FR3103741A1 - HEAT TREATMENT SYSTEM INTENDED FOR A MOTOR VEHICLE - Google Patents

Abstract

TITLE OF THE INVENTION: HEAT TREATMENT SYSTEM FOR A MOTOR VEHICLE The invention relates to a heat treatment system (100) intended for a vehicle, comprising at least one circuit (200) of refrigerant fluid (FR) and at least one loop (300) of heat transfer fluid (FC), the circuit (200) of refrigerant fluid (FR) comprising, at least, a compression device (210), a first heat exchanger (220) arranged at an interface between the circuit (200 ) of refrigerant fluid (FR) and the loop (300) of heat transfer fluid (FC), an internal heat exchanger (250) equipped with at least a first section (251) for circulation of the refrigerant fluid (FR) and of at least one second section (252) for circulation of the refrigerant fluid (FR) separate from the first section (251), a first expansion member (230), a second heat exchanger (240) configured to effect a heat exchange between a external air flow (FAe) to the vehicle and the refrigerant (FR) and the bo heat transfer fluid (FC) unit (300) comprising at least the first heat exchanger (220), at least one means (311) for circulating the heat transfer fluid (FC), at least one first heat exchanger (310) configured to effect a heat exchange between the heat transfer fluid (FC) and an internal air flow (FAi) intended to be sent into a passenger compartment of the vehicle, characterized in that the refrigerant fluid (FR) is able to circulate, alternately, in two opposite directions in the first section (251) of the internal heat exchanger (250). Figure 1

Description

HEAT TREATMENT SYSTEM FOR A MOTOR VEHICLE

The field of the present invention is that of heat treatment systems used to heat or cool an enclosure or a component of a vehicle, in particular a component of a traction chain of this vehicle.

Motor vehicles are commonly equipped with a refrigerant circuit used to heat or cool different areas or different components of the vehicle. It is in particular known to use this refrigerant circuit to heat treat a flow of air sent into the passenger compartment of the vehicle equipped with such a circuit.

In another application of this circuit, it is known to use it to cool component of the traction chain of the vehicle, such as for example an electrical energy storage device, the latter being used to supply energy to a motor electric capable of setting the vehicle in motion. The coolant circuit thus supplies the energy capable of cooling the electrical energy storage device during its use in the driving phases. Advantageously, the coolant circuit can also supply the energy necessary for cooling the electrical energy storage device when the latter is in the charging phase, and in particular in the rapid charging phase during which its temperature tends to rise sharply. increase.

Car manufacturers are constantly improving their vehicles. These improvements pass in particular through the reduction of the production costs of the constituent elements of these vehicles, of which the heat treatment system in question here forms part.

The present invention falls within this context and aims to provide a heat treatment system that is less expensive to manufacture than current heat treatment systems but without its performance being reduced. This goal is achieved by modifying the architecture of the circuit, this modification making it possible to reduce the number of constituent components of this system, and thus to reduce the manufacturing costs of the latter.

An object of the present invention thus relates to a heat treatment system intended for a vehicle, comprising at least one refrigerant fluid circuit and at least one heat transfer fluid loop, the refrigerant fluid circuit comprising, at least, a compression device, a first heat exchanger arranged at an interface between the refrigerant circuit and the heat transfer fluid loop, an internal heat exchanger equipped with at least a first section for circulating the refrigerant fluid and at least a second section for circulating the refrigerant separate from the first section, a first expansion device, a second heat exchanger configured to effect a heat exchange between a flow of air outside the vehicle and the refrigerant and the heat transfer fluid loop comprising at least the first exchanger thermal, at least one means for circulating the heat transfer fluid, at least a first heat exchanger configured to perform a heat exchange between the heat transfer fluid and an internal air flow intended to be sent into a passenger compartment of the vehicle. According to the invention, the refrigerant circuit is configured to circulate the refrigerant, alternately, in two opposite directions in the first section of the internal heat exchanger. In particular, the first coolant fluid circulation section extends between a first inlet and a first outlet of a body of the internal heat exchanger and the second coolant fluid circulation section extends between a second inlet and a first outlet. a second outlet from the body of the internal heat exchanger.

In other words, it is understood that the internal heat exchanger makes it possible to operate a heat exchange between two pipes of the circuit. The heat treatment system according to the invention can operate according to at least two operating modes. According to one mode of operation of this heat treatment system, the internal heat exchanger is co-current, that is to say that the refrigerant which circulates in the first section of this internal heat exchanger and the refrigerant which circulates in the second section of this internal heat exchanger both circulate in the same direction. According to another mode of operation of the heat treatment system according to the invention, the internal heat exchanger is counter-current, that is to say that the refrigerant fluid circulates in a first direction in the first section of this exchanger internal heat and in a second direction, contrary to the first direction, in the second section of this internal heat exchanger. Advantageously, the heat treatment system according to the invention can thus be satisfied with a single internal heat exchanger, thus reducing the production costs of such a system compared to currently known heat treatment systems. Furthermore, the term "arranged at the interface" means that the first heat exchanger comprises at least a first section fed by the refrigerant fluid and at least a second section fed by the heat transfer fluid. In other words, the first heat exchanger is configured to effect a heat exchange between the refrigerant fluid which circulates in the circuit and the heat transfer fluid which circulates in the loop. “Refrigerant fluid” means a fluid configured to capture, transport and release calories by changing state. In other words, when this refrigerant evaporates, it captures calories from its environment, and when it condenses, it releases calories to its environment. “Heat transfer fluid” means a fluid capable of capturing, transporting and releasing calories without changing state. According to the invention, a heat transfer fluid can for example be glycol water.

