WO2022128836A1

WO2022128836A1 - Heat treatment system for a vehicle

Info

Publication number: WO2022128836A1
Application number: PCT/EP2021/085350
Authority: WO
Inventors: Mohamed Yahia
Original assignee: Valeo Systemes Thermiques
Priority date: 2020-12-15
Filing date: 2021-12-13
Publication date: 2022-06-23
Also published as: FR3117411A1

Abstract

The present invention relates to a heat treatment system (1) for a vehicle, comprising a refrigerant circuit (2) and a heat-transfer fluid circuit (15, 18), the refrigerant circuit (2) comprising a first heat exchanger (6) and a second heat exchanger (7) which are configured to exchange heat between the refrigerant and a flow of air (8) external to a passenger compartment of the vehicle, the heat-transfer fluid circuit (15, 18) comprising a first heat exchanger (11) and a second heat exchanger (12) which are configured to exchange heat between a heat-transfer fluid and the flow of external air (8), characterized in that the first heat exchanger (6), the second heat exchanger (7), the first heat exchanger (11) and the second heat exchanger (12) are superposed, forming four heat exchange layers.

Description

TITLE OF THE INVENTION: VEHICLE HEAT TREATMENT SYSTEM

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 and at least one heat transfer fluid circuit, both used to participate in a heat treatment of different areas or different components of the vehicle. It is in particular known to use the refrigerant circuit and/or the heat transfer fluid circuit to thermally 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 the heat transfer fluid circuit to cool components of the traction chain of the vehicle, such as for example an electrical storage device, the latter being used to supply energy to an electric motor capable of setting the vehicle in motion. The heat treatment system thus supplies the energy capable of cooling the electrical storage device during its use in the driving phases.

To heat treat the passenger compartment of the vehicle and/or the components of the traction chain of the vehicle, a heat exchange is carried out between the fluids mentioned above and a flow of air outside the passenger compartment of the vehicle. To do this, said fluids pass through heat exchangers arranged within a front face of the vehicle, the flow of outside air rushing into the front face to act thermally on the fluids passing through these heat exchangers . An objective of improving such a heat treatment system is to free up the front face of the vehicle by installing heat exchangers of smaller size but while maintaining the heat treatment efficiency of these said exchangers. The present invention proposes to meet this objective by proposing a heat treatment system for a vehicle, comprising at least one refrigerant fluid circuit and at least one heat transfer fluid circuit, the refrigerant fluid circuit comprising at least one compression, a first heat exchanger and a second heat exchanger, said heat exchangers being configured to effect a heat exchange between the refrigerant fluid and a flow of air outside a passenger compartment of the vehicle which passes through said heat exchangers, the refrigerant fluid circuit further comprising a third heat exchanger configured to perform a heat exchange between the refrigerant fluid and an interior air flow intended to be sent into the passenger compartment of the vehicle, the heat transfer fluid circuit comprising at least one first heat exchanger and at least one second heat exchanger configured to effect a heat exchange between a heat transfer fluid and the external air flow, characterized in that the first heat exchanger, the second heat exchanger, the first heat exchanger and the second heat exchanger are at least partially superposed with respect to each other along a direction parallel to the outside air flow, forming at least four heat exchange layers, the heat exchange layers being arranged to alternate between a heat exchange layer formed by at least the one of the heat exchangers of the coolant circuit and a heat exchange layer formed by at least one of the heat exchangers of the coolant circuit.

The fact of multiplying the heat exchange layers intended to interact with the external air flow therefore makes it possible to operate an effective heat exchange within each of the circuits, while giving the possibility of reducing the dimensions of the exchanges. heat. The space freed up within the front of the vehicle thus allows the installation of additional components, relating to the heat treatment system or not.

The compression device allows the refrigerant fluid to circulate within the refrigerant circuit. The refrigerant fluid is compressed at high pressure and can flow along a path relative to a mode operation of the heat treatment system in order to operate a plurality of heat exchanges. The refrigerant can for example be a fluid of the Ri34a or Ri234yf type.

Since the compression device can only compress the refrigerant fluid in the gaseous phase, the heat treatment system can comprise an accumulation device, arranged upstream of the compression device in order to retain a liquid phase of the refrigerant fluid to prevent it from circulates within the compression device and damages the latter.

The first heat exchanger and the second heat exchanger interact with the outside air flow and must therefore be arranged so that the outside air flow passes through both heat exchangers. As indicated previously, the two heat exchangers can be arranged at the level of the front face of the vehicle, but it is possible to place them within any zones of the vehicle which can be crossed by an external air flow able to engulf within the vehicle.

The third heat exchanger is arranged at the level of a path of the interior air flow. The third heat exchanger is configured so that the coolant circulates there at low temperature in order to cool the interior air flow which is subsequently sent to the passenger compartment of the vehicle. It is thus understood that the third exchanger indirectly cools the passenger compartment of the vehicle. As such, the third heat exchanger can be installed within a ventilation, heating and/or air conditioning installation, which ensures circulation of the interior air flow in a cyclical manner in order to cool or heat the passenger compartment depending on the operating mode of the heat treatment system.

The heat transfer fluid circuit is configured to circulate a heat transfer fluid which may for example be glycol water. The heat transfer fluid can circulate through the first heat exchanger and the second heat exchanger which are also arranged in the path of the flow of outside air. The first heat exchanger and the second heat exchanger are thus arranged parallel or substantially parallel to the first heat exchanger and to the second heat exchanger, each of these heat or thermal exchangers forms a heat exchange layer. By heat exchange layer, it is necessary to understand a zone where at least one heat exchanger or at least one heat exchanger is arranged. The first heat exchanger, the second heat exchanger, the first heat exchanger and the second heat exchanger are superimposed on each other in such a way that the outdoor air flow passes through each of them only once and successive way.

The heat exchange layers are arranged so as to form an alternation between a heat exchange layer comprising a heat exchanger and a heat exchange layer comprising a heat exchanger, in order to promote heat exchange relating to each of the circuits with the outside air flow.

According to one characteristic of the invention, the first heat exchanger is arranged upstream of the first heat exchanger and downstream of the second heat exchanger with respect to the direction of circulation of the flow of outside air, the second heat exchanger being arranged upstream of the second heat exchanger with respect to the direction of circulation of the external air flow. In other words, the flow of outside air, after having engulfed within the vehicle, crosses in order the second heat exchanger, the second heat exchanger, the first heat exchanger and finally the first heat exchanger.

According to one characteristic of the invention, the heat treatment system comprises a first heat transfer fluid circuit configured to heat treat at least one electric motor of the vehicle and/or at least one electronic control module of the electric motor, and a second heat transfer fluid configured to heat treat an electrical storage element of the vehicle. The first heat transfer fluid circuit and the second heat transfer fluid circuit are completely independent of each other. The electric motor, the electronic control module and the electric storage element are constituent elements of a traction chain of an electric or hybrid vehicle. These elements are likely to release heat during their operation, which can lead to their malfunction. In this situation it is essential to cool them. The same applies, for example, when the ambient temperature is high. The heat treatment can also consist of heating the electric motor, the electronic control module and the electric storage element when the ambient temperature is low.

