WO2017162990A1

WO2017162990A1 - Air-conditioning housing for motor vehicle passenger compartment and air treatment system comprising such a housing

Info

Publication number: WO2017162990A1
Application number: PCT/FR2017/050683
Authority: WO
Inventors: Jean-Luc Thuez; Mohamed Yahia; Laetitia Clemaron; Régine Haller; Bertrand Nicolas
Original assignee: Valeo Systemes Thermiques
Priority date: 2016-03-24
Filing date: 2017-03-23
Publication date: 2017-09-28
Also published as: FR3049237B1; FR3049237A1

Abstract

The invention concerns an air-conditioning housing for a motor vehicle passenger compartment, comprising at least one heat exchanger (21, 32), said housing (1) being configured to guide an air flow through the exchanger (21, 32) and to selectively allow said air flow to exit downstream from the exchanger (21, 32) into the passenger compartment and/or outside the passenger compartment. The invention also concerns an air treatment system comprising the air-conditioning housing as described above.

Description

AIR CONDITIONING PACKAGE FOR A MOTOR VEHICLE AND AIR TREATMENT SYSTEM COMPRISING SUCH A HOUSING

The invention relates to an air conditioning unit for a passenger compartment of a motor vehicle. The invention also relates to an air treatment system comprising such a housing.

It is already known air conditioning units comprising one or exchangers connected to air conditioning loops. These housings allow heating or cooling of a flow of air from the passenger compartment or outside the vehicle, in particular by operating selectively in air conditioning mode or heat pump mode. Said air flow is then directed towards the interior of the passenger compartment to improve the comfort of its occupants.

One of the disadvantages of the state of the art is that the exchangers in these boxes are under exploited. Thus, for example, during the summer or in the presence of high outside temperatures, it is inappropriate to use the air conditioning unit to cool a battery or a heat engine with the fluid flowing in the heat exchangers of the housing as this would cause a rise in the temperature of said fluid and a noticeable consequence would be a warming of the air circulating inside the housing and then in the passenger compartment. Conversely, in winter or in the presence of low outside temperatures, it is hardly possible to use these air conditioning boxes to warm the battery or the engine as this would cause a decrease in the temperature of said fluid and would result in cooling of the air circulating in the case and in the cockpit. These limitations therefore prevent the use of the air conditioning unit in all seasons.

One of the objects of the invention is to solve these disadvantages at least in part. To do this, the invention proposes an air-conditioning unit, for a passenger compartment of a motor vehicle, comprising at least one heat exchanger, said box being configured to guide a flow of air through the exchanger and to selectively allow an output of said air flow downstream of the exchanger to the passenger compartment and / or outside the passenger compartment. Thus, the air flow through the exchanger or exchangers of the air conditioning unit is not necessarily sent to the interior of the passenger compartment.

The air conditioning unit according to the invention thus offers more functions and allows more flexibility in its use. In this way, it is possible to optimize the use of heat exchangers in the air conditioning unit, which do not have a single dedicated function here.

According to various aspects of the invention, which may be taken together or separately: the or at least one of said heat exchangers allows a heat exchange between at least three distinct fluids,

the air conditioning unit comprises a first and a second heat exchanger, each allowing a heat exchange between at least three distinct fluids, the or at least one of said heat exchangers is configured to be connected to an air conditioning loop,

the at least one at least one of said heat exchangers is designed to alternatively allow the condensation or evaporation of a refrigerant,

said air conditioning unit comprises control and / or regulation means, configured to selectively direct the flow of air towards the passenger compartment and / or the outside of the passenger compartment,

the control means comprise at least one flap for regulating the flow of the air flow at the outlet of the air conditioning unit,

the air conditioning unit comprises at least one inlet designed to allow an entry of a flow of air inside the air conditioning unit,

said air conditioning unit comprises a plurality of outlets for selectively allowing an output of said airflow to the passenger compartment and / or outside the passenger compartment, each of said inlets and / or outlets is provided with a shutter of opening / closing, the air conditioning unit comprises a bypass passage allowing the flow of air to bypass the at least one of the heat exchangers of the air conditioning unit, an opening / closing flap is included in said bypass passage, the air conditioning unit comprises a first and a second flow channel of the air flow,

each of the flow channels comprises at least one of the heat exchangers, the air conditioning unit comprises a wall designed to separate the two flow channels,

said wall comprises a communication passage allowing air circulation between each of said channels,

said communication passage is located downstream of one of the heat exchangers and upstream of another of said exchangers,

the evaporator is used as a preheating means,

said communication passage is located downstream of said exchanger or exchangers.

The invention also relates to an air treatment system comprising an air conditioning loop and an air conditioning unit as described above, at least one of the heat exchanger (s) of the air conditioning unit being connected to said loop. air conditioning.

According to various aspects of the invention, which may be taken together or separately: said processing system is configured to circulate, in particular in series or in parallel, a fluid in another exchanger of said air conditioning loop and then in one at least of said heat exchangers of the housing, said housing being in a configuration in which the flow of air is directed towards the outside of the passenger compartment downstream of said at least one of said heat exchangers, said other exchanger being configured to allow a heat exchange between said fluid and air flowing to the passenger compartment.

said treatment system is configured to circulate in series another fluid in a member to be heated and / or cooled and then in at least one of said heat exchangers of the housing, provided tritherms, said member to be heated and / or cooled being configured to allow heat exchange between said other fluid and said member, said housing being selectively in a configuration in which the flow of air bypasses said at least one of said heat exchanger, the air flow is directed towards the outside of the cabin downstream of said at least one of said heat exchangers, the air flow is directed to the cabin downstream of said one at least said heat exchangers,

said air conditioning loop comprises at least two additional heat exchangers, one of which is configured to be a heat exchanger located on the front face of the motor vehicle and for defining said other exchanger of the air conditioning loop,

the air treatment system comprises a cooling loop of a battery, said cooling loop being connected to one of the exchangers of the air conditioning unit,

one of the heat exchangers of the air conditioning unit allows a cooling of the battery,

the air treatment system comprises a cooling loop of an engine, said cooling loop being connected to one of the exchangers of the air conditioning unit,

one of the heat exchangers of the air conditioning unit allows a warming of the engine,

the heat exchanger (s) of the air conditioning unit allow dehumidification of the air,

the heat exchanger or heat exchangers of the air conditioning unit allow cooling of the air,

the heat exchanger (s) of the air conditioning unit 1 allow a warming of the air. The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent in the following detailed explanatory description of at least one embodiment of the invention given to As a purely illustrative and non-limiting example, with reference to the accompanying schematic drawings: - Figure 1 is a schematic view of an air conditioning unit according to the invention.