According to a characteristic of the present invention, the refrigerant circuit comprises at least one expansion member, called "second expansion member" and at least one heat exchanger, called "third heat exchanger", configured to perform a heat exchange between the internal air flow and the refrigerant fluid.

According to a characteristic of the present invention, the refrigerant circuit comprises at least a first sub-circuit and at least a second sub-circuit, the refrigerant circuit being configured to allow the circulation of refrigerant fluid, alternately, in the first sub-circuit or in the second sub-circuit, the first sub-circuit comprising, in this order according to a direction of circulation of the refrigerant fluid in this first sub-circuit, the first section of the internal heat exchanger, the first member expansion, the second heat exchanger, the second section of the internal heat exchanger, the compression device and the first heat exchanger and the second sub-circuit comprising, in this order according to a direction of circulation of the refrigerant fluid in the second sub-circuit, the second heat exchanger, the first section of the heat exchanger, the second expansion member, the third heat exchanger, the second section of the internal heat exchanger, the compression device and the first heat exchanger . According to the invention, the internal heat exchanger is thus configured to effect a heat exchange between high-pressure refrigerant fluid, that is to say refrigerant fluid compressed by the compression device, which circulates in the first section and low-pressure refrigerant fluid, that is to say refrigerant fluid having undergone an expansion operated by the first or the second expansion member, which circulates in the second section. In addition, thanks to the first sub-circuit and the second sub-circuit, the refrigerant fluid circuit is configured to cause the refrigerant fluid to circulate, alternately, in two opposite directions in the first section of the internal heat exchanger.

According to a characteristic of the present invention, the heat transfer fluid loop comprises at least one second heat exchanger configured to perform a heat exchange between the outside air flow and the heat transfer fluid. Advantageously, this second heat exchanger carried by the heat transfer fluid loop allows this heat transfer fluid to discharge its calories into an external air flow, for example when the system according to the invention operates according to an operating mode in which a user of the vehicle wishes to lower the temperature in the passenger compartment of his vehicle.

The refrigerant fluid circuit can also comprise at least one expansion member, called "third expansion member" and at least one heat exchanger, called "fourth heat exchanger", intended for cooling at least one component of a chain of vehicle traction. For example, if the vehicle is an electric or hybrid vehicle, the fourth heat exchanger can be dedicated to cooling a component of the electric powertrain, such as an electrical energy storage device for example. The term "dedicated to heat treatment" or "dedicated to cooling" means the fact that an additional fluid circulates in the fourth heat exchanger, this additional fluid being configured to capture calories from the electrical energy storage device in order to to cool the latter and to transfer the calories thus collected to the refrigerant fluid, this exchange of calories between the refrigerant fluid and the additional fluid taking place within the fourth heat exchanger. Alternatively, the coolant which circulates in the coolant circuit can also be used to cool the component of the electric traction chain.

According to the invention, at least the first expansion member is arranged on a pipe parallel to a pipe carrying the second heat exchanger. This first expansion member is configured to expand the coolant which passes through it, that is to say to reduce the pressure of this coolant. For example, this first trigger member has a variable opening section. Advantageously, this first expansion device has a maximum opening section equal to, or substantially equal to, 3mm². Advantageously, this first expansion member can also completely close, thus preventing any circulation of refrigerant fluid on the pipe that carries it. In other words, this first expansion member also forms a means for regulating the flow in the pipe concerned. According to a particular example of application of the present invention, the expansion device has a circular opening cross-section with a maximum opening diameter of 2 mm².

According to a characteristic of the present invention, the refrigerant fluid circuit comprises at least one non-return valve configured to force the refrigerant fluid which leaves the second heat exchanger to join the internal heat exchanger and, alternatively, to force the refrigerant fluid which leaves the first section of the internal heat exchanger to join the first expansion member. As mentioned above, the heat treatment system according to the invention can operate according to at least two operating modes. According to the first mode of operation, the non-return valve is configured to force the refrigerant fluid which leaves the first section of the internal heat exchanger to join the first expansion member and according to the second mode of operation, this anti- return is configured to force the refrigerant which leaves the second heat exchanger to join the internal heat exchanger.

According to the invention, the third heat exchanger and the fourth heat exchanger are carried by two parallel branches. Advantageously, this makes it possible to supply only one of these two heat exchangers at a time. In other words, the heat treatment system according to the invention makes it possible to control a temperature of the internal air flow sent into the passenger compartment and, independently, to heat treat, that is to say cool, the component of the vehicle's traction chain.

According to a characteristic of the present invention, a refrigerant fluid accumulation device is arranged between the first heat exchanger and the first expansion device. For example, this refrigerant fluid accumulation device can be arranged between the first heat exchanger and a first connection point of the refrigerant fluid circuit at the level of which a pipe carrying the first heat exchanger and the refrigerant fluid accumulation device divided into two separate pipes, one of these two pipes carrying the first expansion member. This refrigerant fluid accumulation device is for example a dehydrating bottle and it is configured so that the refrigerant fluid which supplies the first expansion device is in the liquid state.

The invention also relates to a motor vehicle comprising at least one heat treatment system according to the invention.

