100 dedicated to the cooling of the traction battery 3, the upstream being understood according to the direction of circulation of the coolant 750 in the cooling loop 800.

According to the embodiment shown in FIG. 7, this third circuit example 1007 is identical in all respects to the circuit 1005 illustrated in FIG. 5, except for the presence of the additional heat exchanger 100 dedicated to the cooling of the traction battery. 3. With respect to the circuit 1006 illustrated in FIG. 6, the additional heat exchanger 100 is here arranged in parallel with the heat treatment element 900.

Indeed, it is noted that the cooling loop 800 comprises a fourth channel 850, called parallel channel 850, extending from the terminals of the heat treatment element 900 and on which the additional heat exchanger 100 is disposed. In other words, the cooling loop 800 comprises a parallel channel 850 forming a bypass of the heat treatment element 900.

More precisely, the parallel channel 850 forms a node, called the sixth node 826, with the second channel 822 of the cooling loop 800. In this case, the sixth node 826 is located upstream of the heat treatment element 900. parallel channel 850 forms another node, called seventh node 827, with the third channel 23 of the cooling loop 800. In this case, the seventh node 827 is located downstream of the heat treatment element 900. Thus, the Parallel channel 850 forms two nodes 826, 827 on the cooling loop 800, both disposed on either side of the heat treatment element 900.

The parallel channel 850 is disposed downstream of the pump 250 and upstream of the cooler 650, in the direction of flow of the coolant 750 in the cooling loop 800. It should be noted that to control a circulation of the coolant 750 in the Parallel channel 850, it is equipped with a flow control valve, called the fifth flow control valve 65.

According to an alternative embodiment, the fifth flow control valve 65 disposed on the parallel channel 850 is replaced by a restriction, such as a calibrated orifice, which makes it possible to balance the flow rates between the second channel 822 supporting the element of heat treatment 900 and the parallel channel 850.

According to another variant embodiment, an additional flow control valve is installed between the node 826 and the heat treatment element 900, so as to be able to deactivate the cooling of the connection device 10, in particular under rolling conditions.

A fourth example of circuit 1008 illustrated in FIG. 8 is in all respects identical to the circuit 1007 illustrated in FIG. 7, except that the position of the thermal treatment element 900 and the additional heat exchanger 100 dedicated cooling the traction battery 3 on the cooling loop 800 have been reversed. In other words, the circuit 1008 shows that the cooling loop 800 comprises a second channel 822 connected to the additional heat exchanger 100 and a parallel channel 850 forming nodes 826, 827 at the terminals of the heat exchanger. additional heat 100, the parallel channel 850 including the heat treatment element 900.

In order to control the circulation of heat transfer fluid 750 in the parallel channel 850, the latter is equipped with a flow control valve, called the sixth flow control valve 66. In the same manner as previously described, the parallel channel 850 can be equipped with a restriction to replace the sixth flow control valve 66.

The main advantage of this circuit 1008 lies in the possibility of being able to connect the parallel channel 850, which is here dedicated to the cooling of the electrical connection device 10, on a cooling loop 800 of the traction battery 3 existing on the motor vehicle 2 , while offering the possibility of deactivating the cooling of the connection device 10 with respect to the cooling of the traction battery 3.

On the other hand, in order that the coolant 750 can be cooled by outside air, in addition to or instead of the coolant 700, a radiator 350 can be added to the cooling loop 800, as shown in FIG. Figure 9. This radiator 350 is advantageously located on the front face of the vehicle 2 in order to be exposed to an outside air flow E.

The fifth example circuit 1009, illustrated in FIG. 9, shows the integration of this radiator 350, in addition to the cooler 650 on the cooling loop 800. The refrigerant loop 700 is identical to the circuits previously described. Of course, the integration of the radiator 350 could have been illustrated on any other cooling loop 800 such as that integrated on the circuits 1006, 1007, 1008 previously described. In this case, the connection of the radiator 350 would be exactly the same as that shown in FIG. 9.

More particularly, in order to integrate both the radiator 350 and the chiller 650 on the cooling loop 800, the latter includes an additional channel 825, on which the radiator 350 is disposed. This additional channel 825 starts at a node, called the eighth node 828, formed with the first channel 821 of the cooling loop 800 and terminates at another node, called the ninth node 829, formed with the third channel 823 of the cooling loop 800. Thus, the eighth node 828 is located upstream of the pump 250 and the ninth node 829 is located downstream of the heat treatment element 900 dedicated to the cooling of the connection device 10. In other words the additional channel 825 is connected across the chiller 650. Thus, the radiator 350 is arranged in parallel with the chiller 650.

Preferably, a three-way valve 61 equips the ninth node 829. In other words, this three-way valve 61 is disposed at the intersection of the additional channel 825 and the third channel 823 located at the outlet of the heat treatment element 900. Three-way valve 61 makes it possible to control the circulation of the coolant 750 from the heat treatment element 900 either to the radiator 350 or to the cooler 650, depending on the temperature of the outside air flow E. The three-way valve 61 can be driven electronically.