According to a characteristic of the invention, the first heat transfer fluid circuit comprises a first pump, the first heat exchanger, the second heat exchanger and a third heat exchanger configured to perform a heat exchange between the refrigerant fluid and the heat transfer fluid. The first pump makes it possible to circulate the heat transfer fluid within the first heat transfer fluid circuit. With a view to cooling the electric motor and/or the electronic control module, the heat transfer fluid recovers the calories created by the heat released by said electric motor and/or said electronic control module. Such cooling can be done for example by heat exchange. After such cooling, the heat transfer fluid must yield the recovered calories. These calories can therefore be transferred thanks to the flow of outside air passing through the first heat exchanger and/or the second heat exchanger.

The third heat exchanger is arranged so as to effect a heat exchange between the refrigerant fluid and the heat transfer fluid. Such an exchange of heat can have multiple effects, for example cooling the heat transfer fluid using the coolant, while heating the coolant in order to avoid pressure drops within the coolant circuit. The calories can thus also be transferred thanks to the refrigerant fluid via passage through the third heat exchanger. Depending on the mode of operation of the heat treatment system, circulation through one or more of these heat exchangers may be preferred. According to one characteristic of the invention, the second heat transfer fluid circuit comprises a second pump and a fourth heat exchanger configured to perform a heat exchange between the refrigerant fluid and the heat transfer fluid. The second pump makes it possible to circulate the heat transfer fluid in the second heat transfer fluid circuit. The calories generated by the electrical storage element and recovered by the heat transfer fluid can be dissipated via the fourth heat exchanger.

According to one characteristic of the invention, the refrigerant circuit comprises a first expansion member disposed upstream of the third heat exchanger and a second expansion member disposed upstream of the fourth heat exchanger. The expansion devices allow the refrigerant fluid to expand in order to lower its temperature. The cooled refrigerant can thus be used to cool the interior air flow by crossing the third heat exchanger, or the heat transfer fluid by crossing the fourth heat exchanger.

According to a characteristic of the invention, the refrigerant circuit comprises an expansion device arranged upstream of the second heat exchanger. The expansion device lowers the temperature of the refrigerant fluid before passing through the second heat exchanger. The expansion of the refrigerant fluid upstream of the second heat exchanger can for example make it possible to cool the flow of outside air.

According to a characteristic of the invention, the refrigerant circuit is configured so that the refrigerant passes through the first heat exchanger and the second heat exchanger, according to this order, when the refrigerant circuit is operated according to a cooling mode of the vehicle interior. It is thus understood that the first heat exchanger and the second heat exchanger are arranged in series with respect to each other within the refrigerant circuit. In a mode of cooling the passenger compartment of the vehicle, the refrigerant circulates from the first heat exchanger to the second heat exchanger in the insofar as the refrigerant must be expanded at least by the first expansion member and not by the expansion device.

According to a characteristic of the invention, the refrigerant circuit is configured so that the refrigerant passes through the second heat exchanger and the first heat exchanger, according to this order, when the refrigerant circuit is operated in a heating mode of the vehicle interior. When it is necessary to heat the passenger compartment of the vehicle, the refrigerant must be expanded upstream of the first heat exchanger and the second heat exchanger. It is therefore the expansion device upstream of the second heat exchanger which is responsible for the expansion of the refrigerant fluid. The circulation of the refrigerant fluid therefore necessarily takes place from the second heat exchanger to the first heat exchanger.

According to one characteristic of the invention, the refrigerant circuit comprises a fourth heat exchanger disposed downstream of the compression device and configured to effect a heat exchange between the refrigerant fluid and the internal air flow. In other words, the refrigerant circulating within the fourth heat exchanger heats the interior air flow. Given that the fourth heat exchanger is downstream of the compression device, the refrigerant fluid is therefore at high pressure and high temperature before passing through the fourth heat exchanger. Like the third heat exchanger, the fourth heat exchanger can be placed within the ventilation, heating and/or air conditioning installation.

According to one characteristic of the invention, the refrigerant circuit comprises a fifth heat exchanger configured to effect a heat exchange between the refrigerant fluid and the external air flow, the fifth heat exchanger being arranged downstream of the first exchanger thermal with respect to the direction of circulation of the external air flow so as to form a fifth heat exchange layer. The fifth heat exchanger is also arranged in series with the first heat exchanger and the second heat exchanger. So the fluid refrigerant circulates from the fifth heat exchanger to the first heat exchanger and then to the second heat exchanger in the vehicle interior cooling mode. In a heating mode of the passenger compartment of the vehicle, the refrigerant from the second heat exchanger to the first heat exchanger then the fifth heat exchanger. The fifth heat exchanger is superimposed on the heat exchangers and the heat exchangers interacting with the external air flow. A new heat exchange layer is thus formed by the fifth heat exchanger.

According to a feature of the invention, the second heat transfer fluid circuit comprises a fifth heat exchanger configured to perform a heat exchange between the heat transfer fluid and the outside air flow. The fifth heat exchanger enables passive cooling of the heat transfer medium in case of moderate ambient temperature.

According to a characteristic of the invention, the fifth heat exchanger can be arranged upstream of the second heat exchanger with respect to the direction of circulation of the flow of outside air so as to form an additional heat exchange layer. The fifth heat exchanger is therefore arranged upstream of the superposition of the other heat exchangers and heat exchangers.

According to a characteristic of the invention, the fifth heat exchanger can be arranged so as to share the same heat exchange layer as that of the second heat exchanger. This is an alternative arrangement of the fifth heat exchanger. The latter performs the same function but is arranged so that its elongation plane coincides with that of the second heat exchanger. This therefore has reduced dimensions in order to be able to install the fifth heat exchanger at the level of the same heat exchange layer.

According to one characteristic of the invention, the heat treatment system comprises a third heat transfer fluid circuit which comprises at least a third pump and a sixth heat exchanger configured to perform a heat exchange between the heat transfer fluid and the air flow interior. The presence of the third heat transfer fluid circuit corresponds to an alternative embodiment of the heat treatment system. This alternative embodiment notably comprises an indirect heat pump type operating mode. In other words, it is not the coolant circuit which heats the passenger compartment via the fourth heat exchanger mentioned above, but the third heat transfer fluid circuit via the sixth heat exchanger, which can also be installed within installation of ventilation, heating and/or air conditioning. The third pump allows the heat transfer fluid to circulate within the third heat transfer fluid circuit.

According to one characteristic of the invention, the third heat transfer fluid circuit comprises a seventh heat exchanger and configured to effect a heat exchange between the refrigerant fluid and the heat transfer fluid, the seventh heat exchanger being arranged on the downstream refrigerant circuit of the compression device. The seventh heat exchanger performs a heat exchange between the compressed refrigerant fluid, therefore at high temperature, and the heat transfer fluid. Thus, the heat transfer fluid allows the condensation of the refrigerant fluid, and the latter makes it possible to heat the heat transfer fluid. The heating of the heat transfer medium via the seventh heat exchanger is useful in connection with the heating of the interior air flow via the sixth heat exchanger. If the heating of the heat transfer fluid via the seventh heat exchanger is insufficient to heat the interior air flow optimally, the third heat transfer fluid circuit can also comprise an electrical heating element arranged upstream of the sixth heat exchanger.

According to one characteristic of the invention, the third heat transfer fluid circuit comprises an eighth heat exchanger configured to effect a heat exchange between the heat transfer fluid and the external air flow and arranged so as to share the same heat exchange layer. heat than that of the first heat exchanger. The eighth heat exchanger makes it possible in particular to discharge the calories of the heat transfer fluid which have been recovered by the latter by crossing the seventh exchanger thermal. The heat transfer fluid thus makes it possible to carry out a constant condensation of the refrigerant fluid.