Figure 2 is a schematic view of an air treatment system according to the invention, in a first mode of operation.

Figures 3 to 12 are schematic views of the air treatment system in different modes of operation according to the invention. As illustrated in Figure 1, the invention relates to an air conditioning unit 1 in particular for a passenger compartment of a motor vehicle.

Said air conditioning unit 1 comprises at least one heat exchanger, here two heat exchangers 21, 32. The air conditioning unit 1 is designed to guide a flow of air through the heat exchanger (s) 21, 32 and to allow an output of said air flow to the passenger compartment.

In addition, according to the invention, said air conditioning unit is designed to guide the flow of air outside the passenger compartment, that is to say, to evacuate the air outside without going through the air. cabin. Thus, according to the various desired operating modes, the air flow, downstream of the exchanger or exchangers, is directed either only towards the passenger compartment, or only towards the outside, or both towards the passenger compartment and towards the passenger compartment. outside the cockpit. As will appear below, this makes it possible to multiply the possibilities of using the one or more exchangers.

To allow such operation, said housing will advantageously have a configuration for selectively directing the flow of air to an inner face of the windshield, to the driver / passengers and / or to an internal face of the floor of the passenger compartment, this for an air supply to the passenger compartment, as well as to an outer face of the windshield and / or under the vehicle frame, this to direct the air directly to the outside.

Here, the air conditioning unit 1 comprises two flow channels 20, 30 of the air flow including a first flow channel 20 and a second flow channel 30. The first heat exchanger 21 is arranged in the first channel The second heat exchanger 32 is located in the second flow channel 30. In other words, each of said air flow channels 20, 30 is here provided with a heat exchanger 21, 32 .

Alternatively, in an embodiment not illustrated here, it is noted that one of the two flow channels 20, 30 may be devoid of heat exchanger.

Each of said first and second heat exchangers 21, 32 is designed to allow a heat exchange between a first fluid, here an air flow, and a second fluid, for example a refrigerant. Each of said exchangers 21, 32 may in particular be configured to function as a condenser and / or as an evaporator. In other words, each of said exchangers may be configured to function as a condenser and / or as an evaporator.

When one of said heat exchangers 21, 32 operates as a condenser, it is configured to allow the condensation of a refrigerant circulating inside said exchanger while increasing the temperature of the air flow therethrough. Conversely, when said heat exchanger 21, 32 operates as an evaporator, it is then configured to allow evaporation of said refrigerant while cooling the flow of air therethrough.

Advantageously, each of the first 21 and second 32 heat exchangers is able to operate in a reversible manner. In other words, each of said heat exchangers 21, 32 is designed to operate alternately as an evaporator or as a condenser. It is also noted that advantageously at least one of the heat exchangers 21 and 32, here both, are able to operate in tritherm exchangers. In other words, said exchangers 21, 32 are designed so as to allow a heat exchange between two or three separate fluids and at different temperatures. As will be exemplified hereinafter, the three distinct fluids may in particular comprise a flow of air, a refrigerant and a heat transfer fluid of a cooling loop.

Advantageously, said air conditioning unit 1 comprises at least one fan 5 configured to allow the displacement of at least one air flow inside the ventilation box 1. Here, the fan 5 is common to the two flow channels. 20 and 30. Alternatively, in an embodiment not shown in the figures, the air conditioning unit 1 may comprise two separate fans, each of the two flow channels 20, 30 comprising one of said two fans.

The air conditioning unit 1 comprises at least one inlet, allowing the entry of air inside the air conditioning unit 1. Here, the air conditioning unit 1 comprises two separate air inlets 11, 12 including a first inlet 11 and a second inlet 12. The first inlet 11, called recirculated air inlet, or recirculation air inlet, is designed to allow entry into the air conditioning unit 1 of a flow of air from the cockpit. The second input 12, called external air inlet, is designed to allow entry into the air conditioning unit 1 of a flow of air not coming from the passenger compartment.

Said flow channels 20, 30 take for example the shape of conduits resulting from a partition of the housing 1. Here, the two flow channels 20, 30 are adjacent to each other. They extend in substantially parallel directions of extension. They are separated from each other by a partition or wall 4. Said wall 4 here extends longitudinally between a first end 41 and a second end 42. The wall 4 advantageously comprises one or more communication passages 40, 43 each adapted to allow passage of an air flow from one flow channel to the other. In the embodiment described here, said wall 4 is provided with two communication passages 40, 43 including a first communication passage 40 and a second communication passage 43. Here, the first communication passage 40 is located upstream of the second communication passage 43 according to a direction of flow of the air flow inside the air conditioning unit 1.

Each of the first 40 and second 43 communication passages is respectively provided with control and / or regulation means. The control means of the first communication passage 40 may be a flap 400. The regulation means of the second communication passage may be a flap 430.

The first flow channel 20 comprises an inlet 201 and an outlet 202. It extends in a substantially longitudinal direction between said inlet 201 and said outlet 202.

