WO2023148385A1

WO2023148385A1 - Thermal management device for an electric or hybrid motor vehicle

Info

Publication number: WO2023148385A1
Application number: PCT/EP2023/052873
Authority: WO
Inventors: Moussa Nacer Bey; Kamel Azzouz; Amrid MAMMERI
Original assignee: Valeo Systemes Thermiques
Priority date: 2022-02-07
Filing date: 2023-02-06
Publication date: 2023-08-10
Also published as: FR3132468A1; FR3132468B1

Abstract

The invention relates to a thermal management device for an electric or hybrid motor vehicle (10), the device comprising: a first heat-transfer-fluid circuit (A) that is configured to operate in heat-pump mode and includes a first heat exchanger (24) through which an external air flow is intended to pass, as well as a second heat-transfer-fluid circuit (B) including a primary loop (B1) with a second heat exchanger (26) through which the external air flow is intended to pass and which is arranged opposite and upstream of the first heat exchanger (24), the thermal management device being characterised in that the second circuit (B) has an additional branch (B2) forming a loop with the second heat exchanger (26), said loop comprising a pump (50) and a heating element (54), and the second circuit (B) including a redirection device configured to direct the heat-transfer fluid alternately into the primary loop (B1) and into the additional branch (B2). The invention also relates to a thermal management module (22) for an electric or hybrid motor vehicle (10), inside of which are arranged a first heat exchanger (24) intended to be connected to a first circuit (A) and a second heat exchanger (26) intended to be connected to a second circuit (B), the thermal management module being characterised in that the loop formed by the additional branch (B2) with the second heat exchanger (26) includes a pump (50) and a heating element (54) which are arranged inside the thermal management module (22).

Description

THERMAL MANAGEMENT DEVICE FOR ELECTRIC OR HYBRID MOTOR VEHICLE

[1]The invention relates to the field of motor vehicles and more particularly to a thermal management device for a motor vehicle, in particular for an electric or hybrid vehicle.

[2]Current motor vehicles increasingly include a thermal management device. Such a thermal management device may in particular comprise a refrigerant fluid circuit within which a refrigerant fluid circulates. This coolant circuit can be capable of operating in a heat pump mode in order to heat, for example, the passenger compartment of the motor vehicle and/or elements such as the batteries, so that they reach an optimum operating temperature, in particular in bad weather. cold. For this, the refrigerant circuit generally comprises an expansion device, a first heat exchanger placed in contact with an air flow outside the motor vehicle, this first heat exchanger acting as an evaporator to recover heat from the outside air flow, a compressor and a second heat exchanger placed in contact with, for example, an interior air flow intended for the passenger compartment of the motor vehicle to heat it. The second heat exchanger can also be placed in thermal contact with the heat transfer fluid of a second heat transfer fluid circuit dedicated to the thermal management of the batteries to heat them or else with an internal air flow intended for the passenger compartment.

[3]The coolant circuit can also be reversible, that is to say it is capable of both heating the internal air flow and/or the heat transfer fluid of the second heat transfer fluid circuit and capable of cool them by rejecting heat into the external air flow via the first heat exchanger which then acts as a condenser.

[4] There are also more complex thermal management circuit architectures which may include several thermal management circuits. Several heat exchangers can thus be arranged parallel to the first heat exchanger of the refrigerant circuit in the outside air flow within a set of heat exchangers. This set of heat exchangers can be grouped together

SUBSTITUTE SHEET (RULE 26) within a module dedicated in particular to the thermal management of elements such as the batteries of the hybrid or electric vehicle.

[5] This type of thermal management module is, for example, installed at the front of the motor vehicle. Conventionally, the set of heat exchangers is then placed opposite a cooling bay which is for example formed in the front face of the bodywork of the motor vehicle and generally protected by a grille. The outside air then infiltrates through the grille and inside the thermal management module where it passes through the heat exchangers to carry out the thermal exchanges. The heat exchangers arranged inside said thermal management module are then connected to the various circuits of the thermal management device.

[6]However, one of the problems frequently encountered for refrigerant circuits capable of operating in heat pump mode is the formation of frost on the surface of the first heat exchanger arranged inside the thermal management module.