The eighth heat exchanger is arranged so that its elongation plane coincides with that of the first heat exchanger. This therefore has reduced dimensions in order to be able to install the eighth heat exchanger at the level of the same heat exchange layer.

The invention also relates to a vehicle comprising the heat treatment system as described above. The first heat exchanger, the second heat exchanger, the first heat exchanger and the second heat exchanger are therefore preferably arranged on the front face of said vehicle.

Other characteristics and advantages of the invention will become apparent through the description which follows on the one hand, and several embodiments given by way of indication and not limiting with reference to the appended diagrammatic drawings on the other hand, on which :

FIG. i represents a diagram of a first embodiment of a heat treatment system according to the invention integrated within a vehicle,

FIG. 2 is a diagram of the circulation of a refrigerant fluid and a heat transfer fluid according to a mode of cooling a passenger compartment of the vehicle within the first embodiment of the heat treatment system,

FIG. 3 is a diagram of the circulation of the refrigerant fluid and of the heat transfer fluid according to a mode of heating the passenger compartment of the vehicle within the first embodiment of the heat treatment system,

FIG. 4 represents a diagram of a second embodiment of the heat treatment system according to the invention,

FIG. 5 is a diagram of the circulation of the refrigerant fluid and of the heat transfer fluid according to a mode of cooling the passenger compartment of the vehicle within the second embodiment of the heat treatment system, FIG. 6 is a diagram of the circulation of the refrigerant fluid and of the heat transfer fluid according to a mode of heating the passenger compartment of the vehicle within the second embodiment of the heat treatment system,

FIG. 7 is a diagram of the circulation of the refrigerant fluid and of the heat transfer fluid according to a heat recovery mode within the second embodiment of the heat treatment system,

FIG. 8 represents a diagram of a third embodiment of the heat treatment system according to the invention,

FIG. 9 is a diagram of the circulation of the refrigerant fluid and of the heat transfer fluid according to a mode of cooling the passenger compartment of the vehicle within the third embodiment of the heat treatment system,

FIG. 10 is a diagram of the circulation of the refrigerant fluid and of the heat transfer fluid according to a mode of heating the passenger compartment of the vehicle within the third embodiment of the heat treatment system.

The terms upstream and downstream used in the following description refer to the direction of circulation of the fluid considered, that is to say the refrigerant fluid, the heat transfer fluid, an air flow outside 8 of a vehicle passenger compartment and/or or an interior air flow 10 sent to the passenger compartment of the vehicle.

In FIGS. 1, 4 and 8, a refrigerant circuit 2 is illustrated in solid lines and a plurality of heat transfer fluid circuits is illustrated in different types of dotted lines, each type of dotted line making it possible to distinguish each of the heat transfer fluid circuits. In FIGS. 2, 3, 5 to 7, 9 and 10, for each of the circuits, the portions traversed by their respective fluid are in solid lines and the portions without circulation of fluid are in dotted lines. Furthermore, the circulation of each of the fluids is illustrated by indicating its direction of circulation by arrows. The solid lines indicating the circulation of fluid are also of different thickness with regard to the refrigerant circuit 2. More precisely, the thicker solid lines correspond to portions where the refrigerant circulates at high pressure and the thinnest solid lines correspond to portions where the refrigerant circulates at low pressure. The terms “first”, “first”, “second”, etc. used in the description are not intended to indicate a level of hierarchy or order the elements that they accompany. These terms make it possible to distinguish the elements that they accompany and can be interchanged without reducing the scope of the invention.

Figure i illustrates a first embodiment of a heat treatment system 1 according to the invention. The heat treatment system i comprises the refrigerant circuit 2 shown in solid lines and the heat transfer fluid circuits shown in dotted lines. The cooling fluid circuit 2 is configured to allow the circulation of the cooling fluid and the heat transfer fluid circuits are configured to allow the circulation of the heat transfer fluid. By way of example, the refrigerant fluid can be a fluid of the Ri34a or Ri234yf type, while the heat transfer fluid can for example be glycol water.

The refrigerant circuit 2 comprises in particular a compression device 4 and an accumulation device 5, arranged upstream of the compression device 4. The compression device 4 ensures the circulation of the refrigerant fluid within the refrigerant circuit 2 and the high pressure and high temperature of said refrigerant fluid.

The accumulation device 5 makes it possible to recover a potential fraction of refrigerant fluid in liquid form so that said fraction does not continue its circulation downstream of the accumulation device 5 and does not damage the compression device 4.

The refrigerant circuit 2 also comprises a first heat exchanger 6 and a second heat exchanger 7, both configured to effect a heat exchange between the refrigerant fluid and the outside air flow 8. The first heat exchanger 6 and the second heat exchanger 7 must therefore be positioned so as to be at the level of the path of said external air flow 8. As such, the first heat exchanger 6 and the second heat exchanger 7 can for example be positioned at a grille located on the front of the vehicle. The first heat exchanger 6 and the second heat exchanger 7 are superimposed with respect to each other with respect to a direction of circulation of the flow of outside air 8. In other words, the flow of outside air 8 passes through the second heat exchanger 7 then the first heat exchanger 6.

With respect to the circulation of the refrigerant fluid, the first heat exchanger 6 and the second heat exchanger 7 are arranged in series with respect to each other. Depending on an operating mode of the heat treatment system 1, the refrigerant can circulate from the first heat exchanger 6 to the second heat exchanger 7, or vice versa, as will be described in detail later. When the refrigerant fluid circulates from the second heat exchanger 7 to the first heat exchanger 6, the refrigerant fluid can be expanded by an expansion device 24 arranged upstream of the second heat exchanger 7 so that the refrigerant fluid passes through the second heat exchanger. heat 7 and the first heat exchanger 6 at low temperature.

The refrigerant fluid circuit 2 also comprises a third heat exchanger 9 and a fourth heat exchanger 25, both configured to effect a heat exchange between the refrigerant fluid and the interior air flow 10. The latter is intended to be sent to the passenger compartment of the vehicle in order to cool or heat it according to need. Thus the third heat exchanger 9 is configured to be crossed by the refrigerant at low temperature in order to cool the interior air flow 10, while the fourth heat exchanger 25 is configured to be crossed by the refrigerant at high temperature with the aim of heating the interior air flow 10. As such, the third heat exchanger 9 and the fourth heat exchanger 25 can be arranged within a ventilation, heating and/or ventilation installation. air conditioning, configured to cause the interior air flow 10 to circulate in a closed circuit in order to constantly respond to a need for cooling or heating the passenger compartment of the vehicle. In order for the coolant to pass through each of these two heat exchangers at a temperature corresponding to the function of said heat exchangers, the coolant circuit 2 comprises a first expansion member 22 upstream of the third heat exchanger 9. The first member expansion valve 22 allows the cooling fluid to be expanded and therefore to lower its temperature before the latter passes through the third heat exchanger 9 to cool the interior air flow 10. The fourth heat exchanger 25 is arranged downstream of the compression device 4 so that the fluid refrigerant passes through the fourth heat exchanger 25 at high temperature following its compression, with the aim of heating the interior air flow 10.

Furthermore, the refrigerant circuit 2 comprises an internal heat exchanger 33 disposed downstream of the storage device 5 and upstream of the compression device 4, and downstream of the second heat exchanger 7. The heat exchange operated by the internal heat exchanger 33 makes it possible to optimize the cooling of the refrigerant fluid circulating downstream of the second heat exchanger 7.