Said outlet 202 is designed to allow an outlet of an air flow from inside said first flow channel to the outside of the passenger compartment, or even to the outside of the vehicle. Said outlet 202 is advantageously provided with a control and / or regulation means 211, here an opening / closing flap 211. Said shutter 211 is configured to move between a closed position and an open position. In said closed position, said flap 211 is designed to close the outlet 202 so as to prevent an exit of a flow of air to the outside of the passenger compartment. In said open position, said flap 211 is designed to allow an outlet of an air flow towards the outside space of the passenger compartment through the opening 202.

Said first flow channel 20 comprises a regulation and / or control means 210, here an opening / closing flap 210. Said shutter 210 is arranged in the flow channel 20 near the inlet 201. In particular, said shutter 210 is here arranged downstream of the fan 5 and upstream of the first communication passage 40 and the first heat exchanger 21 . Said shutter 210 is designed to be able to be moved between a first position, called the open position, and a second position, called the closed position. When the flap 210 is in the open position, it is designed to allow a circulation of an air flow inside the first flow channel 20. In particular, the opening of the flap 210 allows a air flow to enter the interior of the first flow channel 20 through the inlet 201. Conversely, when said flap 210 is in the closed position, it is designed to prevent the flow of air flow through the airflow. interior of the first flow channel 20.

The second flow channel 30 advantageously comprises an inlet 301 and a plurality of outlets. Here, the second flow channel comprises four outlets including an outer outlet 303 and three inner outlets 304, 305 and 306. Said three inner outlets 304, 305 and 306 comprise a first inner outlet 304, a second inner outlet 305 and a second one. third internal outlet 306. The inner outlets 304, 305 and 306 are designed to allow passage of an air flow from the interior of the second flow channel 30 to the interior of the passenger compartment. The outer outlet 303 is designed to allow an outlet of an air flow from the inside of the second flow channel 30 towards the outside of the passenger compartment, or even towards the outside of the vehicle. Each of the four outlets of the second flow channel 30 is provided with a regulation and / or control means comprising here an opening / closing flap and making it possible to open or close the corresponding outlet. Note that each opening / closing flap is designed to be able to occupy an open position and a closed position. Said open position allows a flow of air to flow through the corresponding outlet. Said closed position prevents it from circulating a flow of air through the corresponding outlet.

The second flow channel 30 extends in a substantially longitudinal direction between said inlet 301 and the inner outlets 304, 305 and 306. It is noted that here said outer outlet 303 is located along the direction of extending the flow channel 30 between the inlet 301 and the inner outlets 304, 305 and 306. Advantageously, the outer outlet 303 of the second flow channel 30 is arranged downstream of the second heat exchanger 32 and the first communication passage 40 of the wall 4. Said external outlet 303 is also located upstream of the communication passage 43 and the three internal outlets 304, 305 and 306.

The outer outlet 303 is provided with a flap 313. It is configured to allow, when the flap 313 is open, an outlet of an air flow from the interior of the second flow channel 30 towards the outside of the the cockpit and / or the vehicle.

The first inner outlet 304 is advantageously provided with a flap 314. It is configured here to allow an outlet of an air flow from an interior space of the second flow channel 30 to the passenger compartment of the motor vehicle. More particularly, the outlet 304 may be designed to allow an orientation of a flow of air from the second flow channel 30 to the inner face of the windshield of the motor vehicle. Advantageously, the second internal outlet 305 and the third outlet 306 are respectively provided with a flap 315 and a flap 316. Said internal outlets 305 and 306 are for example configured to allow an outlet of an air flow from a interior space of the second flow channel 30 to an interior space of the passenger compartment. In particular, these two outlets are designed to allow a flow of air from the interior of the second flow channel 30 to flow to the driver and / or passengers for the second interior outlet 305. and to the cabin floor for the third interior exit 306.

The air conditioning unit 1 is advantageously provided with a means for controlling and / or regulating the air intake. Said air inlet control means here comprise an opening / closing flap 209. Said flap 209 is designed to regulate the entry of one or more air flows inside the air conditioning unit. 1. For this purpose, the flap 209 is designed to be operable and move between three positions including a first position, a second position and a third position. In a first position, said flap 209 closes the recirculated air inlet 11. In other words, when the flap 209 is in this first position, the recirculated air can not enter the air conditioning unit 1.

In a second position, which is an intermediate position, said shutter 209 does not obstruct either the outside air inlet 11 or the outside air inlet 12. In other words, it allows entry into the air conditioning unit 1 both an outside air flow and a recirculated air flow. In this position, however, the flap 209 makes it possible to isolate the inlets of the two flow channels 20, 30. In other words, the recirculated air can not flow through the inlet of the second flow channel 30 and outside air can not flow through the inlet of the first flow channel 20.

In a third position, the shutter 209 closes the air inlet 12 so as to close the outside air inlet of the air conditioning unit 1. When the shutter 209 is in this third position, the air inlet 12 The recirculated air 11 is then open and the recirculated air can penetrate inside the air conditioning unit 1.

It should be noted that said regulating means 430 associated with the second communication passage 43 comprises, for example, an opening / closing flap 430. Said flap 430 is designed so that it can be actuated and moved between a first position, a second position and a third position.

When the flap 430 is in its first position, it is designed to close the second communication passage 43.

When the flap 430 is located in the third position, it is designed to allow passage of an air flow through said second communication passage 43 between the first flow channel 20 and the second flow passage 30. Simultaneously when the flap 430 is in the third position, it also allows the second flow channel 30 to be plugged. This closure of the second flow channel 30 then intervenes in the second flow channel between the outer outlet 303 and the three inner outlets 304, 305 and 306. In other words, said closure occurs downstream of the outer outlet 303 and upstream of the inner outlets 304, 305, 306.

The second position of the flap 430 corresponds to an intermediate position. In this position the shutter does not obstruct the communication passage 43 or the second flow channel 30.