Other details, characteristics and advantages will emerge more clearly on reading the detailed description given below in relation to the various operating modes illustrated, for information purposes, in the following figures:

is a schematic representation of a heat treatment system, when stopped, according to the invention;

is a schematic representation of the heat treatment system according to a first mode of operation of the present invention;

is a schematic representation of the heat treatment system according to a variant of the first mode of operation illustrated in FIG. 2;

is a schematic representation of the heat treatment system according to a second mode of operation of the present invention;

is a schematic representation of the heat treatment system according to a variant of the second mode of operation illustrated in FIG. 4;

In the rest of the description, the terms “upstream” and “downstream” are understood in relation to a direction of circulation of a refrigerant fluid or a heat transfer fluid in the pipe concerned. The terms “system 100” and “heat treatment system 100” will be used without distinction. In FIGS. 2 to 5, the solid lines represent ducts of the heat treatment system in which coolant fluid or heat transfer fluid circulates and the broken lines represent ducts of the heat treatment system in which no fluid circulates.

FIG. 1 thus schematically illustrates a heat treatment system 100 according to the invention. This system 100 comprises at least one circuit 200 of refrigerant fluid and at least one loop 300 of heat transfer fluid. Here, “refrigerant fluid” means a fluid capable of capturing, transporting and releasing calories by changing state. Thus, such a fluid is for example configured to capture calories present in its environment when it evaporates and to transfer calories to its environment when it condenses. “Heat transfer fluid” means a fluid capable of capturing, transporting and releasing calories, without changing state. According to the invention, it is possible, for example, to use glycol water as a heat transfer fluid.

The refrigerant circuit 200 comprises at least one compression device 210, a first heat exchanger 220, a first expansion member 230, a second heat exchanger 240, an internal heat exchanger 250, a second expansion member 260 and a third heat exchanger 270. According to the example illustrated, the refrigerant circuit 200 further comprises at least one third expansion member 280 and at least one fourth heat exchanger 290.

The first expansion member 230, the second expansion member 260 and the third expansion member 280 can take at least two positions, namely a first open position in which they allow the circulation of refrigerant fluid in a pipe of the circuit 200 on which they are arranged and a second closed position in which they prevent the circulation of refrigerant fluid in the pipe concerned. These expansion devices 230, 260, 280 are all three configured to operate an expansion of the refrigerant fluid passing through them, that is to say when they are in their open position. In other words, these expansion devices 230, 260, 280 are configured to reduce the pressure of the refrigerant fluid passing through them. According to the invention, provision may be made for at least the first expansion member 230 to have a maximum opening section of 3mm². According to a particular example of application of the invention, the first expansion device 230 has a circular opening cross-section, the maximum opening diameter of which is then 2 mm².

According to a particular example of application of the present invention, the second expansion member 260 and the third expansion member 280 are identical to the first expansion member 230. It is understood that this is only an example of embodiment of the present invention and that provision may be made to use expansion members with different properties for the second and third expansion members without departing from the context of the present invention.

More particularly, a first pipe 201 extends between the compression device 210 and a first connection point 211, this first pipe 201 carrying the first heat exchanger 220. According to the invention, the compression device 210 is configured to increase a pressure of the refrigerant passing through it. For example, this compression device 210 can be an electric compressor, that is to say a compressor that includes a compression mechanism, an electric motor and possibly a controller. The first heat exchanger 220 is arranged at an interface between the refrigerant circuit 200 and the heat transfer fluid loop 300 . In other words, this first heat exchanger 220 is configured to effect a heat exchange between the refrigerant fluid of the circuit 200 and the heat transfer fluid of the loop 300. Optionally, a device 110 for accumulating the refrigerant fluid can be arranged on the first pipe 201, for example downstream of the first heat exchanger 220, that is to say between this first heat exchanger 220 and the first connection point 211. It is understood that the position of this accumulation device 110 of the refrigerant n This is only one embodiment of the present invention and a different positioning of this refrigerant fluid accumulation device 110 can be provided without departing from the context of the present invention. For example, this accumulation device 110 can be a dehydrating bottle.

“Connection point” means a point on circuit 200 at which at least two lines of circuit 200 meet or branch off.

A second pipe 202 carrying at least a first regulating member 111 extends between the first connection point 211 and a second connection point 212. For example, this first regulating member 111 can be an "all or nothing" valve. “, that is to say a valve adapted to take an open position in which it allows the circulation of refrigerant fluid in the second pipe 202 or a closed position in which it prevents the circulation of refrigerant fluid in this second pipe 202. A third pipe 203 on which the second heat exchanger 240 is arranged extends between the second connection point 212 and a third connection point 213. This second heat exchanger 240 is itself configured to be crossed by a flow of air exterior FAe to the vehicle for which the system 100 according to the invention is intended. More particularly, this second heat exchanger 240 is configured to perform a heat exchange between the refrigerant fluid and the flow of outside air FAe. Advantageously, this second heat exchanger 240 is thus arranged in a front face of the vehicle for which the system 100 according to the invention is intended.

A fourth pipe 204 extends between the third connection point 213 and a fourth connection point 214. As shown, this fourth pipe 204 carries a non-return valve 112 configured to allow circulation of the refrigerant fluid only from the third connection point 213, to the fourth connection point 214, that is to say to prevent circulation of the refrigerant fluid from the fourth connection point 214 to the third connection point 213.