[7] The formation of frost occurs more particularly within such a thermal management module on the first heat exchanger of the cooling circuit when it acts as an evaporator during operation in heat pump mode and when the outside temperature is close to or below 0°C. Thus, when the outside temperature approaches or drops below 0°C, the temperature of the first heat exchanger also drops below 0°C, thus promoting the formation of frost on its surface, in particular in the case where the air humidity is relatively high.

The water present in the ambient air then condenses on the surface of the first heat exchanger and turns into frost, which can result in an obstruction of the first heat exchanger. The flow of outside air is hampered by this frost and the performance of the refrigerant circuit is reduced.

[8] In order to solve this problem of frost, it is known to interrupt the usual operation of the circuit and to defrost the first heat exchanger. A common solution for carrying out defrosting consists of using the hot air from another heat exchanger, such as a radiator for example, through which a hot heat transfer fluid passes and which is placed upstream of the heat exchanger to melt the frost formed on its surface. However, this solution is very energy-intensive and the risks of heat loss in the heat transfer fluid pipes of the circuit supplying this radiator are quite high.

SUBSTITUTE SHEET (RULE 26) [9] The object of the present invention is therefore to remedy, at least partially, the drawbacks of the prior art and to propose an improved thermal management module making it possible to effectively defrost the first heat exchanger while limiting heat losses.

[10] The present invention therefore relates firstly to a thermal management device and secondly to a thermal management module for an electric or hybrid motor vehicle.

[1 l] More specifically, the present invention relates to a thermal management device for an electric or hybrid motor vehicle, said device comprising a first heat transfer fluid circuit within which a first heat transfer fluid is intended to circulate and configured to operate in a mode heat pump, said first circuit comprising a first heat exchanger intended to be traversed by an external air flow and a second heat transfer fluid circuit within which a second heat transfer fluid is intended to circulate and comprising a primary loop within which includes at least one second heat exchanger, said second heat exchanger also being intended to be traversed by the external air flow and being arranged opposite and upstream of the first heat exchanger in a longitudinal direction of the motor vehicle, the thermal management device being characterized in that the second circuit further comprises an additional branch connecting an input connection point to an output connection point, said connection points being arranged on the primary loop on either side of the second heat exchanger, the additional branch thus forming a loop with the second heat exchanger and in that said loop comprises a pump and a heating element, and in that the second circuit further comprises a device for redirecting the heat transfer fluid configured to direct the heat transfer fluid alternately in the primary loop and in the additional branch.

[12]Have an additional branch within the second heat transfer fluid circuit with a heating element specifically dedicated to supplying heat to the low-temperature radiator placed upstream of the first heat exchanger on which the frost makes it possible to avoid the inertia of the usual circuit, which constitutes a considerable time saving during the defrosting operation. The supply of heat is thus much more targeted and rapid, which greatly increases the efficiency of the defrosting operation and makes it possible to limit the energy expenditure which is generally associated with it.

SUBSTITUTE SHEET (RULE 26) [13] The invention may further comprise one or more of the following aspects taken alone or in combination:

[14]- the second circuit redirection device comprises a first shut-off valve arranged on the primary loop downstream of the second heat exchanger in the direction of circulation of the heat transfer fluid;

[15]- the first shut-off valve placed on the primary loop of the second circuit is a non-return valve;

[16]- the second circuit redirection device further comprises a second shut-off valve arranged on the additional branch;

[17]- the second shut-off valve is placed between the pump and the heating element;

[18]- the second shut-off valve is a non-return valve.

[19]The present invention also relates to a thermal management module for an electric or hybrid motor vehicle, said thermal management module being intended to be traversed by a flow of air and comprising a fairing forming an internal duct in a direction longitudinal of the motor vehicle, the internal duct extending between an upstream end and a downstream end opposite to each other and inside which is arranged a set of heat exchangers intended to be traversed by the flow of air and among which are a first heat exchanger intended to be connected to a first heat transfer fluid circuit configured to operate in a heat pump mode and a second heat exchanger intended to be connected to a second heat transfer fluid circuit, the second heat exchanger being arranged upstream of the first heat exchanger in the longitudinal direction of the motor vehicle, the thermal management module being characterized in that it comprises an additional branch of the second circuit, said additional branch forming a loop with the second heat exchanger, said loop comprising a pump and a heating element which are arranged inside the fairing of the thermal management module.