The second heat exchanger 32 of the second flow channel is provided with a regulation and / or control means here comprising two flaps 310 and 311. Said flaps 310 and 311 are advantageously located upstream of said second exchanger 32 in the direction flow of the air flow passing through the second flow channel 30. Each of said flaps 310 and 311 is designed so as to be able to move between a first position allowing the passage of a flow of air through said second exchanger 31 and a second position preventing the passage of a flow of air therethrough.

Advantageously, the second flow channel 30 comprises a bypass passage 302 of the second heat exchanger 32. Said bypass passage 302 is designed to allow a flow of air flowing in the second flow channel 30 to bypass the second heat exchanger 32. Said bypass passage 302 is provided with a regulation and / or control means comprising here an opening / closing flap 312. In a first position, called the open position, the flap 312 is designed to allow passage of an air flow through the bypass passage 302. In a second position, said closed position, the flap 312 is designed to, on the contrary, prevent the passage of a flow of air through the bypass passage 302.

In the first flow channel 20, the first heat exchanger 21 is located downstream of the first communication passage 40 and upstream of the second communication passage 43. In the second flow channel, the second heat exchanger 21 is located upstream of the first and second communication passages 40, 43. In this way all or part of the air leaving the second exchanger 32 may or may not be sent in the first channel 20 to the first exchanger 21, through the first communication passage 40, depending on the position of the associated flap 400.

Many other configurations of the housing, in particular the relative positioning of its components, are possible.

Advantageously, said housing is configured to be positioned between a vehicle apron, that is to say a partition separating the passenger compartment from the compartment under the vehicle hood, and a panel of a dashboard of the passenger compartment. . The one or more entries of the housing may be configured to be connected to ducts allowing air circulation from air intake vents, located either outside the vehicle for the outside air inlet, or in the passenger compartment for the recirculated air inlet. Said outputs of the housing may be configured to be connected to ducts allowing air circulation to outlet ports located outside the passenger compartment, for example near the outer face of the windshield or under the frame , as mentioned above, or exit ports located in the passenger compartment, such as air distribution nozzles towards the inner face of the windshield, dashboard aerators, or outlet nozzles directed in the direction of the floor.

Here the outer outlets 202, 303 are substantially opposite each other and are respectively in an upper part and a lower part of the housing, considered in use in the vehicle. As illustrated in Figure 2, the invention also relates to an air treatment system comprising the air conditioning unit as described above and one or more heat loops, in this case three heat loops. Said heat loops here comprise an air conditioning loop 6 and a cooling loop 7 of a battery 70 and a conditioning loop 8 of a heat engine 80. The cooling loop 7 of the battery 70 comprises the battery 70 and the second heat exchanger 32. The cooling loop 7 is designed to allow the circulation of a heat transfer fluid between the battery 70 and the second exchanger 32 of the air conditioning unit. 1. In particular, when the cooling loop 7 is activated, the second heat exchanger 32 allows for example a heat exchange between the cooling fluid of the air conditioning loop 6 and the heating fluid of the cooling loop 7 of the battery 70.

The conditioning loop 8 of the heat engine 80 comprises the heat engine 80, the first heat exchanger 21 of the first flow channel 20 and a radiator 82 arranged on the front face of the motor vehicle. The air conditioning loop 6 comprises, it, the first heat exchanger 21 of the first flow channel 20, the second heat exchanger 32 of the second flow channel 30 and a heat exchanger 60, said front heat exchanger, for to be located in front of the motor vehicle. The air-conditioning loop 6 furthermore comprises a compressor 62 and a pressure reducer 64. Advantageously, the air-conditioning loop 6 may also comprise an internal heat exchanger 66. Said internal heat exchanger 66 is designed to allow a heat exchange between dies. firstly the refrigerant when in a first state, and secondly the same refrigerant when in a second state, distinct from the first state. In other words, said internal heat exchanger 66 allows a heat exchange between two distinct parts of the air conditioning loop 6. The air conditioning loop 6 is designed to allow a circulation of a refrigerant inside said air conditioning loop 6. The refrigerant is designed so that it can absorb or give off heat depending on its physical state. The air conditioning loop 6 is designed so that the refrigerant can pass through, without the following list prefiguring a given direction of movement:

the compressor 62, the first heat exchanger 21,

the front-face exchanger 60,

the internal heat exchanger 66,

the regulator 64,

- and the second heat exchanger 32.

The compressor 62 is designed to circulate the coolant within the air conditioning loop 6. The compressor 62 further allows the pressure and temperature of the refrigerant to increase as it passes through the compressor 62 The regulator 64 is designed to allow a reduction in the pressure and temperature of the refrigerant.

The air-conditioning loop 6 furthermore comprises modulation valves which make it possible to modify the circulation of the refrigerant inside said air-conditioning loop 6. In particular, said modulating valves allow a circulation of the coolant alternately in at least one first circulation path or according to a second circulation path.

According to the first circulation path, the cooling fluid of the air conditioning loop 6 circulates successively and in this order in:

the compressor 62,

the first heat exchanger 21,

the exchanger front face 60,

a first time the internal heat exchanger 66,

the regulator 64,

the second heat exchanger 32,

a second time the internal heat exchanger 66 and then

- again the compressor 62 and so on. In this configuration, the flow of air passing through the first heat exchanger 21 will advantageously be discharged to the outside, at least in some of the embodiments making it possible to optimize its use.

According to the second circulation path, the cooling fluid of the air conditioning loop 6 circulates successively and in this order in:

the compressor 62,

the first heat exchanger 21,

a first time the internal heat exchanger 66,

the regulator 64,

the second heat exchanger 32,

the exchanger front face 60,

a second time the internal heat exchanger 66 and then

again the compressor 62 and so on.

In this configuration, the flow of air passing through the second heat exchanger 31 is advantageously discharged to the outside, at least in some embodiments to optimize its use.

Here, the front face exchanger 60 and the radiator 82 are arranged one behind the other and in this order along a general direction of flow of a flow of air passing through the calender of the motor vehicle.