The refrigerant circuit 2 also comprises a first two-way valve 34, a second two-way valve 35, a third two-way valve 36 and a non-return valve 37. The three two-way valves allow in particular, depending on a position open or closed, to determine a path of the refrigerant fluid according to the mode of operation of the heat treatment device 1.

Among the heat transfer fluid circuits, the heat treatment system 1 comprises a first heat transfer fluid circuit 15 and a second heat transfer fluid circuit 18.

The first heat-transfer fluid circuit 15 is in particular configured to cause the heat-transfer fluid to circulate so that the latter can heat-treat an electric motor 16 of the vehicle and/or an electronic control module 17 of said electric motor 16. The heat treatment of the electric motor 16 and the electronic control module 17 can for example be done by heat exchange. Thus, the heat transfer fluid may for example have the role of cooling the electric motor 16 and the electronic control module 17 when these give off heat in order to prevent overheating which could lead to their malfunction. The heat transfer fluid may also have the role of heating the electric motor 16 and/or the control module electronics 17 which can also malfunction for example in the event of very low ambient temperature. To circulate the heat transfer fluid so as to thermally treat the electric motor 16 and the electronic control module 17, the first heat transfer fluid circuit 15 comprises a first pump 20.

The first heat transfer fluid circuit 15 comprises a first heat exchanger 11 and a second heat exchanger 12 intended to discharge the calories of the heat transfer fluid having for example accumulated by cooling the electric motor 16 and the electronic control module 17. The first exchanger 11 and the second heat exchanger 12, just like the first heat exchanger 6 and the second heat exchanger 7, are arranged so that a heat exchange takes place between the flow of outside air 8 and the circulating heat transfer fluid in the first heat exchanger 11 and/or in the second heat exchanger 12.

Thus, the first heat exchanger 6, the second heat exchanger 7, the first heat exchanger 11 and the second heat exchanger 12 are superposed with respect to each other along a direction parallel to the external air flow 8 in order to to form four heat exchange layers, each of the layers including one of the heat exchangers or one of the heat exchangers. The fact of forming four heat exchange layers makes it possible to reduce the dimensions of the heat exchangers and the heat exchangers integrated in these heat exchange layers, and thus to have a better arrangement of the front face of the vehicle in order to set up additional components within the vehicle. The superposition is such that the external air flow passes through the second heat exchanger 7, the second heat exchanger 12, the first heat exchanger 6 and finally the first heat exchanger 11 in order. The heat exchange layers thus form an alternation between a heat exchange layer formed by at least one of the heat exchangers of the refrigerant circuit 2 and a heat exchange layer formed by at least one of the heat exchangers of the first circuit of coolant 15. The first heat transfer fluid circuit 15 is configured such that the heat transfer fluid circulates through the first heat exchanger 11 or through a portion of the first heat exchanger 11 then to be withdrawn and to circulate within the second heat exchanger 12. Such a configuration makes it possible to promote the dissipation of calories from the heat transfer fluid by distributing the latter through the first heat exchanger 11 and the second heat exchanger 12.

The first heat transfer fluid circuit 15 also comprises a third heat exchanger 13 configured to effect a heat exchange between the heat transfer fluid circulating in the first heat transfer fluid circuit 15 and the refrigerant fluid circulating in the refrigerant circuit 2. The third exchanger heat exchanger 13 makes it possible to heat the refrigerant fluid, while guaranteeing an unloading of calories from the heat transfer fluid, the third heat exchanger being arranged so that the heat transfer fluid circulates therein after having recovered the calories from the electric motor 16 and from the control module 17. The first heat transfer fluid circuit 15 also comprises a first three-way valve 38 in order to direct the heat transfer fluid to the first heat exchanger 11 and the second heat exchanger 12 or else to make it loop directly to the electric motor 16 and the electronic control module 17.

The second heat-transfer fluid circuit 18 allows the heat-transfer fluid to heat-treat an electric storage element 19. The latter can for example have the function of supplying electric energy to the electric motor 16. The second pump 21 ensures the circulation heat transfer fluid within the second heat transfer fluid circuit 18. The heat treatment of the electrical storage element 19 can for example be done by heat exchange. Thus, the heat transfer fluid circulating within the second heat transfer fluid circuit 18 can for example have the role of cooling the electrical storage element 19 when the latter releases heat in order to prevent overheating which could lead to its malfunction. The heat transfer fluid may also have the role of heating the electrical storage element 19 which may also malfunction for example in the event of very low ambient temperature. To dissipate the calories accumulated by the heat transfer fluid after having cooled the electrical storage element 19, the second heat transfer fluid circuit 18 comprises a fourth heat exchanger 14, also traversed by the cooled refrigerant fluid following an expansion effected by a second member expansion valve 23 arranged upstream of the fourth heat exchanger 14 on the refrigerant circuit 2.

FIG. 2 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to an operating mode of the heat treatment system 1 which is a mode of cooling the passenger compartment. Such a mode thus consists in cooling the passenger compartment of the vehicle in particular via the third heat exchanger 9, while also providing thermal treatment of the electric motor 16, of the electronic control module 17 and of the electric storage element 19. level of the refrigerant circuit 2, the first two-way valve 34 is open, while the second two-way valve 35 and the third two-way valve 36 are closed.

To do this, the coolant is circulated within the coolant circuit 2 by means of the compression device 4. The latter compresses the coolant at high pressure and also increases the temperature of the latter. Thanks to the open position of the first two-way valve 34, the refrigerant fluid circulates at high pressure until it passes through the first heat exchanger 6 then the second heat exchanger 7 in this order. Depending on the mode of cooling the passenger compartment, the flow of outside air 8 makes it possible to lower the temperature of the refrigerant fluid by passing through the second heat exchanger 7 then the first heat exchanger 6. The first heat exchanger 6 and the second heat exchanger 7 therefore act here respectively as a condenser and as a sub-cooler.

At the outlet of the second heat exchanger 7, the refrigerant fluid circulates to the internal heat exchanger 33 in order to be pre-cooled by the colder refrigerant fluid circulating from the storage device 5 to the compression device 4. At the outlet of the internal heat exchanger 33, the refrigerant fluid is divided into two fractions. A first fraction of refrigerant fluid circulates towards the first expansion member 22 while a second fraction of refrigerant fluid circulates towards the second expansion member 23.

The first fraction of refrigerant fluid is therefore expanded by the first expansion member 22 and therefore circulates at low temperature through the third heat exchanger 9, thus making it possible to cool the interior air flow 10 so that it cools the vehicle interior.

The second fraction of refrigerant fluid is itself expanded by the second expansion device 23 and therefore circulates at low temperature through the fourth heat exchanger 14 in order to cool the heat transfer fluid circulating within the second heat transfer fluid circuit 18.

At the outlet of the third heat exchanger 9 and the fourth heat exchanger 14, the two fractions join to circulate as far as the accumulation device 5 where a potential liquid fraction is retained there so as not to damage the compression device 4. outlet of the accumulation device, the refrigerant passes through the internal heat exchanger 33 as described above and is again compressed by the compression device 4.

At the level of the first heat transfer fluid circuit 15, the latter is circulated by the first pump 20 then recovers the calories released by the electric motor 16 and by the electronic control module 17. The heat transfer fluid then passes through the third heat exchanger 13 without heat exchange operation since the coolant fluid does not circulate through the third heat exchanger 13 according to the cabin cooling mode.