A fifth pipe 205 carrying a first section 251 of the internal heat exchanger 250 extends between the fourth connection point 214 and a fifth connection point 215. At this fifth connection point 215 the circuit 200 is separates into a sixth pipe 206 carrying the second expansion member 260 and the third heat exchanger 270 and into a seventh pipe 207 carrying the third expansion member 280 and the fourth heat exchanger 290. These sixth and seventh pipes 206, 207 meet at the level of a sixth connection point 216. In other words, it is understood that the third heat exchanger 270 and the fourth heat exchanger 290 are arranged in parallel with respect to each other. According to the example illustrated, the second expansion member 260 is arranged upstream of the third heat exchanger 270 and the third expansion member 280 is arranged upstream of the fourth heat exchanger 290. Alternatively, the second expansion member can be replaced. expansion 260 and the third expansion member 280 by a single expansion member which will then be arranged upstream of the third heat exchanger 270 and the fourth heat exchanger 290, that is to say for example between the first section 251 of the internal heat exchanger 250 and the fifth connection point 215 without departing from the context of the present invention.

According to the invention, the third heat exchanger 270 is configured to be crossed by an internal air flow FAi, that is to say an air flow intended to be sent into a passenger compartment of the vehicle for which the system is intended. 100 according to the invention. This third heat exchanger 270 is thus configured to effect a heat exchange between the refrigerant fluid and this internal air flow FAi so as, for example, to cool this internal air flow FAi, and consequently to cool the passenger compartment. in which it is sent.

The fourth heat exchanger 290 is itself dedicated to cooling a component of a traction chain, for example an electric traction chain, of the vehicle. For example, this fourth heat exchanger 290 can be dedicated to cooling an electrical energy storage device. Thus, this fourth heat exchanger 290 is configured to effect a heat exchange between the refrigerant fluid and an additional fluid, and more particularly, this fourth heat exchanger 290 behaves like an evaporator with respect to the refrigerant fluid, so that the additional fluid is cooled by its passage through this fourth heat exchanger 290. This additional fluid is thermally coupled to the electrical energy storage device so that, once cooled, the additional fluid is capable of capturing calories emitted by this electrical energy storage device thereby cooling the latter. According to the invention, the calories captured by the additional fluid are then discharged into the refrigerant fluid which circulates in the fourth heat exchanger 290. According to an example of application of the present invention, the additional fluid can be the refrigerant fluid FR which circulates also in the circuit 200 of refrigerant fluid.

The sixth conduit 206 and the seventh conduit 207 join at the level of the sixth connection point 216 from which they form an eighth conduit 208 which extends between this sixth connection point 216 and a seventh connection point 217. A ninth conduit 209 extends for its part between the seventh connection point 217 and the compression device 210, this ninth pipe 209 carrying a second section 252 of the internal heat exchanger 250. This second section 252 of the heat exchanger internal heat exchanger 250 is distinct from the first section 251 of this internal heat exchanger 250. This internal heat exchanger 250 is thus configured to perform a heat exchange between two pipes of the refrigerant circuit 200, and according to the example illustrated, between the refrigerant fluid which circulates in the ninth conduit 209 and the refrigerant fluid which circulates in the fifth conduit 205. In particular, the first section 251 of the internal heat exchanger 250 extends between a first inlet and a first outlet of a body of the internal heat exchanger 250 and the second section 252 of this internal heat exchanger 250 extends between a second inlet and a second outlet of the body of the internal heat exchanger 250. As will be more amply detailed below, the refrigerant circuit 200 is capable of causing the refrigerant fluid to circulate in two opposite directions within the first section 251 of the internal heat exchanger 250 according to the mode of operation of the system 100.

The first expansion device 230 is arranged on a tenth pipe 113 which extends between the second connection point 212 and the fourth connection point 214. In other words, it is understood that this first expansion device 230 is arranged in parallel to the second heat exchanger 240.

An eleventh pipe 114 extends between the third connection point 213 and the seventh connection point 217, this eleventh pipe 114 carrying at least one second regulating member 115. This second regulating member 115 can for example be a "all or nothing" valve, that is to say a valve configured to assume an open position in which it authorizes the circulation of refrigerant fluid in the eleventh conduit 114 or a closed position in which it prevents the circulation of refrigerant fluid in this eleventh conduct 114.

Finally, a twelfth pipe 116 extends between the first connection point 211 and the fifth connection point 215, this twelfth pipe 116 carrying at least one third regulating member 117. This third regulating member 117 can for example be an "all or nothing" valve similar to those which have just been described as examples of the first and second regulating members 111, 115.

According to the invention, the first pipe 201, the twelfth pipe 116, the fifth pipe 205, the tenth pipe 113, the third pipe 203, the eleventh pipe 114 and the ninth pipe 209 form a first sub-circuit 400 and the first pipe 201, the second line 202, the third line 203, the fourth line 204, the fifth line 205, the sixth line 206, the eighth line 208 and the ninth line 209 form a second sub-circuit 410. In other words, the first sub -circuit 400 comprises, in this order according to a direction of circulation of the refrigerant fluid FR in this first sub-circuit 400, the first section 251 of the internal heat exchanger 250, the first expansion member 230, the second heat exchanger 240 , the second section 252 of the internal heat exchanger 250, the compression device 210 and the first heat exchanger 220 and the second sub-circuit 410 comprises for its part, in this order according to a direction of circulation of the refrigerant fluid FR in this second sub-circuit 410, the second heat exchanger 240, the first section 251 of the internal heat exchanger 250, the second expansion member 260, the third heat exchanger 270, the second section 252 of the internal heat exchanger 250, the compression device 210 and the first heat exchanger 220. Thanks to this first sub-circuit 400 and this second sub-circuit 410, the refrigerant circuit 200 is configured to circulate the refrigerant, alternately, according to two opposite directions in the first section 251 of the internal heat exchanger 250.