In the following, we have described, without limitation, different modes of operation that can adopt the air treatment system.

In Figures 2 to 12, we have shown in dashed portions of air conditioning loops 6, conditioning 8 of the engine or cooling 7 of the battery within which no fluid flows. The portions of these same loops in which a fluid flows are, they, represented in solid lines. FIRST MODE OF OPERATION

In a first mode of operation, said ventilation mode, illustrated in Figure 2, the air treatment system allows a simple renewal of the cabin air.

In the ventilation mode, the air conditioning unit 1 is here configured so that only the outside air flows therein. The outside air enters the air conditioning unit 1 through the outside air inlet 12 and then flows into the second flow channel 30 bypassing the second heat exchanger 32. The outside air is exhausted to the outside. cockpit via first 304, second 305 and / or third 306 inboard outlets.

The outside air thus passes through the air conditioning unit 1 without heat exchange neither with the first heat exchanger 21 nor with the second heat exchanger.

For this purpose, the flap 209 is in its first position and closes the recirculated air inlet 11. The recirculated air can not penetrate inside the air conditioning unit 1. The inlet 201 of the first air duct flow 20, it is closed by the flap 210. In addition, the flaps 310 and 311 of the second heat exchanger 32 are both in closed positions while the flap 312 of the bypass channel 302 is in position d opening. In this way, the outside air circulating in the second flow channel 30 bypasses said second heat exchanger 32.

Furthermore, the first 40 and second 43 communication passages are respectively closed by the shutter 400 and the shutter 430. The second outer outlet 303 is here closed by the shutter 313 which is in a closed position. The three internal outlets 304, 305 and 306 are open or closed depending on the air demand in the passenger compartment, here they are all open.

Note that in this first mode of operation, the circulation of the refrigerant inside the air conditioning loop 6 is stopped. In other words, the coolant does not circulate inside the air conditioning loop 6.

SECOND MODE OF OPERATION In a second mode of operation, said air conditioning mode, shown in Figure 3, the air treatment system is designed to allow the air conditioning of the passenger compartment.

In this configuration, the first 21 and second 32 heat exchangers of the air conditioning unit 1 are connected to the air conditioning loop 6. In other words, the coolant of the air conditioning loop 6 circulates inside the first 21 and second 32 heat exchangers.

Here, the outside air enters the air conditioning unit through the outside air inlet 12, a part of said air flow flows into the first flow channel 20 and another part into the second air channel. flow 30.

In the first flow channel 20, the outside air passes through and is heated by the first heat exchanger 21 and is then discharged to the outside of the motor vehicle by the external outlet 202, the flap 211 then being in an open position.

In the second flow channel 30, the outside air passes through and is cooled by the second heat exchanger 32. The flow of outside air thus cooled is then directed towards the passenger compartment, for example via the second internal outlet 305 of the second flow channel 30.

In the air conditioning loop 6, the first heat exchanger 21 ensures precondensation of the circulating refrigerant by allowing a heat exchange between the outside air and the refrigerant. The coolant then flows to the front-end heat exchanger 60. The front-face heat exchanger 60 also functions as a condenser and completes the condensation of the coolant. In particular, the front face exchanger allows a heat exchange between the refrigerant and a flow of air passing through the radiator grille of the motor vehicle. It may alternatively or cumulatively allow subcooling of said coolant.

The refrigerant then passes through the internal heat exchanger 66 and the expander 64 before passing through the second heat exchanger 32 of the second flow channel 30. second heat exchanger 32 operates as an evaporator. When the outside air flows in the second flow channel, said second heat exchanger 32 allows a heat exchange between said outside air and the coolant of the air conditioning loop 6. The outside air is then cooled and then directed along the second flow channel inward of the passenger compartment via exit 305.

When the refrigerant has passed through the second heat exchanger 32, it continues its flow to the compressor 62 and again to the first heat exchanger 21 of the first flow channel 20 and so on.

Note that when the air treatment system operates in such a mode, the recirculated air inlet 11 is here closed by the flap 209. The outside air inlet 12 is here, it, open. The first 40 and second 43 communication passages of the wall 4 are closed. Similarly, the bypass passage 302 of the second heat exchanger 32 is closed as well. The flaps 310 and 311 of the second heat exchange 32 are both in an open position. Of the inner outlets 304, 305, 306 of the second flow channel 30, only the second inner outlet 305 is open. It may be otherwise. In particular, different inner outlets 30 can be opened in the second flow channel. The flap 210 of the first flow channel 20 is in an open position as is the flap 211 of the outlet 202.

Alternatively, the air flowing in the first flow channel may come from the recirculated air inlet. The flap 209 is then positioned accordingly in its intermediate position.

In the second mode of operation, the refrigerant circulates along the first circulation path inside the air conditioning loop 6.

THIRD MODE OF OPERATION In a third mode of operation, illustrated in FIG. 4, the air treatment system provides an air conditioning function such as that described above as well as a cooling function of the battery 70.

In this mode of operation, the second heat exchanger 32 advantageously operates as a tri-heat exchanger. The cooling loop 7 of the battery 70 is here connected to said second heat exchanger 32 of the second flow channel 30. In other words, the heat transfer fluid of the cooling loop 7 circulates inside the second heat exchanger 32. The heating fluid circulating in the cooling loop 7 of the battery 70 is thus cooled by the second heat exchanger 32. In other words, in this operating mode, the second heat exchanger 32 allows both the cooling of the air outside circulating in the second flow channel 30 and the cooling of the heat transfer fluid flowing in the cooling loop 7. Said heating fluid, once cooled, allows, therefore, the cooling of the battery 70.

In the third mode of operation, the refrigerant circulates along the first circulation path inside the air conditioning loop 6.