[20]The module may further comprise one or more of the following aspects taken alone or in combination:

[21]- the heating element is an electrical resistor;

[22]- the heating element is placed inside a coolant fluid inlet manifold of the second heat exchanger;

SUBSTITUTE SHEET (RULE 26) [23] - the additional branch of the second circuit is arranged in a space located between the first heat exchanger and the second heat exchanger.

[24]Other characteristics and advantages of the present invention will appear more clearly on reading the following description, provided by way of illustration and not limitation, and the appended drawings in which:

[25] [Fig 1] figure 1 shows a schematic representation of the front of a motor vehicle in side view,

[26] [Fig 2] figure 2 shows a schematic representation in perspective and in partial section of the front of a motor vehicle and of a thermal management module according to a first embodiment,

[27] [Fig 3] Figure 3 is a schematic representation of a thermal management device according to a particular embodiment;

[28] [Fig 4a] Figure 4a is a schematic representation of a thermal management device according to a first embodiment in a usual mode of operation;

[29] [Fig 4b] Figure 4b is a schematic representation of the thermal management device of Figure 4a in a defrost mode of operation;

[30][Fig 5a] Figure 5a is a schematic representation of a thermal management device according to a second embodiment in a usual mode of operation;

[31][Fig 5b] Figure 5b is a schematic representation of the thermal management device of Figure 5a in a defrost mode of operation;

[32] [Fig 6] figure 6 shows a schematic representation in perspective and in partial section of the fairing of the thermal management module of figure 2

[33] [Fig 7] Figure 7 shows a schematic sectional representation of the shroud and the second heat exchanger of the thermal management module according to another embodiment.

[34] In the various figures, identical elements bear the same reference numbers.

[35]The following achievements are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference is to the same embodiment, or that the features apply only to a single embodiment. Simple features of different modes of

SUBSTITUTE SHEET (RULE 26) realization can also be combined and/or interchanged to provide other realizations.

[36]In the present description, certain elements or parameters can be indexed, such as for example first element or second element as well as first parameter and second parameter or even first criterion and second criterion, etc. In this case, it is a simple indexing to differentiate and name elements or parameters or criteria that are close, but not identical. This indexing does not imply a priority of one element, parameter or criterion over another and such denominations can easily be interchanged without departing from the scope of the present description. Nor does this indexing imply an order in time, for example, to assess such and such a criterion.

[37]In figures 1, 2, 6 and 7 is represented an XYZ trihedron in order to define the orientation of the different elements from each other. A first direction, denoted X, corresponds to a longitudinal direction of the motor vehicle 10. It also corresponds to a direction opposite to the direction of advance of the motor vehicle 10. A second direction, denoted Y, is a lateral or transverse direction. Finally, a third direction, denoted Z, is vertical. The directions, X, Y, Z are orthogonal two by two.

[38] Figure 1 schematically illustrates the front part of an electric or hybrid motor vehicle 10 which may include an engine 12. The vehicle 10 includes in particular a body 14 and a bumper 16 carried by a chassis (not shown) of the motor vehicle 10. A thermal management module 22 is arranged below the bumper 16 and facing the underbody 100 of the motor vehicle 10. Optionally, the bodywork 14 can define a cooling bay 18, that is to say say an opening through the bodywork 14. This cooling bay 18 is preferably located opposite the thermal management module 22. A grille 20 can optionally protect this thermal management module 22.

[39] As shown in Figure 2, the thermal management module 22 is intended to be crossed by an air flow F parallel to the direction X going from the front to the rear of the vehicle 10. The direction X corresponds more particularly to the longitudinal axis of the thermal management module 22 and the air flow F circulates from an air inlet 22a to an air outlet 22b. In the present application, an element is referred to as "upstream" or "downstream" in the longitudinal direction X, an element which is respectively disposed further forward or rearward than another element. The front corresponds to

SUBSTITUTE SHEET (RULE 26) the front of the motor vehicle 10 in the mounted state or the face of the thermal management module 22 through which the air flow F is intended to enter the thermal management module 22. The rear corresponds to the rear of the motor vehicle 10 or else on the face of the thermal management module 22 through which the air flow F is intended to come out of the thermal management module 22.