As will be more fully detailed below, the circulation of refrigerant fluid in the first sub-circuit 400 is permitted when the first regulating member 111 is in its closed position and the third regulating member 117 is in its open position. and the circulation of refrigerant fluid in the second sub-circuit 410 is itself enabled when the first regulating member 111 is in its open position and the third regulating member 117 is in its closed position.

The heat transfer fluid loop 300 comprises, for its part, at least the first heat exchanger 220 which makes it possible to thermally couple this heat transfer fluid loop 300 to the refrigerant circuit 200 described above, a first heat exchanger 310 configured to operate a heat exchange between the internal air flow FAi and the heat transfer fluid and, optionally, at least one second heat exchanger 320 configured to effect a heat exchange between the heat transfer fluid and the external air flow FAe.

As illustrated, a first conduit 301 extends between the first heat exchanger 310 and the first heat exchanger 220, this first conduit 301 carrying at least one means 311 for circulating the heat transfer fluid. This means 311 for circulating the heat transfer fluid is more particularly configured to drive the heat transfer fluid which circulates in the first pipe 301 towards the first heat exchanger 220. A second pipe 302 extends from the first heat exchanger 220 to to the first heat exchanger 310. In other words, this second conduit 302 forms a return conduit for the heat transfer fluid, after the latter has exchanged calories with the refrigerant fluid which circulates in the first heat exchanger 220. A third conduit 303 branches off for its part of the first conduit 301, upstream of the means 311 for circulating the heat transfer fluid, and extends between this first conduit 301 and the second heat exchanger 320. In other words, this third conduit 303 makes it possible to convey the heat transfer fluid to the second heat exchanger 320 in which it is then able to exchange calories with the flow of outside air FAe. A fourth duct 304 finally extends between the second heat exchanger 320 and the second duct 302, that is to say the return duct mentioned above. As shown, at least one first flow control device 312 is arranged on the fourth conduit and at least one second flow control device 313 is arranged on the second conduit 302, downstream of a connection point 314 at the level from which the fourth conduit 304 joins the second conduit 302, that is to say that this second flow control device 313 is arranged between this connection point 314 and the first heat exchanger 310. For example, the first flow control 312 and the second flow control device 313 are "all or nothing" valves, similar to those previously described, that is to say valves that can take, respectively, at least one open position in which they allow the passage of heat transfer fluid in the conduit which carries them and a closed position in which they prevent the circulation of heat transfer fluid in the conduit concerned. Optionally, the first flow control device 312 and the second flow control device 313 can be replaced by a three-way valve then arranged at the level of the connection point 314 where the second pipe 302 and the fourth pipe 304 meet.

With reference to Figures 2 to 5 we will now describe different modes of operation of the system 100 according to the invention.

A first mode of operation, called “heat pump” mode, is thus for example illustrated in FIG. 2. As described below, this first mode of operation makes it possible to heat the internal air flow FAi before sending it in the cabin. In other words, this first mode of operation is chosen by the user of the vehicle when he wishes to increase the average temperature in the passenger compartment.

According to this first mode of operation, the refrigerant fluid FR supplies the first sub-circuit 400. The refrigerant fluid FR is thus compressed by the compression device 210, then it joins the first heat exchanger 220 in which it transfers calories to the heat transfer fluid. FC which also circulates there. In other words, according to this first mode of operation, the first heat exchanger 220 behaves like a condenser with respect to the refrigerant fluid FR. The first regulating member 111 is in its closed position while the third regulating member 117 is in its open position so that the refrigerant FR which leaves the first heat exchanger 220, in the predominantly liquid state, joins the twelfth pipe 116 to the fifth connection point 215. The second expansion device 260 and the third expansion device 280 are completely closed, preventing the circulation of refrigerant fluid FR, respectively, in the sixth line 206 and in the seventh line 207. The refrigerant fluid FR then joins the first section 251 of the internal heat exchanger 250 in which it yields calories to the refrigerant fluid FR which circulates in the second section 252 of this internal heat exchanger 250. The refrigerant fluid FR then joins the fourth connection point 214 at which it is forced, due to the presence of the non-return valve 112 on the fourth pipe 204, to take the tenth pipe 113 carrying the first expansion member 230. Passing through this first expansion member 230, the refrigerant is expanded, that is to say that its pressure is reduced. The first regulating member 111 being in its closed position, the refrigerant FR then joins the second heat exchanger 240 in which it captures calories from the external air flow FAe. In other words, this second heat exchanger 240 behaves, according to the first mode of operation illustrated here, as an evaporator with respect to the refrigerant fluid FR. The refrigerant fluid FR thus leaves the second heat exchanger 240 in a predominantly gaseous state. As shown, check valve 112 is closed so that FR refrigerant leaving second heat exchanger 240 joins eleventh line 114 and then ninth line 209 to join second section 252 of the internal heat exchanger. 250 in which it captures calories from the refrigerant fluid FR which circulates in the first section 251 of this internal heat exchanger 250, as previously mentioned. In other words, this internal heat exchanger 250 is configured to effect a heat exchange between high-pressure FR refrigerant fluid, that is to say FR refrigerant fluid compressed by the compression device 210, and which circulates in the first section 251 of the internal heat exchanger 250 and the low-pressure FR refrigerant fluid, that is to say the FR refrigerant fluid having undergone an expansion operated, according to this first mode of operation, by the first expansion member 230 , and which circulates in the second section 252 of the internal heat exchanger 250. Advantageously, this internal heat exchanger 250 therefore makes it possible to evaporate a liquid portion of the refrigerant fluid which could remain after it has passed through the second heat exchanger 240 The refrigerant FR then leaves the second section 252 of this internal heat exchanger 250 in the gaseous state and can thus join the compression device 210 to start a new circuit 200, as has just been described. In other words, the internal heat exchanger 250 makes it possible to ensure that only refrigerant in the gaseous state reaches the compression device 210, thus avoiding damage to this compression device 210.