FOURTH MODE OF OPERATION

A fourth mode of operation is illustrated in FIG. 5. In this fourth mode of operation, unlike the previous one, the air treatment system is configured so that the condensation of the refrigerant fluid in the first heat exchanger 21 can be carried out either by the flow of air flowing in the first flow channel 20, or by the heat transfer fluid circulating in the loop 8 of the motor 80.

For this purpose, the conditioning loop 8 of the heat engine 80 is connected to the first heat exchanger 21. In other words, the heating fluid of the conditioning loop 8 circulates inside the first heat exchanger 21. heat transfer fluid, for example water, flowing in the loop 8 is adequate, the flap 210 passes into a closed position. The circulation of the air inside the first flow channel 20 is then blocked. The first heat exchanger 21 then allows a heat exchange the heating fluid of the loop 8 of the motor 80 and the refrigerant circulating in the air conditioning loop 6.

When the temperature of the heat transfer fluid of the loop 8 of the motor 80 no longer allows such a heat exchange, the flap 210 returns to an open position. The first heat exchanger then allows, as in the third mode of operation, a heat exchange between the coolant of the air conditioning loop 6 and the air flowing in the first flow channel 20.

In the fourth mode of operation, the refrigerant circulates along the first circulation path inside the air conditioning loop 6.

FIFTH MODE OF OPERATION

In a fifth mode of operation, illustrated in Figure 6, the air treatment system is configured to allow cooling of the battery 7.

Here, the recirculated air inlet 11 is closed by the shutter 209. In this way, only an outside air flow enters and then circulates inside the air conditioning unit 1.

In the second flow channel 30 of the air conditioning unit 1, the bypass channel 302 is closed by the flap 312. The flaps 310 and 311 are also closed so that the outside air flow does not pass through the second heat exchanger. heat 32. As a result, no air flow circulates in the second flow channel 30.

The shutter 210 is in an open position. Thus, the outside air flow coming from the inlet 12 flows exclusively through the first flow channel 20 and in particular through through the first heat exchanger 21. After passing through the first heat exchanger 21, the outside air flow flows outwardly through the outlet 202, the flap 211 then being in an open position. The two communication passages 40 and 43 of the wall 4 are closed.

Here, the second heat exchanger 32 is connected to the cooling loop 7 of the battery 70. In other words, the heat transfer fluid of the cooling loop 7 circulates inside the second heat exchanger 32. The second heat exchanger 32 is then configured to allow a heat exchange between the heat transfer fluid circulating inside the cooling loop 7 of the battery 70 on the one hand and the refrigerant circulating inside the air conditioning loop 6 on the other hand. The second heat exchanger 32 then operates as an evaporator so as to allow a cooling of the heating fluid circulating in the cooling loop 7 and consequently the cooling of the battery 70.

The first heat exchanger 21 is configured to operate as a condenser. Here it allows a heat exchange between the outside air flow flowing through the first flow channel 20 and the refrigerant circulating in the air-conditioning loop 6. Alternatively, the first heat exchanger 21 operates as a heat exchanger. heat tri-therm. The first heat exchanger 21 is further connected to the conditioning loop 8 of the heat engine 80. In other words, the heating fluid of the conditioning loop 8 circulates inside the first heat exchanger 21.

In both cases, the first exchanger 21 allows a pre-condensation of the refrigerant.

The flow of outside air circulating inside the first flow channel 21 is heated by passing through the first heat exchanger 21 and then discharged through the outlet 202.

In the air-conditioning loop 6, the front-face heat exchanger also functions as a condenser and / or subcooler and advantageously makes it possible to complete the condensation refrigerant after passing through the first heat exchanger 21. In other words, the first heat exchanger 21 advantageously relieves the front heat exchanger.

In the fifth mode of operation, the refrigerant circulates along the first circulation path inside the air-conditioning loop 6. SIXTH MODE OF OPERATION

A sixth mode of operation, illustrated in Figure 7, allows a heating of the passenger compartment.

In this sixth mode of operation, the air conditioning loop is closed. The coolant does not circulate in the air conditioning loop 6. The heating of the passenger compartment is here ensured by the conditioning loop 8 of the engine 80.

In this operating mode, the flap 209 occupies its first position here so that only an outside air flow enters and then circulates inside the air conditioning unit 1. Here again, the bypass channel 302 is closed and the two flaps 310 and 311 of the second heat exchanger 32 are in a closed position. Thus, the outside air flow circulates here mainly inside the first flow channel 20.

When the outside air flow circulates through the first heat exchanger 21, it is heated by the heat transfer fluid, here water, circulating inside the conditioning loop 8 of the heat engine 80. opening / closing 430 is in its third position and closes the second flow channel 30 upstream of the second communication passage 43. The second communication passage 43, it is then open. The shutter 211 is in a closed position, thus closing the outlet 202 of the first flow channel 20. The air thus heated by the heat emitted from the engine, is then directed towards the passenger compartment via the second communication passage 43 and is then evacuated through the second internal outlet of the second flow channel 20.

Unlike the fourth and fifth modes, the conditioning loop 8 of the heat engine 80 may be disconnected from the front-face radiator 82. In other words, the heat-exchange fluid of the conditioning loop 8 does not flow through, that is, that is, bypassing said front-face radiator 82. In other words, said heat-transfer fluid is not routed to the front-face radiator 82. Thus, the water circulating inside the conditioning loop 8 exchanges heat. heat with the heat engine and with the outside air flow.

SEVENTH MODE OF OPERATION

A seventh mode of operation, shown in Figure 8, allows the air handling system to operate in heat pump mode.

In this seventh mode of operation, the flap 209 is here in its first position so that it closes the recirculated air inlet 11. Only an outside air flow thus enters the air conditioning unit 1 and circulates therein.

The air conditioning unit 1 is configured so that a part of the outside air flow flows in the first flow channel 20 while another part of the air flow flows in the second channel of flow 30.