[40]Similarly, the term "upper" and "lower" means an orientation in the direction Z. A so-called upper element will be closer to the roof of the vehicle 10 and a so-called lower element will be closer to the ground.

[41] The thermal management module 22 essentially comprises a fairing 40 forming an internal duct between an upstream end 40a and a downstream end 40b opposite each other. According to the embodiments of the thermal management module 22 illustrated in FIGS. 2 and 3, the fairing 40 forming the internal duct comprises four junction walls, including two side walls 410 (visible in FIGS. 4 and 5) arranged opposite each other. vis-a-vis one another, an upper wall 411 and a lower wall 412. This internal duct is preferably oriented parallel to the direction X so that the upstream end 40a is oriented towards the front of the vehicle 10 opposite the cooling bay 18 and so that the downstream end 40b is oriented towards the rear of the vehicle 10.

[42] The thermal management module 22 also comprises a collector box 41 disposed downstream of the shroud 40 and heat exchangers 24 and 26. More specifically, the collector box 41 is juxtaposed at the downstream end 40b of the shroud 40, it is therefore aligned with the fairing 40 along the longitudinal axis X of the thermal management module 22. This collector box 41 comprises the air outlet 22b intended to discharge the flow of air F. The collector box 41 thus makes it possible to recover the flow of air F passing through the heat exchangers 24 and 26 and directing this flow of air F towards the air outlet 22b, this is particularly illustrated by the arrows representing the flow of air F in FIG. 2. Collector box 41 can be made in one piece with fairing 40 or else be an attached part fixed to the downstream end 40b of said fairing 40.

[43] The thermal management module 22, more precisely the collector box 41, also comprises at least one tangential fan, also called tangential turbomachine 30, which is configured so as to generate the air flow F passing through the heat exchangers 24 and 26. The tangential turbomachine 30 comprises a turbine 32 (also called

"rotor" or "tangential propeller"). The turbine 32 has a substantially cylindrical shape and is rotatably mounted around an axis of rotation which extends parallel to the direction

SUBSTITUTE SHEET (RULE 26) Y. The turbine 32 advantageously comprises several stages of blades (or vanes), visible in FIG. 2. The diameter of the turbine 32 is for example between 35 mm and 200 mm to limit its size. The tangential turbomachine 30 is thus compact.

[44] The tangential turbomachine 30 is arranged in the manifold housing 4L It is then configured to suck in air in order to generate the air flow F passing through the heat exchangers 24 and 26. The tangential turbomachine 30 more precisely comprises a volute 44, formed by the first manifold housing 41 and at the center of which is arranged the turbine 32. The volute 44 at least partially delimits the air outlet 22b of the air flow. In other words, the air outlet of the volute 44 corresponds to the air outlet 22b of the air flow F of the first manifold box 4L

[45] In the example illustrated in Figure 2, the tangential turbomachine 30 is in a high position, in particular in the upper third of the manifold housing 41, preferably in the upper quarter of the manifold housing 4L This makes it possible in particular to protect the tangential turbomachine 30 in the event of submersion and/or to limit the size of the thermal management module 22 in its lower part. In this particular case, the air outlet 22b of the air flow F is preferably oriented towards the lower part of the thermal management module 22.

[46] It is nevertheless possible to imagine that the tangential turbomachine 30 is in a low position, in particular in the lower third of the manifold housing 4L. This would limit the size of the thermal management module 22 in its upper part. In this particular case, the air outlet 22b of the air flow will preferably be oriented towards the upper part of the thermal management module 22. Alternatively, the tangential turbomachine 30 can be in a middle position, in particular in the middle third of the height of the first collector box 41, for example for reasons of integration of the thermal management module 22 in its environment. These alternatives are not illustrated.