Subsequently, the heat transfer fluid circulates to the first three-way valve 38 which completely redirects it to the first heat exchanger 11 where the heat exchange takes place between the heat transfer fluid and the flow of outside air. 8 which dissipates the calories of the heat transfer fluid. Within the first heat exchanger 11, a first fraction of heat transfer fluid passes entirely through the first heat exchanger 11 while a second heat transfer fluid fraction passes through a portion of the first heat exchanger n before being withdrawn to circulate to the second heat exchanger 12 and pass through the latter in order to perform another heat exchange with the outside air flow 8. The distribution of the heat transfer fluid between the two heat exchangers thus allows better dissipation of the calories of the heat transfer fluid.

At the outlet of the first heat exchanger 11 and the second heat exchanger 12, the heat transfer fluid fractions join and circulate to the first pump 20.

At the level of the second heat transfer fluid circuit 18, the latter is put into circulation thanks to the second pump 21, recovers the calories from the electrical storage element 19 which are dissipated by the coolant fluid expanded within the fourth heat exchanger 14 as than previously described.

FIG. 3 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to an operating mode of the heat treatment system 1 which is a mode of heating the passenger compartment. Such a mode thus consists in heating the passenger compartment of the vehicle in particular via the fourth heat exchanger 25, while also ensuring heat treatment of the electric motor 16, of the electronic control module 17 and of the electric storage element 19. level of the refrigerant circuit 2, the second two-way valve 35 is open, while the first two-way valve 34 and the third two-way valve 36 are closed.

The refrigerant fluid is compressed by the compression device 4 and circulates to the fourth heat exchanger 25, the first two-way valve 34 being in the closed position. Due to its high pressure, the refrigerant fluid is also at high temperature and therefore makes it possible to heat the interior air flow 10 via the fourth heat exchanger 25. The interior air flow 10 is subsequently sent within the passenger compartment of the vehicle in order to heat it.

At the outlet of the fourth heat exchanger 25, the refrigerant fluid circulates as far as the expansion device 24. The refrigerant fluid is thus expanded and thus passes through the second heat exchanger 7, then the first heat exchanger 6, in this order, contrary to the mode of cooling the passenger compartment where circulation takes place in the opposite direction. The second heat exchanger 7 and the first heat exchanger 6 here act as evaporators, the outside air flow heating the refrigerant fluid by crossing the second heat exchanger 7 and the first heat exchanger 6.

At the outlet of the first heat exchanger 6, the refrigerant fluid circulates as far as the third heat exchanger 13 where a heat exchange takes place with the heat transfer fluid circulating within the first heat transfer fluid circuit 15. The refrigerant fluid thus recovers the calories of the heat transfer fluid which have been recovered during the cooling of the electric motor 16 and of the electronic control module 17. Thereafter, the refrigerant fluid joins the accumulation device 5 which retains a potential liquid fraction of the refrigerant fluid, passes through the heat exchanger internal heat without heat exchange operation and joins the compression device 4 to be compressed again.

It should be noted that at the outlet of the fourth heat exchanger 25, the refrigerant fluid can be divided into a first fraction circulating up to the expansion device 24 as described previously, and into a second fraction circulating up to the first expansion member 22 to be relaxed there before passing through the third heat exchanger. Such an operation makes it possible to dehumidify the passenger compartment of the vehicle by carrying out a circulation of refrigerant fluid simultaneously through the third heat exchanger 9 and the fourth heat exchanger 25.

The interior air flow 10 is thus initially condensed by the cold refrigerant fluid circulating through the third heat exchanger 9 so that the condensation formed is retained, then is heated by the hot refrigerant fluid circulating through the fourth heat exchanger heat 25. The interior air flow 10 is therefore humid upstream of the third heat exchanger 9 and is returned hot and dry to the passenger compartment of the vehicle. The circulation of the refrigerant fluid to the first expansion device 22 after passing through the fourth heat exchanger 25 is allowed via the opening of the third two-way valve 36.

The heat transfer fluid of the first heat transfer fluid circuit 15 is circulated by the first pump 20 then recovers the calories released by the electric motor 16 and by the electronic control module 17. The calories are then dissipated via the third heat exchanger 13 as that was previously described.

Subsequently, the heat transfer fluid circulates to the first three-way valve 38 which completely redirects it directly to the first pump 20, the dissipation of calories taking place at the level of the third heat exchanger 13 being sufficient not to have to circulate the heat transfer fluid within the first heat exchanger 11 and the second heat exchanger 12.

At the level of the second heat transfer fluid circuit 18, the latter is put into circulation thanks to the second pump 21, recovers the calories from the electrical storage element 19 and passes through the fourth heat exchanger 14 without a heat exchange operation, the ambient temperature being low enough to naturally dissipate the heat transfer fluid calories recovered at the electrical storage element 19.

FIG. 4 represents a second embodiment of the heat treatment system 1 according to the invention. This second embodiment includes a plurality of elements in common with the first embodiment. Thus, during the description of FIG. 4, only more or less elements with respect to the first embodiment of the heat treatment system 1 will be dealt with.

Compared to the first embodiment, the refrigerant circuit 2 has no internal heat exchanger, but on the other hand comprises a fifth heat exchanger 26 configured to effect a heat exchange between the refrigerant fluid and the air flow. exterior 8. Just like the heat exchangers and the heat exchangers interacting with the exterior air flow 8, the fifth heat exchanger 26 is arranged on the front face and is superimposed on them. Specifically, the fifth heat exchanger 26 is arranged downstream of the first heat exchanger 11 with respect to the direction of circulation of the flow of outside air 8. The fifth heat exchanger 26 thus forms a fifth heat exchange layer.

With respect to the circulation of the refrigerant fluid, the first heat exchanger 6, the second heat exchanger 7 and the fifth heat exchanger 26 are arranged in series with respect to each other. Depending on an operating mode of the heat treatment system 1, the refrigerant can circulate from the fifth heat exchanger 26 to the second heat exchanger 7 via the first heat exchanger 6, or from the second heat exchanger 7 to the fifth heat exchanger 26 via the first heat exchanger 6, as will be described in detail later.

The refrigerant fluid circuit 2 also comprises a storage bottle 41 between the first heat exchanger 6 and the second heat exchanger 7. The storage bottle 41 separates the liquid phase from the gaseous phase of the refrigerant fluid and ensures the filtration and the dehydration of the refrigerant.

The refrigerant circuit 2 finally comprises a third expansion member 39 arranged upstream of the third heat exchanger 13. The third expansion member 39 allows the implementation of a heat recovery mode described later.

At the level of the first heat transfer fluid circuit 15, the first heat exchanger 11 and the second heat exchanger 12 are here arranged in parallel with respect to each other in order to distribute the heat transfer fluid and ensure more effective heat dissipation.

The second heat transfer fluid circuit 18 also comprises a second three-way valve 40. Thus, after having heat-treated the electrical storage element 19, the second three-way valve 40 can direct the heat transfer fluid to the fourth heat exchanger 14 as the first embodiment, or direct the heat transfer fluid so that it circulates through a fifth exchanger heat exchanger 27, configured to perform a heat exchange with the outside air flow 8. The fifth heat exchanger 27 is thus also arranged on the front face of the vehicle, upstream of the second heat exchanger 7, thus forming an exchange layer additional heat. The fifth heat exchanger 27 thus provides passive dissipation of the calories of the heat transfer fluid.