The conditioning loop 8 of the heat engine 80 is here connected to the front face radiator 82 as well as to the first heat exchanger 21. In other words, the heat transfer fluid circulating in the conditioning loop 8 of the motor 80 flows successively through the first heat exchanger 21, the heat engine 80 and the radiator of front face. In the first flow channel 20, the first heat exchanger 21 operates as a condenser. The second heat exchanger 32 and the front heat exchanger 60, located respectively in the second flow channel 30 and in front of the motor vehicle, both operate as evaporators. The outside air flowing in the first flow channel 20 is heated through the first heat exchanger 21 and is discharged to the passenger compartment of the motor vehicle. For this purpose, the outlet 202 of the first flow channel 20 is closed. The valve 430 is in its third position so that the second communication passage 43 is open. At least one of the three inner outlets 304, 305 and 306, here the three inner outlets 304, 305 and 306, of the second flow channel 30 are also open.

In the second flow channel 30, the second heat exchanger 32 operates as an evaporator. It allows a heat exchange between the refrigerant circulating in the air conditioning loop 6 and the outside air passing through the second heat exchanger 32. For this purpose, the two flaps 310 and 311 of the second heat exchanger 32 are in a position opening and the bypass channel 302 is closed.

Thus, in the second flow channel 32, the outside air is cooled by passing through the second heat exchanger. The outside air is then discharged to the outside of the motor vehicle through the outlet 303, the flap 313 then being in an open position. It is noted that the circulation of the outside air in the second flow channel 30 downstream of the outer outlet 303 is prevented by the flap 313 and / or by the valve 430 of the second communication passage 43.

The front-face exchanger 60 also functions as an evaporator. It allows a heat exchange between the coolant and the flow of air passing through the front of the motor vehicle. The heat exchange occurring in the second heat exchanger 32 thus allows pre-evaporation of the refrigerant before it circulates through the front-face exchanger 60. In the seventh mode of operation, the refrigerant circulates along the second circulation path inside the air conditioning loop 6.

EIGHTH MODE OF OPERATION

In a mode, illustrated in Figure 9, the air treatment system also operates in heat pump mode. However, unlike the previous mode, each of the first 21 and second 32 heat exchangers of the air conditioning unit 1 operate as a condenser. Here, the two condensers 21 and 32 successively participate in heating a same flow of outside air. For this, the expander 64 located upstream of the second exchanger 32 may be configured to cause a slight expansion of the refrigerant. As input, the second heat exchanger 32 is then at an intermediate pressure, close to that of the circuit upstream of said regulator 64 located upstream of the second heat exchanger 32.

Here, flap 209 is in its first position. Thus, only an outside air flow enters the interior of the air conditioning unit 1 through the outside air opening 12. The flap 210 is in a closed position so that the outside air flow can not be reached. penetrate directly into the first flow channel 20.

Therefore, the outside air enters the air conditioning unit through the air inlet 12 and then passes through the second heat exchanger 32, the two flaps 310 and 311 being in an open position and the bypass passage 302 being closed him. The second heat exchanger 32 allows a first heating of the outside air flow.

Then, said external air flow passes from the second flow channel 30 to the first flow channel 20 through the first communication passage 40. The outside air flow then passes through the first heat exchanger 21. The first The heat exchanger here makes it possible to reheat the outside air flow a second time. In particular, as the second heat exchanger heat 32, the first heat exchanger 31 here allows a heat exchange between the refrigerant flowing in the air conditioning loop 6 and the outside air flow.

The outside air flow is then evacuated to the living space by successively passing through the second communication passage 43 and then at least one of the internal outlets 304, 305 and 306 of the second flow channel. For this purpose, the valve 430 is in its third position so that it completely closes the second flow channel 32 upstream of the communication passage 43 and downstream of the communication passage 40.

In the eighth mode of operation, the refrigerant circulates along the second circulation path inside the air conditioning loop 6.

NINTH MODE OF OPERATION

In a ninth mode of operation, illustrated in Figure 10, the air treatment system can heat both the passenger compartment and the engine.

Here, only the outside air inlet 12 is open. The shutter 209 is then in its first position and closes the recirculated air inlet 11. The first and second heat exchangers 21 and 32 function as condensers and both are connected to the air conditioning loop 6, in a configuration identical to that of the previous embodiment. In other words, the cooling fluid of the air conditioning loop 6 circulates inside the first 21 and second 32 heat exchangers. The two communication passages 40 and 43 of the wall 4 are closed. Similarly, the flap 210 located at the inlet 201 of the first flow channel is in a closed position.

The air conditioning unit 1 is thus configured so that the flow of outside air entering inside the air conditioning unit 1 circulates exclusively in the second flow channel 30. The second heat exchanger 32 is configured to allow an exchange of heat between the outside air flow and the fluid flowing inside the air conditioning loop. Said air flow outside heated and during its passage through the second heat exchanger 32 and then directed towards the passenger through at least one of the inner outlets 304, 305 and 306 of the second flow channel. The outer outlet 311 of the second flow channel is closed.

The first heat exchanger is connected to the conditioning loop 8 of the heat engine 80. In other words, the heating fluid of the conditioning loop 8 circulates inside the first heat exchanger 21. Said first heat exchanger 21 allows then a heat exchange between the heating fluid flowing in the conditioning loop 8 of the heat engine 80 and the refrigerant circulating in the air conditioning loop 6. In particular, the first heat exchanger 21 allows a condensation of the cooling fluid and a warming the heat transfer fluid of the loop 8 of the heat engine 80. The loop 8 of the heat engine 80 is then disconnected from the front-face radiator 82. In other words, the heating fluid of the conditioning loop 8 is not routed to, or bypasses , the front-face radiator 82.

The front exchanger 6 operates it as an evaporator.

In the ninth mode of operation, the refrigerant circulates along the second circulation path inside the air conditioning loop 6.

TENSE MODE OF OPERATION

In a tenth mode of operation, illustrated in Figure 11, the treatment system can dehumidify the air entering the cabin.