[47] Inside the fairing 40 of the thermal management module 22 is arranged an assembly 23 comprising at least two heat exchangers 24, 26 arranged one after the other in the longitudinal direction X. These heat exchangers 24 , 26 are intended to be crossed by the flow of air F circulating inside the thermal management module 22.

[48] In the embodiment illustrated in Figure 2, the heat exchangers 24 and 26 each have a general parallelepipedal shape determined by a length,

SUBSTITUTE SHEET (RULE 26) thickness and height. Their length extends along the Y direction, their thickness along the X direction and their height in the Z direction. The heat exchangers 24 and 26 then extend along a general plane parallel to the vertical direction Z and the lateral direction Y. This general plane is thus perpendicular to the longitudinal direction X, the heat exchangers 24 and 26 are therefore perpendicular to the flow of air F intended to pass through them.

[49] Within this assembly 23 there is a first heat exchanger 24 which is intended to be connected to a first heat transfer fluid circuit A configured to operate in a heat pump mode within a thermal management device for the electric or hybrid motor vehicle 10 .

[50] Within this assembly 23 there is also a second heat exchanger 26 which is intended to be connected to a second circuit B of heat transfer fluid. The second heat exchanger 26 is arranged opposite and upstream of the first heat exchanger 24 in the longitudinal direction X, such that the air flow F intended to circulate from the air inlet 22a to the outlet d air 22b from the thermal management module 22 first passes through the second heat exchanger 26 before passing through the first heat exchanger 24. In other words, the second heat exchanger 26 covers at least part, preferably all, of the inlet face of the first heat exchanger 24. The second heat exchanger 26 is for example a low temperature radiator.

[51] As previously indicated, the first heat exchanger 24 is intended to be connected to a first circuit A configured to operate in a heat pump mode while the second heat exchanger 26 is intended to be connected to a second circuit B Like the first circuit A, the second circuit B also forms part of the thermal management device for the electric or hybrid motor vehicle. Various embodiments of this thermal management device are notably illustrated in FIGS. 3, 4a, 4b, 5a and 5b.

[52] More particularly, figure 3 illustrates a complete example of such a thermal management device while figures 4a, 4b, 5a and 5b only show a part of the thermal management device of figure 3.

[53] The electric or hybrid motor vehicle 10 is therefore equipped with a thermal management device which comprises on the one hand the first heat transfer fluid circuit A within which a first heat transfer fluid is intended to circulate, this first circuit A being

SUBSTITUTE SHEET (RULE 26) configured to operate in a heat pump mode, said first circuit A comprising a first heat exchanger 24 intended to be traversed by an external flow of air F, that is to say coming from an environment outside the motor vehicle 10, and on the other hand a second heat transfer fluid circuit B within which a second heat transfer fluid is intended to circulate, said second heat exchanger 26 also being intended to be traversed by the external air flow F.

[54] An example of an embodiment of such a thermal management device is illustrated in Figure 3. The thermal management device illustrated in Figure 3 comprises in this case the first circuit A within which circulates a refrigerant fluid. This first refrigerant fluid circuit A is capable of operating in a heat pump mode in order to heat, for example, the passenger compartment of the motor vehicle and/or elements such as the batteries so that they reach an optimum operating temperature, in particular in bad weather. cold.

[55] Thus the first circuit A comprises, in the direction of fluid circulation, an expansion device 35, the first heat exchanger 24 placed in contact with the air flow F outside the motor vehicle 10 and playing a role of evaporator to recover heat from the outside air flow F, a compressor 36 and finally another heat exchanger 31 placed in contact with the heat transfer fluid of another circuit C of heat transfer fluid dedicated to the thermal management of the batteries 32 to warm them up.

[56] This other circuit C may comprise, in the direction of circulation of the heat transfer fluid within the circuit C, a pump 37 downstream of which is located for example a first connection point 201 from which two distinct branches Cl and C2 can start . As illustrated in Figure 3, the first branch C1 of circuit C notably comprises a valve 38 and the heat exchanger 31 to which part of circuit A is connected, as mentioned above. The second branch C2 of the circuit C can also comprise a valve 39 and a radiator 34 which is for example placed downstream of the first heat exchanger 24 in the longitudinal direction X. The first branch C1 and the second branch C2 of the circuit C meet at a second connection point 202 of circuit C. Between this second connection point 202 and the pump 37 of circuit C can be located the batteries 32 intended to be temperature-regulated by this circuit C.