According to a characteristic of this first mode of operation of the system 100, the internal heat exchanger 250 is co-current, that is to say that the refrigerant fluid FR which circulates in the first section 251 of this internal heat exchanger 250 and the refrigerant fluid FR which circulates in the second section 252 of this internal heat exchanger 250 circulates in the same direction. According to this characteristic of the first mode of operation, the internal heat exchanger 250 thus operates at a low thermal power, that is to say a thermal power of about 50% of its maximum thermal power.

At the same time, the means 311 for circulating the heat transfer fluid FC arranged on the first pipe 301 of the loop 300 of heat transfer fluid FC circulates this heat transfer fluid FC in the loop 300. The heat transfer fluid FC which joins the first heat exchanger 220 captures calories from the refrigerant FR which also circulates in this first heat exchanger 220, then the heat transfer fluid FC joins the heat exchanger 310 in which it transfers the calories thus captured to the internal air flow FAi. This internal air flow FAi thus heated is then sent into the passenger compartment of the vehicle, thus heating this passenger compartment. In other words, it is understood that, according to this first mode of operation, the second flow control device 313 is in its open position while the first flow control device 312 is in its closed position, so that the heat transfer fluid does not circulates neither in the third pipe 303, nor in the second heat exchanger 320, nor in the fourth pipe 304.

FIG. 3 illustrates a variant of this first mode of operation of the heat treatment system 100 according to the invention which makes it possible to dehumidify the heated internal air flow FAi before sending it into the passenger compartment. The common elements bear the same references and their description is not repeated. This variant of the first mode of operation thus differs from the first mode of operation as it has just been described with reference to FIG. 2 in that the second expansion device 260 allows the circulation of refrigerant fluid FR in the sixth pipe 206 of the circuit 200. Thus, part of the refrigerant fluid FR which arrives at the level of the fifth connection point 215 joins the first section 251 of the internal heat exchanger 250 as described above, and another part of this refrigerant fluid FR borrows the sixth pipe 206 along which it undergoes an expansion operated by the second expansion member 260 before joining the third heat exchanger 270 in which it captures calories from the internal air flow FAi, that is to say before this internal air flow FAi is sent into the passenger compartment. This capture of calories makes it possible to dehumidify, at least partially, the internal air flow FAi before it is sent into the passenger compartment of the vehicle so as to limit the appearance of fogging on the windows of this vehicle which could hinder the driver's visibility and which is therefore undesirable. The refrigerant FR which leaves the third heat exchanger 270 then joins the refrigerant FR from the second heat exchanger 240 at the level of the seventh connection point 217. The rest of the system 100 according to the invention operates in the manner described above by reference to Figure 2.

According to the example illustrated, the internal air flow FAi is dehumidified before being heated and sent into the passenger compartment, that is to say that this internal air flow FAi crosses, initially the third heat exchanger 270 and, secondly, the heat exchanger 310 before being sent into the passenger compartment of the vehicle. It is understood that this is only an exemplary embodiment which does not limit the present invention.

Figures 4 and 5 illustrate for their part, respectively, a second mode of operation of the system 100 according to the invention and a variant of this second mode of operation. The second operating mode illustrated in FIG. 4 is an operating mode in which the user of the vehicle wishes to cool the passenger compartment, in other words, it is an operating mode in which the internal air flow FAi is cooled before being sent into this cockpit. As detailed below, this figure 4 illustrates a mode of operation in which the refrigerant fluid supplies the second sub-circuit 410.

As illustrated, the refrigerant FR is compressed by the compression device 210, then it passes through the first heat exchanger 220 in which it is cooled by transferring calories to the heat transfer fluid FC which also circulates in this first heat exchanger 220. The refrigerant fluid FR therefore leaves the first heat exchanger 220 in the gaseous or two-phase state. According to this second mode of operation, the heat transfer fluid FC leaves the first heat exchanger 220 via the second conduit 302. The first flow control device 312 is in its open position and the second flow control device 313 is in the open position. its closed position so that the heat transfer fluid FC which circulates in the second conduit 302 joins the second heat exchanger 320 via the fourth conduit 304. In this second heat exchanger 320, the heat transfer fluid FC transfers calories to the air flow exterior FAe then leaves this second heat exchanger 320 via the third pipe 303 to join the first pipe 301, then the first heat exchanger 220. in operation in order to allow the heat transfer fluid which leaves the second heat exchanger 320 to join the first heat exchanger 220. This heat transfer fluid FC having been discharged of its calories by the heat exchange operated with the external air flow FAe in the second heat exchanger 320, it is then able to capture, again, calories from the refrigerant fluid FR which circulates in the first heat exchanger 220. It is understood from the above that, according to this second mode of operation, the first heat exchanger 310 of the heat transfer fluid loop 300 is inoperative, that is to say that no fluid circulates in this first heat exchanger 310.