Here, the recirculated air inlet 11 is closed so that only an outside air flow enters and then flows inside the air conditioning unit 1. The first heat exchanger 21 operates as a condenser. The second heat exchanger 32 operates it as an evaporator. The air conditioning unit is configured so that a part of the outside air flow, said first flow, can flow in the first flow channel 20 and another part of the air flow outside said second flow can flow into the second flow channel 30. It is noted that the first communication passage 40 is then closed by the flap 400.

In the first flow channel 20, the first heat exchanger 21 allows a heat exchange between the first flow and the refrigerant circulating in the air conditioning loop 6. In particular, the first heat exchanger 21 allows a condensation of the fluid refrigerant and a warming of the outside air.

In the second flow channel 30, the second heat exchanger 32 allows a heat exchange between the refrigerant and the second flow. In particular, said second heat exchanger 32 allows cooling and dehumidification of the outside air. Downstream of the first 21 and second 32 heat exchangers, the second communication passage 43 is open. In particular, the valve 430 is in its second position so that it allows an opening of the second communication passage 43 without completely closing the second flow channel 30.

The first heated external air flow and the second cooled and dehumidified air flow then mix downstream of the second communication passage, in the second flow channel 30. The mixture of the first and second air flows is then discharged to the passenger compartment by one or the other of the three internal outlets 304, 305 and 306 of the second flow channel 32.

It is noted that here, the output of the first flow channel 20 is closed.

In the tenth mode of operation, the refrigerant circulates along the second circulation path inside the air conditioning loop 6.

ELEVENTH MODE OF OPERATION

An eleventh mode of operation, illustrated in Figure 12, also dehumidifies the outside air before it is sent to the passenger compartment of the motor vehicle. In contrast to the tenth mode of operation, it is the same and a single external air flow which passes successively and in this order the second heat exchanger 32 and then the first heat exchanger 21.

To do this, unlike the tenth mode of operation, the inlet 201 of the first flow channel 30 is closed by the flap 210. The first communication passage 40 is open to it. Finally, the valve 430 of the second communication passage 43 is in its third position and completely closes the second flow channel downstream of the first communication passage 40.

In this configuration, the air conditioning unit 1 firstly allows cooling and dehumidification of the air flow by the second heat exchanger 32 and then a heating of this same air flow by the first heat exchanger 21. the previous mode of operation, the dehumidified air flow is discharged to the passenger compartment by one or the other of the inner outlets 304, 305 and 306 of the second flow channel 30.

In the eleventh mode of operation, the refrigerant circulates along the second circulation path inside the air conditioning loop 6.

Claims

An air-conditioning unit (1) for a passenger compartment of a motor vehicle, comprising at least one heat exchanger (21, 32), said housing (1) being configured to guide a flow of air through the exchanger (21, 32). ) and to selectively allow an outlet of said air flow downstream of the exchanger (21, 32) towards the passenger compartment and / or outside the passenger compartment.

2. An air conditioning unit according to the preceding claim, wherein the or at least one of the heat exchangers (21, 32) allows a heat exchange between at least three separate fluids.

3. An air conditioning unit according to any one of the preceding claims, wherein the or at least one of the heat exchangers (21, 32) is designed to alternately allow the condensation or evaporation of a fluid. refrigerant.

4. An air conditioning unit according to any one of the preceding claims comprising control means and / or regulation (313, 314, 315, 316, 211), configured to selectively direct the flow of air to the passenger compartment and / or the outside of the cockpit.

5. An air conditioning unit according to the preceding claim wherein the control means comprise at least one flap (211) for regulating the flow of the first fluid at the outlet of the air conditioning unit.

6. Air conditioning unit according to the preceding claim, comprising a plurality of outlets (202, 303-306) for selectively allowing an output of said air flow to the passenger compartment and / or the outside of the passenger compartment.

7. An air conditioning unit according to any one of the preceding claims comprising a bypass passage (302) allowing the flow of air to bypass the or at least one of the exchangers (21, 32).

8. An air conditioning unit according to the preceding claim, comprising a first and a second flow channel (20, 30) of the air flow.

9. An air conditioning unit according to the preceding claim, wherein each of the flow channels (20, 30) comprises at least one of the heat exchangers (21, 32).

10. An air conditioning unit according to any one of claims 8 or 9 comprising a wall (4) designed to separate the two flow channels (20, 30).

11. An air conditioning unit according to the preceding claim wherein said wall (4) comprises a communication passage (43) allowing an air flow between each of said channels (20,30), said communication passage being located downstream of or said exchangers (21,32).

12. An air conditioning unit according to claim 10 wherein said wall (4) comprises a communication passage (40) allowing an air flow between each of said channels (20,30), said communication passage (40) being located in downstream of one of the heat exchangers (21, 32) and upstream of another of said heat exchangers (21, 32).

13. Air treatment system comprising an air conditioning loop (6) and an air conditioning unit (1) according to any one of claims 1 to 12, at least one of the heat exchangers (21). , 32) being connected to said air conditioning loop (6).

14. Air treatment system according to the preceding claim, configured to circulate a fluid in another exchanger of said air conditioning loop (6) and in at least one of said heat exchanger (21, 32) of the housing. (1), said housing (1) being in a configuration in which the flow of air is directed towards the outside of the passenger compartment downstream of said at least one of said heat exchangers (21, 32), said other exchanger being configured to allow a heat exchange between said fluid and air flowing to the passenger compartment.

15. An air handling system according to any one of claims 13 or 14, comprising a cooling loop (7) of a battery (70), said cooling loop (70) being connected to one of the exchangers (21, 32) of the air conditioning unit (1).

An air handling system according to any of claims 13 to 15, comprising a cooling loop (8) of an engine (80), said cooling loop (8) being connected to one of the exchangers (21, 32) of the air conditioning unit (1).