According to the second embodiment, the flow of outside air 8 therefore passes through in order in order the fifth heat exchanger 27, the second heat exchanger 7, the second heat exchanger 12, the first heat exchanger 6, the first heat exchanger 11 and finally the fifth heat exchanger 26. The second embodiment thus comprises six heat exchange layers on the front face of the vehicle, unlike the first embodiment which only comprises four heat exchange layers heat. The alternation between a heat exchange layer comprising a heat exchanger and a heat exchange layer comprising a heat exchanger is maintained in this second embodiment.

FIG. 5 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to the mode of cooling the passenger compartment within the second embodiment of the heat treatment system 1, the objectives of which are identical to what has been described in FIG. At the refrigerant circuit 2, the first two-way valve 34 and the second two-way valve 35 are open, while the third two-way valve 36 is closed.

The refrigerant fluid is circulated within the refrigerant fluid circuit 2 by means of the compression device 4 and circulates at high pressure until it passes through the fourth heat exchanger 25. The interior air flow 10 is not, on the other hand, heated by crossing the fourth heat exchanger 25. This can for example be justified by positioning shutters within the ventilation, heating and/or air conditioning installation mentioned above in order to prevent the flow of interior air 10 to pass through the fourth heat exchanger 25. At the outlet of the fourth heat exchanger, the refrigerant fluid then passes through the fifth heat exchanger 26, then the first heat exchanger 6, then the second heat exchanger 7 in this order, in order to lower the temperature of the refrigerant fluid. The fifth heat exchanger 26, the first heat exchanger 6 and the second heat exchanger 7 therefore act here respectively as desuperheater, condenser and sub-cooler. Between the first heat exchanger 6 and the second heat exchanger 7, the storage bottle 41 separates the liquid phase from the gaseous phase of the refrigerant fluid and ensures the filtration and dehydration of the latter.

At the outlet of the second heat exchanger 7, the refrigerant fluid circulates until it is divided into two fractions. A first fraction of refrigerant fluid circulates towards the first expansion device 22 while a second fraction of refrigerant fluid circulates towards the second expansion device 23.

At the outlet of the third heat exchanger 9 and the fourth heat exchanger 14, the two fractions join to circulate as far as the accumulation device 5 where a potential liquid fraction is retained there so as not to damage the compression device 4. leaving the accumulation device, the refrigerant circulates until it is compressed again by the compression device 4.

At the level of the first heat transfer fluid circuit 15, the latter is circulated by the first pump 20 then recovers the calories released by the electric motor 16 and by the electronic control module 17. The heat transfer fluid then circulates to the first three-way valve 38 which completely redirects it to the first heat exchanger 11 and to the second heat exchanger 12 where the heat exchange takes place between the heat transfer fluid and the flow of outside air 8 which dissipates the heat from the heat transfer fluid. The distribution of the heat transfer fluid between the two heat exchangers thus allows better dissipation of the calories of the heat transfer fluid.

At the level of the second heat transfer fluid circuit 18, the latter is put into circulation thanks to the second pump 21, recovers the calories from the electrical storage element 19, and circulates as far as the second three-way valve 40. The latter, in the event of high ambient temperature, directs the heat transfer fluid to the fourth heat exchanger 14 in order to dissipate the calories of the heat transfer fluid thanks to the coolant expanded as described above.

In case of moderate ambient temperature, the second three-way valve 40 can direct the heat transfer fluid to the fifth heat exchanger 27 so that the calories of the heat transfer fluid can be passively dissipated by the flow of outside air 8.

FIG. 6 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to the heating mode of the passenger compartment of the vehicle within the second embodiment of the heat treatment system 1. The objectives of the passenger compartment heating mode are identical to what has been described in Figure 3. At the refrigerant circuit 2, the first two-way valve 34 and the third two-way valve 36 are open, while the second two-way valve 35 is closed.

The refrigerant fluid is compressed by the compression device 4 and circulates to the fourth heat exchanger 25. Due to its high pressure, the refrigerant fluid is also at high temperature and therefore makes it possible to heat the interior air flow 10 via the fourth interchange heat 25. The flow of interior air 10 is subsequently sent within the passenger compartment of the vehicle in order to heat the latter.

At the outlet of the fourth heat exchanger 25, the refrigerant fluid circulates as far as the expansion device 24. The refrigerant fluid is thus expanded and thus passes through the second heat exchanger 7, the first heat exchanger 6, then the fifth heat exchanger 26, in this order, unlike the cabin cooling mode where circulation is in the opposite direction. The second heat exchanger 7, the first heat exchanger 6 and the fifth heat exchanger 26 act here as evaporators, the outside air flow heating the refrigerant fluid by crossing the second heat exchanger 7, the first heat exchanger heat 6 and the fifth heat exchanger 26. The storage bottle 41 still makes it possible to separate the liquid phase from the gaseous phase of the refrigerant fluid and to ensure the filtration and dehydration of the latter.

At the outlet of the fifth heat exchanger 26, the refrigerant fluid joins the accumulation device 5 which retains a potential liquid fraction of the refrigerant fluid, then circulates to the compression device 4 in order to be compressed again.

The heat transfer fluid of the first heat transfer fluid circuit 15 is circulated by the first pump 20 then recovers the calories released by the electric motor 16 and by the electronic control module 17.

Subsequently, the heat transfer fluid circulates to the first three-way valve 38 which completely redirects it directly to the third heat exchanger 13. The crossing of the third heat exchanger 13 is carried out without heat exchange operation given that the refrigerant fluid does not circulate through the third heat exchanger 13 according to the mode of heating the passenger compartment. The heat transfer fluid then circulates to the first pump 20, the heat dissipation taking place naturally due to the ambient temperature being low enough not to have to circulate the heat transfer fluid within the first heat exchanger 11 and the second heat exchanger 12. At the level of the second heat transfer fluid circuit 18, the latter is put into circulation thanks to the second pump 21, recovers the calories from the electrical storage element 19 and is directed by the second three-way valve 40 towards the fourth heat exchanger 14 without a heat exchange operation, the ambient temperature being low enough to naturally dissipate the heat transfer fluid calories recovered at the electrical storage element 19.

FIG. 7 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to a heat recovery mode within the second embodiment of the heat treatment system. The heat recovery mode consists in circulating the coolant so that it recovers the heat transfer fluid calories stored following the cooling of the electric motor 16 and the electronic control module 17, and this while heating the passenger compartment. of the vehicle. The circulation of the heat transfer fluid within the first heat transfer fluid circuit 15 and the second heat transfer fluid circuit 18 being identical to that illustrated in FIG. 6, only the circulation of the refrigerant fluid 2 will be described here. refrigerant 2, the first two-way valve 34 is open, while the second two-way valve 35 and the third two-way valve 36 are closed.

The refrigerant fluid is compressed by the compression device 4 and circulates to the fourth heat exchanger 25. Due to its high pressure, the refrigerant fluid is also at high temperature and therefore makes it possible to heat the interior air flow 10 via the fourth heat exchanger 25. The flow of interior air 10 is subsequently sent within the passenger compartment of the vehicle in order to heat the latter.