According to this second mode of operation, the third regulating member 117 is closed and the first regulating member 111 is open so that the refrigerant fluid FR which leaves the compression device 210 in the gaseous or diphasic state is directed into the second pipe 202, as far as the second connection point 212. As illustrated, the first expansion member 230 is in its closed position, that is to say it prohibits the circulation of refrigerant fluid FR in the tenth pipe 113. The refrigerant fluid FR is thus directed towards the second heat exchanger 240. In this second heat exchanger 240, the refrigerant fluid FR transfers calories to the external air flow FAe, that is to say that this second heat exchanger 240 functions as a condenser with respect to the refrigerant fluid FR. The non-return valve 112 authorizes the passage of refrigerant fluid FR in the fourth pipe 204 while the second regulating member 115 prohibits the circulation of refrigerant fluid FR in the eleventh pipe 114 so that the refrigerant fluid FR which joins the third point connection 213 is directed towards the first section 251 of the internal heat exchanger 250 in which it yields calories to the refrigerant fluid FR which circulates in the second section 252 of this internal heat exchanger 250. The refrigerant fluid FR thus leaves the internal heat exchanger 250 in the predominantly liquid state and then joins the fifth connection point 215. As shown, the second expansion member 260 is, according to this second mode of operation, in its open position while the third member trigger 280 is in its closed position. The refrigerant FR then joins the sixth pipe 206 along which it undergoes an expansion operated by the second expansion member 260 before joining the third heat exchanger 270 in which it captures calories from the internal air flow FAi. This internal air flow FAi is thus relieved of its calories, i.e. it is cooled, and can then be sent into the passenger compartment to cool the latter. The third heat exchanger 270 behaves like an evaporator with respect to the refrigerant fluid. The refrigerant which leaves the third heat exchanger 270 in the predominantly gaseous state then takes the ninth pipe 209 to join the second section 252 of the internal heat exchanger 250 in which it captures calories from the refrigerant FR which circulates in the first section 251 of this internal heat exchanger 250 as mentioned above. At the outlet of this second section 252, the refrigerant fluid FR, in the gaseous state, returns to the compression device 210 to start a new cycle. Thus, according to this second mode of operation, the internal heat exchanger 250 is configured to effect a heat exchange between high-pressure FR refrigerant fluid, that is to say FR refrigerant fluid compressed by the compression device 210, and which circulates in the first section 251 of the internal heat exchanger 250 and low-pressure FR refrigerant fluid, that is to say FR refrigerant fluid having undergone controlled expansion, according to this second mode of operation , at least by the second expansion member 260 and which circulates in the second section 252 of the internal heat exchanger 250.

Thus, according to a characteristic of this second mode of operation of the system 100, the internal heat exchanger 250 is counter-current, that is to say that the refrigerant fluid circulates in a first direction in the first section 251 of this internal heat exchanger 251 and in a second direction in the second section 252 of this internal heat exchanger 250, the first direction being contrary to the second direction. Advantageously, "counter-current" operation of the internal heat exchanger 250 makes it possible to maintain a constant temperature difference between the refrigerant fluid FR which circulates in the first section 251 of the internal heat exchanger 250 and the refrigerant fluid FR which circulates in the second section 252 of the internal heat exchanger 250. In other words, “countercurrent” operation makes it possible to use the internal heat exchanger 250 at its maximum power.

It is therefore understood that, according to the invention, the circuit 200 of refrigerant fluid FR is advantageously adapted to allow circulation, alternately, in two opposite directions in at least one of its two passes 251, 252 of the heat exchanger internal 250, giving this system greater modularity in terms of thermal power, a system as currently implemented.

Finally, FIG. 5 illustrates a variant of the second mode of operation according to the present invention. This variant of the second mode of operation makes it possible, on the one hand to cool the passenger compartment as described with reference to FIG. 4, and on the other hand to ensure, simultaneously, the cooling of the component of the electric traction chain to which is dedicated the fourth heat exchanger 290 of the refrigerant circuit FR. For example, if this fourth heat exchanger 290 is dedicated to cooling the electrical energy storage device, the variant of the second mode of operation allows the user of the vehicle to quickly charge this electrical energy storage device, while maintaining a temperature in the passenger compartment lower than an outside temperature, that is to say while cooling this passenger compartment.

As illustrated in FIG. 5, this variant of the second mode of operation differs from the second mode of operation described with reference to FIG. 4 in that the third expansion member 280 allows the circulation of refrigerant fluid FR in the seventh pipe 207 Thus, a part of the FR refrigerant fluid which arrives at the level of the fifth connection point 215 is directed towards the sixth pipe 206 as previously described, and another part of this FR refrigerant fluid is directed towards the seventh pipe 207. refrigerant FR which circulates in the seventh pipe 207 undergoes an expansion operated by the third expansion member 280 before joining the fourth heat exchanger 290 in which it captures calories from the additional fluid which will, in turn, capture calories from the device for storing electrical energy in order to cool the latter. The fourth heat exchanger 290 thus behaves like an evaporator with respect to the refrigerant fluid FR. This refrigerant fluid FR which leaves the fourth heat exchanger 290 in the predominantly gaseous state then joins the seventh connection point 217 at the level of which it is mixed with the refrigerant fluid FR which leaves the third heat exchanger 270. The rest of the system 100 operates as identically to what was described above and the description of FIG. 4 thus applies mutatis mutandis.