[57]The second circuit B, within which a second heat transfer fluid is intended to circulate, comprises a primary loop B 1 within which appears, in the direction of

SUBSTITUTE SHEET (RULE 26) circulation of the second heat transfer fluid, a main pump 28, the second heat exchanger 26 arranged upstream of the first heat exchanger 24 in the longitudinal direction X and another heat exchanger 33, for example allowing the thermal management of the electronics of power of the electric or hybrid vehicle.

[58]The second circuit B also comprises an additional branch B2 which connects an input connection point 101 to an output connection point 102. Said connection points 101 and 102 are arranged on the primary loop B1 on both sides other side of the second heat exchanger 26. Thus the inlet connection point 101 allows the second heat transfer fluid intended to circulate within the second circuit B to temporarily leave the primary loop B 1 to circulate in the additional branch B2 before rejoin the primary loop B 1 again via the outlet connection point 102. The additional branch B2 thus forms a loop with the second heat exchanger 26.

[59] On the loop formed by the additional branch B2 with the second heat exchanger 26 are arranged a pump 50 and a heating element 54. Preferably, the pump 50 is arranged on the additional branch B2 in order in particular not to increase the pressure drops or to block the heat transfer fluid when it is not circulating in the additional branch B2. The pump 50 is thus preferably arranged between the inlet connection point 101 and the outlet connection point 102 of the additional branch B2. The heating element 54 can be arranged on the additional branch B2 or else arranged in the portion of the primary loop B 1 comprising the second heat exchanger 26 and forming part of the loop formed by the additional branch B2 with the second heat exchanger 26.

[60] The pump 50 and the heating element 54 are for example both arranged on the additional branch B2. In the examples illustrated in FIGS. 3, 4a, 4b, 5a, 5b, the pump 50 and the heating element 54 are thus both arranged between the inlet connection point 101 and the outlet connection point 102 of the additional branch B2.

[61] The direction of the pump 50 within this loop formed by the additional branch B2 with the second heat exchanger 26, in particular within the additional branch B2, determines which of the connection points 101 or 102 is the point of refrigerant inlet connection within the additional branch B2 and

SUBSTITUTE SHEET (RULE 26) which is the refrigerant outlet connection point within the additional branch B2.

[62] In Figures 3, 4a and 4b, 5a and 5b, the pump 50 is oriented such that the connection point 101 is the point of entry of the refrigerant fluid into the additional branch B2 when the pump 50 is in works while the connection point 102 is itself the exit point of the refrigerant from the additional branch B2.

[63] The cases illustrated in Figures 4a and 5a represent two variants of the thermal management device of Figure 3 during operation in heat pump mode. Arrows indicate the direction of circulation of the second heat transfer fluid inside the second circuit B. It will be noted that during operation of the thermal management device in heat pump mode, the second heat transfer fluid does not circulate inside of the additional branch B2.

[64] The cases illustrated in Figures 4b and 5b represent these same variants of the thermal management device during a defrosting operation. Arrows indicate the direction of circulation of the second heat transfer fluid inside the second circuit B during such a defrosting operation.

[65] In order to direct the second heat transfer fluid intended to circulate within the second circuit B alternately towards the primary loop B 1 or towards the additional branch B2 according to the needs in terms of thermal management, the thermal management device further comprises a heat transfer fluid redirection device configured to perform this task.

[66] According to a particular embodiment of the thermal management device illustrated in FIGS. 4a and 4b, the device for redirecting the second heat transfer fluid from the second circuit B comprises in particular a first shut-off valve 61 arranged on the primary loop B 1 downstream of the second heat exchanger 26 in the direction of circulation of the heat transfer fluid. When this first shut-off valve 61 is closed (FIG. 4b), the second heat transfer fluid is intended to circulate exclusively within the loop formed by the additional branch B2 with the second heat exchanger 26. The second heat transfer fluid is then subject to a heat exchange with the heating element 54 arranged on said loop.