At the outlet of the fourth heat exchanger 25, the refrigerant fluid circulates to the third expansion device 39. The refrigerant fluid is thus expanded and passes through the third heat exchanger 13 to recover the heat transfer fluid calories stored during the cooling of the electric motor 16 and the electronic control module 17. The refrigerant fluid then directly joins the accumulation device 5 without pass through the first heat exchanger 6, the second heat exchanger 7 and the fifth heat exchanger 26. The recovery of calories from the heat transfer fluid thus allows at least partial evaporation of the refrigerant fluid and thus limits pressure drops. Furthermore, the calories of the heat transfer fluid circulating within the first heat transfer fluid circuit 15 are dissipated more effectively.

FIG. 8 represents a third embodiment of the heat treatment system 1. A particularity of this third embodiment compared to the two preceding embodiments is that it is not the refrigerant circuit 2 which directly has the function of heating of the interior air flow 10. This function is performed by a third heat transfer fluid circuit 28.

The refrigerant circuit 2 of the third embodiment is substantially identical to the refrigerant circuit 2 of the first embodiment. The only exceptions being the absence of the fourth heat exchanger and the internal heat exchanger. Reference will therefore be made to the description of Figure 1 regarding the structure of the refrigerant circuit 2.

Regarding the first heat transfer fluid circuit 15, the elements that compose it are identical to the first embodiment. The only difference lies in the arrangement of the first heat exchanger 11 and the second heat exchanger 12 relative to each other. Within the third embodiment, the first heat exchanger 11 and the second heat exchanger 12 are arranged in series. In other words, when the heat transfer fluid is in circulation, it passes through the first heat exchanger 11 then the second heat exchanger 12.

At the level of the second heat transfer fluid circuit 18, there are the same elements as within the second heat transfer fluid circuit of the second embodiment. The fifth heat exchanger 27 is on the other hand arranged differently. Unlike the second embodiment where the fifth heat exchanger 27 is arranged on the front face of the vehicle so as to form a heat exchange layer additionally, the fifth heat exchanger 27 is arranged so that its plane of elongation coincides with the plane of elongation of the second heat exchanger 12. The corresponding heat exchange layer therefore comprises the second heat exchanger 12 and the fifth heat exchanger 27. Such a configuration makes it possible to install additional heat exchangers without forming new heat exchange layers.

The third heat transfer fluid circuit 28 comprises a third pump

29 allowing the circulation of the heat transfer fluid. The third heat transfer fluid circuit 28 comprises a sixth heat exchanger

30 which performs the function of heating the interior air flow 10 instead of the fourth heat exchanger of the first two embodiments. To do this, the heat transfer fluid must be placed at high temperature. This function is in particular ensured by a seventh heat exchanger 31 arranged upstream of the sixth heat exchanger 30 and configured to effect a heat exchange between the heat transfer fluid of the third heat transfer fluid circuit 28 and the refrigerant fluid.

The seventh heat exchanger 31 is placed within the refrigerant circuit 2 downstream of the compression device 4, and thus has several functions. The seventh heat exchanger 31 makes it possible on the one hand to at least partially condense the refrigerant fluid after it has been put under high pressure. The seventh heat exchanger 31 thus performs the desuperheating function similarly to the fifth heat exchanger of the second embodiment.

On the other hand, by condensing the refrigerant fluid, the heat transfer fluid circulating through the seventh heat exchanger 31 increases in temperature and therefore subsequently makes it possible to heat the interior air flow 10 so that the latter heats the passenger compartment of the vehicle. . If the temperature rise of the heat transfer fluid caused by the heat exchange operated within the seventh heat exchanger 31 is not sufficient, the third heat transfer fluid circuit 28 may include an electric heating element 43 between the seventh heat exchanger 31 and the sixth heat exchanger 30, which can optimally increase the temperature of the coolant in order to respond correctly to the need for heating the passenger compartment of the vehicle.

If the heating of the passenger compartment of the vehicle is not necessary, the heat transfer fluid must however be able to dissipate the calories recovered following the heat exchange carried out within the sixth heat exchanger 31. The third heat transfer fluid circuit 28 comprises for this an eighth heat exchanger 32 arranged on the front of the vehicle and configured to effect a heat exchange between the coolant and the outside air flow 8. The eighth heat exchanger 32 is arranged so that its plane d elongation coincides with the elongation plane of the first heat exchanger 11. The corresponding heat exchange layer therefore comprises the first heat exchanger 11 and the eighth heat exchanger 32. In order to direct the heat transfer fluid towards the sixth heat exchanger 30 or to the eighth heat exchanger 32, the third heat transfer fluid circuit 28 comprises a third three-way valve 42.

The front face of the vehicle thus comprises four heat exchange layers like the first embodiment, but with four heat exchangers instead of two. We thus understand the arrangement in series of the first heat exchanger 11 and the second heat exchanger 12, the dimensions of which have been reduced in order to allow the installation of the fifth heat exchanger 27 and the eighth heat exchanger 32.

For reasons of clarity, in FIG. 8 and in the following figures, the flow of exterior air 8 does not pass through all of the heat exchangers arranged on the front face of the vehicle, but in practice, the flow of exterior air 8 passes in order through the second heat exchanger 7, the second heat exchanger 12 and the fifth heat exchanger 27 simultaneously, the first heat exchanger 6 and finally the first heat exchanger 11 and the eighth heat exchanger 32 simultaneously.

FIG. 9 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to the mode of cooling the passenger compartment within the third embodiment of the heat treatment system 1 whose objectives are identical to what has been described in Figure 2. At the refrigerant circuit 2, the second two-way valve 35 is open, while the first two-way valve 34 and the third two-way valve 36 are closed.

The refrigerant fluid is circulated within the refrigerant fluid circuit 2 thanks to the compression device 4 and circulates at high pressure until it crosses the seventh heat exchanger 31 where it is partially condensed there. The refrigerant fluid then circulates until it passes through the first heat exchanger 6 then the second heat exchanger 7 in that order. Depending on the mode of cooling the passenger compartment, the flow of outside air 8 makes it possible to lower the temperature of the refrigerant fluid by passing through the second heat exchanger 7 then the first heat exchanger 6. The first heat exchanger 6 and the second heat exchanger 7 therefore act here respectively as a condenser and as a sub-cooler.

At the outlet of the third heat exchanger 9 and the fourth heat exchanger 14, the two fractions join to circulate as far as the accumulation device 5 where a potential liquid fraction is retained there so as not to damage the compression device 4. The fluid refrigerant is then compressed again by the compression device 4.

Subsequently, the heat transfer fluid circulates to the first three-way valve 38 which completely redirects it to the first heat exchanger 11 where the heat exchange takes place between the heat transfer fluid and the flow of outside air. 8 which dissipates the heat from the heat transfer fluid, then to the second heat exchanger 12 where the heat exchange also takes place between the heat transfer fluid and the outside air flow 8. At the outlet of the second heat exchanger 12, the fractions of heat transfer fluid come together and circulate to the first pump 20.

At the level of the second heat transfer fluid circuit 18, the latter is put into circulation thanks to the second pump 21, recovers the calories from the electrical storage element 19, and the second three-way valve 40, in the event of high ambient temperature, directs the heat transfer fluid to the fourth heat exchanger 14 in order to dissipate the calories of the heat transfer fluid thanks to the coolant expanded as described previously.

In case of moderate ambient temperature, the second three-way valve 40 directs the heat transfer fluid to the fifth heat exchanger 27 so that the calories of the heat transfer fluid can be passively dissipated by the flow of outside air 8.