It is understood from the foregoing that the present invention thus proposes a heat treatment system intended for a motor vehicle that is less expensive than the currently known heat treatment systems, in particular due to the fact that a single internal heat exchanger is used and also the fact that the expansion devices never have to be fully open, that is to say be inoperative vis-à-vis the refrigerant fluid while allowing it to circulate in the pipe concerned.

The present invention cannot however be limited to the means and configurations described and illustrated here, and it also extends to any equivalent means and configuration as well as to any technically effective combination of such means. These means and configurations may be modified without harming the invention insofar as they fulfill the functionalities described in this document.

Claims (12)

Heat treatment system (100) intended for a vehicle, comprising at least one circuit (200) of refrigerant fluid (FR) and at least one loop (300) of heat transfer fluid (FC), the circuit (200) of refrigerant fluid ( FR) comprising, at least, a compression device (210), a first heat exchanger (220) arranged at an interface between the circuit (200) of refrigerant fluid (FR) and the loop (300) of heat transfer fluid (FC) , an internal heat exchanger (250) equipped with at least a first section (251) for circulating the refrigerant fluid (FR) and at least a second section (252) for circulating the refrigerant fluid (FR) distinct from the first section (251), a first expansion member (230), a second heat exchanger (240) configured to effect a heat exchange between a flow of air outside (FAe) of the vehicle and the refrigerant fluid (FR) and the heat transfer fluid (FC) loop (300) comprising at least the first heat exchanger (220), at least one means (311) for circulating the heat transfer fluid (FC), at least one first heat exchanger (310) configured to effect a heat exchange between the heat transfer fluid (FC) and an internal air flow (FAi) intended to be sent into a passenger compartment of the vehicle, characterized in that the circuit (200) of refrigerant fluid (FR) is configured to circulate the refrigerant fluid (FR), alternately, in two opposite directions in the first section (251) of the internal heat exchanger (250). Heat treatment system (100) according to the preceding claim, in which the circuit (200) of refrigerant fluid (FR) comprises at least one expansion member (260), called "second expansion member (260)", and at least a heat exchanger (270), called “third heat exchanger (270), configured to perform a heat exchange between the internal air flow (FAi) and the refrigerant fluid (FR). Heat treatment system (100) according to the preceding claim, in which the refrigerant (FR) circuit (200) comprises at least one first sub-circuit (400) and at least one second sub-circuit (410), the circuit (200) of refrigerant fluid (FR) being configured to allow the circulation of refrigerant fluid (FR), alternatively, in the first sub-circuit (400) or in the second sub-circuit (410), the first sub-circuit ( 400) comprising, in this order according to a direction of circulation of the refrigerant fluid (FR) in this first sub-circuit (400), the first section (251) of the internal heat exchanger (250), the first expansion member (230), the second heat exchanger (240), the second section (252) of the internal heat exchanger (250), the compression device (210) and the first heat exchanger (220) and the second sub-circuit (410) comprising, in this order according to a direction of circulation of the refrigerant fluid (FR) in the second sub-circuit (410), the second heat exchanger (240), the first section (251) of the heat exchanger ( 250), the second expansion device (260), the third heat exchanger (270), the second section (252) of the internal heat exchanger (250), the compression device (210) and the first heat exchanger ( 220). Heat treatment system (100) according to any one of the preceding claims, in which the heat transfer fluid (FC) loop (300) comprises at least one second heat exchanger (320) configured to effect a heat exchange between the flow outside air (FAe) and the heat transfer fluid (FC). System (100) for heat treatment according to any one of the preceding claims, in which the circuit (200) of refrigerant fluid (FR) comprises at least one expansion member (280), called "third expansion member (280)" , and at least one heat exchanger (290), called “fourth heat exchanger (290), intended for cooling at least one component of a vehicle traction chain. Heat treatment system (100) according to any one of the preceding claims, in which at least the first expansion member (230) is arranged on a pipe parallel to a pipe carrying the second heat exchanger (240). System (100) according to any one of the preceding claims, in which at least the first expansion member (230) has a maximum opening section equal to, or substantially equal to, 3mm². A heat treatment system (100) according to any preceding claim, wherein the refrigerant (FR) circuit (200) includes at least one check valve (112) configured to constrain the refrigerant (FR) which leaves the second heat exchanger (240) to join the internal heat exchanger (250) and, alternatively, to force the refrigerant fluid (FR) which leaves the first section (251) of the internal heat exchanger (250) to joining the first expansion device (230). Heat treatment system (100) according to Claims 2 and 5, in which the third heat exchanger (270) and the fourth heat exchanger (290) are carried by two parallel branches. Heat treatment system (100) according to any one of the preceding claims, in which the means (311) for circulating the heat transfer fluid (FC) is arranged on a first conduit (301) which connects the first heat exchanger (220 ) to the heat exchanger (310). Heat treatment system (100) according to any one of the preceding claims, in which a device (110) for accumulating the refrigerant fluid (FR) is arranged between the first heat exchanger (220) and the first expansion member (230 ). Motor vehicle comprising at least one heat treatment system (100) according to any one of the preceding claims.