[67]Furthermore, the redirection device for the second circuit B may also include a second shut-off valve 62 arranged for example on the additional branch B2,

SUBSTITUTE SHEET (RULE 26) as shown in Figures 4a and 4b. The second shut-off valve 62 of the redirection device is intended to cooperate with the first shut-off valve 61 arranged on the primary loop B1 in order to ensure efficient circulation of the second heat transfer fluid within the second circuit B, by directing the second heat transfer fluid alternately in the primary loop B 1 or in the loop formed by the additional branch B2 with the second heat exchanger 26, depending on thermal management needs. When the second shut-off valve 62 is closed, the thermal management circuit operates in a heat pump mode.

[68] Thus, in the embodiment of the thermal management circuit illustrated in FIGS. 4a and 4b, the second shut-off valve 62 is arranged between the pump 50 and the heating element 54. Arranging the second shut-off valve 62 at this location makes it possible in particular to promote the compactness of the thermal management module 22.

[69] According to a variant illustrated in Figures 5a and 5b of this embodiment, the first shut-off valve 61 arranged on the primary loop B1 is for example a non-return valve 61'. The non-return valve 61' is then arranged in the direction imposed by the orientation of the main pump 28 (not shown in Figures 5a and 5b).

[70]Similarly, the second shut-off valve 62 may be a check valve 62'. This second non-return valve 62' is then arranged in the direction imposed by the orientation of the pump 50 within the loop formed by the additional branch B2 with the second heat exchanger 26 within the second circuit B. In the case of Figures 5a and 5b, the second non-return valve 62 'is for example arranged downstream of the heating element 54 and upstream of the outlet connection point 102.

[71]According to a non-illustrated embodiment of the redirection device, it comprises a three-way valve at one of the connection points 101 or 102.

[72]According to another non-illustrated embodiment of the redirection device, this may be similar to a stop function at the level of the pump 50 arranged on the additional branch B2. In other words, the pump 50 can be configured in such a way that it interrupts or authorizes the circulation of the second heat transfer fluid within the additional branch B2. In this specific embodiment, the redirection device can be integrated within the pump 50 itself without having recourse to additional parts such as the shut-off valves in the embodiments described above.

SUBSTITUTE SHEET (RULE 26) [73] In order to have a thermal management module 22 that is relatively compact, the pump 50 and the heating element 54 are arranged inside the shroud 40 of said thermal management module 22. Thus, according to a particular embodiment of the thermal management module 22 illustrated in Figure 6, the additional branch B2 of the second circuit B is arranged in a space located between the first heat exchanger 24 and the second heat exchanger 26. This particular arrangement of the additional branch B2, allows to have a very compact arrangement of the second circuit B inside the thermal management module 22. However, care will be taken to arrange the additional branch B2 and its components, which may include the pump 50 and the heating element 54 , so that the exchange face of the first heat exchanger 24 and/or of the second heat exchanger 26 is not or at least slightly disturbed.

[74] In order to integrate the heating element 54 efficiently within the thermal management module 22, that is to say in a compact manner and so as to limit the additional parts to maintain said heating element 54 at its location, the heating element 54 can for example be arranged inside an inlet manifold 27a for the heat transfer fluid of the second heat exchanger 26. This is more particularly illustrated in FIG. 7. The second heat exchanger heat 26 then also includes an outlet collector 27b of the heat transfer fluid. These two heat transfer fluid inlet 27a and outlet 27b collectors are illustrated in FIG. 7. In this case, the heating element 54 is not placed on the additional branch B2 but is placed in the the primary loop B 1 comprising the second heat exchanger 26 and forming part of the loop formed by the additional branch B2 with the second heat exchanger 26.

[75]According to a specific embodiment of the heating element 54, this is an electrical resistor. For usual defrosting, a heating element 54 making it possible to generate a power less than or equal to 2000 Watt is generally sufficient. Such a heating element 54 has the advantage of being simple, reliable, compact and inexpensive. H can therefore contribute to the compactness of the thermal management module 22 without leading to excessive costs.