Finally, at the level of the third heat transfer fluid circuit 28, the latter is put into circulation thanks to the third pump 29, and passes through the seventh heat exchanger 31 by recovering the calories of the high pressure refrigerant fluid. The heat transfer fluid then circulates to the third three-way valve 42. The heating of the passenger compartment not being requested, the heat transfer fluid is therefore directed towards the eighth heat exchanger 32 so that the calories recovered during the heat exchange carried out within the seventh heat exchanger 31 are dissipated by the flow of outside air 8 within the eighth heat exchanger 32. outlet of the latter, the heat transfer fluid then circulates until it reaches the third pump 29.

FIG. 10 represents the circulation of the refrigerant fluid and of the heat transfer fluid according to the heating mode of the passenger compartment of the vehicle within the third embodiment of the heat treatment system 1. The objectives of the passenger compartment heating mode are identical to what has been described in Figure 3. At the refrigerant circuit 2, the first two-way valve 34 and the third two-way valve 36 are open, while the second two-way valve 35 is closed.

The refrigerant fluid is circulated within the refrigerant fluid circuit 2 thanks to the compression device 4 and circulates at high pressure until it crosses the seventh heat exchanger 31 where it is partially condensed there. At the outlet of the seventh heat exchanger 31, the refrigerant fluid circulates as far as the expansion device 24. The refrigerant fluid is thus expanded and thus passes through the second heat exchanger 7, then the first heat exchanger 6, in this order, unlike the passenger compartment cooling mode where circulation is in the opposite direction. The second heat exchanger 7 and the first heat exchanger 6 here act as evaporators, the outside air flow 8 heating the refrigerant fluid by crossing the second heat exchanger 7 and the first heat exchanger 6.

At the outlet of the first heat exchanger 6, the refrigerant fluid circulates as far as the third heat exchanger 13 where a heat exchange takes place with the heat transfer fluid circulating within the first heat transfer fluid circuit 15. The refrigerant fluid thus captures the calories heat transfer fluid which have been recovered during the cooling of the electric motor 16 and the electronic control module 17. Subsequently, the refrigerant fluid joins the accumulation device 5 which retains a potential liquid fraction of the refrigerant, then joins the compression device 4 in order to be compressed again.

At the level of the second heat transfer fluid circuit 18, the latter is put into circulation thanks to the second pump 21, recovers the calories from the electrical storage element 19 and passes through the fourth heat exchanger 14 without a heat exchange operation, the ambient temperature being low enough to naturally dissipate the calories of the heat transfer fluid recovered at the electrical storage element 19. For this same reason, it is not necessary for the second three-way valve 40 to direct the heat transfer fluid towards the fifth heat exchanger 27.

Finally, at the level of the third heat transfer fluid circuit 28, the latter is put into circulation thanks to the third pump 29, and passes through the seventh heat exchanger 31 by recovering the calories of the high pressure refrigerant fluid. The heat transfer fluid then circulates to the third three-way valve 42 which directs it to the electric heating element 43 for a possible additional temperature rise, then to the sixth heat exchanger 30. By crossing the sixth heat exchanger 30, the heat transfer fluid heats the interior air flow 10 which is then sent to the passenger compartment of the vehicle. At the output of the sixth heat exchanger 30, the heat transfer fluid then circulates until it reaches the third pump 29. Of course, the invention is not limited to the examples which have just been described and many adjustments can be made to these examples without departing from the scope of the invention.

The invention, as it has just been described, achieves the goal it had set itself, and makes it possible to propose a heat treatment system comprising at least four heat exchange layers arranged on the front face of the vehicle. Variants not described here could be implemented without departing from the context of the invention, provided that, in accordance with the invention, they comprise a heat treatment system in accordance with the invention.

Claims

36

1- Heat treatment system (i) of a vehicle, comprising at least one coolant circuit (2) and at least one coolant circuit (15, 18), the coolant circuit (2) comprising at least a compression device (4), a first heat exchanger (6) and a second heat exchanger (7), said heat exchangers being configured to operate a heat exchange between the refrigerant fluid and an external air flow ( 8) to a passenger compartment of the vehicle which passes through said heat exchangers, the refrigerant circuit (2) further comprising a third heat exchanger (9) configured to effect a heat exchange between the refrigerant fluid and an air flow interior (10) intended to be sent into the passenger compartment of the vehicle, the heat transfer fluid circuit (15, 18) comprising at least one first heat exchanger (11) and at least one second heat exchanger (12) configured to effect an exchange of heat between a flu ide heat carrier and the external air flow (8), characterized in that the first heat exchanger (6), the second heat exchanger (7), the first heat exchanger (11) and the second heat exchanger (12) are at least partially superimposed with respect to each other along a direction parallel to the external airflow (8), forming at least four heat exchange layers, the heat exchange layers being arranged in such a way alternating between a heat exchange layer formed by at least one of the heat exchangers of the refrigerant circuit (2) and a heat exchange layer formed by at least one of the heat exchangers of the heat transfer fluid circuit (15, 18).

2- heat treatment system (1) according to claim 1, wherein the first heat exchanger (6) is arranged upstream of the first heat exchanger (11) and downstream of the second heat exchanger (12) with respect to the direction of circulation of the flow of outside air (8), the second heat exchanger (7) being arranged upstream of the second heat exchanger (12) with respect to the direction of circulation of the flow of outside air (8).

3- heat treatment system (1) according to claim 1 or 2, comprising a first heat transfer fluid circuit (15) configured to 37 to heat treat at least one electric motor (16) of the vehicle and/or at least one electronic control module (17) of the electric motor (16), and a second heat transfer fluid circuit (18) configured to heat treat an element of electrical storage (19) of the vehicle.

4- heat treatment system (1) according to the preceding claim, wherein the first coolant circuit (15) comprises a first pump (20), the first heat exchanger (11), the second heat exchanger (12) and a third heat exchanger (13) configured to operate a heat exchange between the refrigerant fluid and the heat transfer fluid.

5- heat treatment system (1) according to claim 3 or 4, wherein the second heat transfer fluid circuit (18) comprises a second pump (21) and a fourth heat exchanger (14) configured to effect a heat exchange between the refrigerant and the heat transfer fluid.

6- heat treatment system (1) according to any one of the preceding claims, wherein the refrigerant circuit (2) is configured so that the refrigerant passes through the first heat exchanger (6) and the second heat exchanger (7), according to this order, when the refrigerant circuit (2) is operated according to a cooling mode of the vehicle interior.

7- thermal treatment system (1) according to any one of the preceding claims, in which the refrigerant circuit (2) is configured so that the refrigerant passes through the second heat exchanger (7) and the first heat exchanger (6), according to this order, when the refrigerant circuit (2) is operated according to a heating mode of the vehicle interior.

8- heat treatment system (1) according to any one of the preceding claims, wherein the second heat transfer fluid circuit (18) comprises a fifth heat exchanger (27) configured to effect a heat exchange between the heat transfer fluid and the external air flow (8). 9- heat treatment system (1) according to the preceding claim, wherein the fifth heat exchanger (27) is arranged upstream of the second heat exchanger (7) with respect to the direction of circulation of the flow of outside air (8) so as to form an additional heat exchange layer.

10. Heat treatment system (1) according to claim 8, wherein the fifth heat exchanger (27) is arranged to share the same heat exchange layer as that of the second heat exchanger (12).