When the temperature of the outside air flow E is less than a threshold value, the three-way valve 61 allows the coolant 750 to flow to the radiator 350 so that the outside air flow E, passing through the radiator 350, cools the heat transfer fluid 750. The heat transfer fluid 750 is then redirected to the heat treatment element 900 dedicated to the cooling of the connection device 10 by means of the pump 250.

When the temperature of the outside air flow E is greater than a threshold value, the three-way valve 61 prohibits the coolant 750 to flow to the radiator 350 and allows it to flow to the chiller 650, or any other cooling means heat transfer fluid, so that the heat transfer fluid 750 is cooled by the refrigerant 700, or any other fluid. The coolant 750 is then redirected to the heat treatment element 900 dedicated to the cooling of the connection device 10 by means of the pump 250.

Whatever the embodiment chosen, and whatever the connection of the heat treatment element 900 dedicated to the cooling of the connection device 10, the invention makes it possible to perform a heat exchange to improve the transfer of heat transfer. the electrical power to the battery of a motor vehicle 2. By the use of a coolant circuit 750 operating with or without refrigerant circuit 700, this invention allows easy integration to a motor vehicle 2, in which congestion constraints are strong. In addition, by integrating the cooling of the battery itself, with the aid of an additional heat exchanger 100, these circuits contribute to improving the battery life.

Whatever the embodiment, an intermediate element between the electrical connector and a cooling source 1002, 1003, 1004, 1005, 1006, 1007, 1008, 1009 from the vehicle 2, such as a heat pipe or heat pipe, a dielectric fluid or a steam chamber. The invention can not however be limited to the means and configurations described and illustrated, and it also applies to any means, or all configurations, equivalent (e) s and all combinations of such means and / or configurations. Indeed, if the invention has been described and illustrated according to different embodiments implementing each separately a particular arrangement, it is obvious that these presented arrangements can be combined without damaging the invention.

Claims (10)

1. Circuit (1002, 1003, 1004) for a heat transfer fluid (750) for a vehicle (2) comprising a cooling loop (800) comprising: a pump (250) intended to circulate the coolant (750) in the circuit (1002, 1003, 1004), - a radiator (350) for being exposed to an air flow (E), - a heat exchanger (100, 900), characterized in that the heat exchanger heat (900) is dedicated to the cooling of an electrical connection device (10) for charging a vehicle traction battery (3) (2). 2. heat transfer fluid circuit according to claim 1, characterized in that it comprises a second heat exchanger (100) for cooling a battery (3) of the vehicle (2). 3. Heat transfer fluid circuit according to the preceding claim, characterized in that it comprises a parallel branch (835) on which is disposed one of the two heat exchangers (100, 900) so that the two heat exchangers ( 100, 900) are arranged in parallel with each other. 4. Circuit (1005, 1006, 1007, 1008, 1009) for cooling an electrical connection device (10) for charging a vehicle battery (3), comprising a first loop, called a loop cooling device (800), in which a coolant (750) is intended to circulate and a second loop (805) in which a coolant (700) is intended to circulate, the second loop (805) comprising: - a compressor ( 200) for raising a pressure of the coolant (700), - a condenser (300, 301), located downstream of the compressor (200) in a refrigerant circulation direction (700) in the second loop (805), at least one expansion member (401, 402, 403, 404, 405) for lowering the pressure of the coolant (700), the circuit (1005, 1006, 1007, 1008, 1009) comprising a cooler (650) for to effect a heat transfer between the coolant (750) of the first loop (800) and the refrigerant fluid (700) of the second loop (805), characterized in that the cooling loop (800) comprises a heat exchanger, called a heat treatment element (900), dedicated to the cooling of the electrical connection device (10) . 5. Circuit according to claim 4, characterized in that the cooling loop (800) comprises a second heat exchanger (100) for cooling a battery (3) of the vehicle (2). 6. Circuit according to the preceding claim, characterized in that the heat treatment element (900) dedicated to the cooling of the electrical connection device (10) is arranged in series of the second heat exchanger (100). 7. Circuit according to claim 5, characterized in that the cooling loop (800) comprises a parallel branch (850) on which the second heat exchanger (100) is disposed. 8. Circuit according to claim 5, characterized in that the cooling loop (800) comprises a parallel branch (850) on which the heat treatment element (900) is disposed. 9. Circuit according to any one of claims 4 to 8, characterized in that the cooling loop (800) comprises a radiator (350). 10. Circuit according to the preceding claim, characterized in that on the second loop (805), the cooler (650) is disposed on a branch, said cooler branch (802), parallel to a branch, said air conditioning branch ( 804), supporting an evaporator (600).