[76] The invention is not limited to the embodiments described with reference to the figures and other embodiments will appear clearly to those skilled in the art. In particular, the different examples can be combined, as long as they are not contradictory.

SUBSTITUTE SHEET (RULE 26)

Claims

[Claim 1] Thermal management device for an electric or hybrid motor vehicle (10), said device comprising:

- a first heat transfer fluid circuit (A) within which a first heat transfer fluid is intended to circulate and configured to operate in a heat pump mode, said first circuit (A) comprising a first heat exchanger (24) intended to be crossed by an external air flow (F);

- a second heat transfer fluid circuit (B) within which a second heat transfer fluid is intended to circulate and comprising a primary loop (B1) within which there is at least one second heat exchanger (26), said second heat exchanger (26) also being intended to be traversed by the flow of external air and being arranged opposite and upstream of the first heat exchanger (24) in a longitudinal direction (X) of the motor vehicle (10), the management device being characterized in that the second circuit (B) further comprises an additional branch (B2) connecting an input connection point (101) to an output connection point (102), said connection points (101, 102) being arranged on the primary loop (B1) on either side of the second heat exchanger (26), the additional branch (B2) thus forming a loop with the second heat exchanger (26) and in that said loop comprises a pump (50) and a heating element (54), and in that the second circuit (B) further comprises a heat transfer fluid redirection device configured to direct the heat transfer fluid alternately into the primary loop (B1) and in the additional branch (B2).

[Claim 2] Thermal management device according to the preceding claim, characterized in that the device for redirecting the second circuit (B) comprises a first shut-off valve (61) arranged on the primary loop (B1) downstream of the second heat exchanger heat (26) in the direction of circulation of the heat transfer fluid.

SUBSTITUTE SHEET (RULE 26)

[Claim 3] Thermal management device according to the preceding claim, characterized in that the first shut-off valve (61) arranged on the primary loop (B1) is a non-return valve (61').

[Claim 4] Thermal management device according to any one of Claims 2 to 3, characterized in that the device for redirecting the second circuit (B) further comprises a second shut-off valve (62) arranged on the additional branch (B2).

[Claim 5] Thermal management device according to the preceding claim, characterized in that the second shut-off valve (62) is arranged between the pump (50) and the heating element (54).

[Claim 6] Thermal management device according to any one of Claims 4 or 5, characterized in that the second shut-off valve (62) is a non-return valve (62').

[Claim 7] Thermal management module (22) for an electric or hybrid motor vehicle (10), said thermal management module (22) being intended to be traversed by a flow of air (F) and comprising a fairing (40) forming an internal duct in a longitudinal direction (X) of the motor vehicle (10), the internal duct extending between an upstream end (40a) and a downstream end (40b) opposite to each other and to the inside which is arranged a set (23) of heat exchangers (24, 26) intended to be crossed by the air flow (F) and among which are:

- a first heat exchanger (24) intended to be connected to a first heat transfer fluid circuit (A) configured to operate in a heat pump mode,

- a second heat exchanger (26) intended to be connected to a second heat transfer fluid circuit (B), the second heat exchanger (26) being arranged upstream of the first heat exchanger (24) in the longitudinal direction (X ) of the motor vehicle (10), the thermal management module being characterized in that it comprises an additional branch (B2) of the second circuit (B), said additional branch (B2) forming a loop with the second heat exchanger ( 26), said loop comprising a pump (50) and an element

SUBSTITUTE SHEET (RULE 26) heater (54) which are arranged inside the shroud (40) of the thermal management module (22).

[Claim 8] Thermal management module (22) according to the preceding claim, characterized in that the heating element (54) is an electrical resistor.

[Claim 9] Thermal management module (22) according to any one of the preceding claims, characterized in that the heating element (54) is arranged inside a heat transfer fluid inlet manifold (27a) of the second heat exchanger (26).

[Claim 10] Thermal management module (22) according to any one of the preceding claims, characterized in that the additional branch (B2) of the second circuit (B) is arranged in a space located between the first heat exchanger (24 ) and the second heat exchanger (26).

SUBSTITUTE SHEET (RULE 26)