FR3107210A1 - HEAT CONDITIONING DEVICE FOR THE POWERTRAIN AND INTERIOR OF ELECTRIC OR HYBRID VEHICLES AND PROCESS FOR IMPLEMENTING THE SAID DEVICE - Google Patents

Abstract

The present invention relates to a thermal conditioning device for a motor vehicle provided with a passenger compartment and equipped with an electric motor (M), a traction battery (B) and power electronics (5, 6), said device comprising three coolant circuits forming, respectively, a very low temperature loop (TBT) for cooling the traction battery (B), a low temperature loop (BT) for cooling the electric motor (M) and power electronics (5, 6) and a high temperature loop (HT) for heating the passenger compartment, the three loops being connected to each other by pipes and non-return valves (20 , 30), characterized in that it comprises, on the one hand, a three-way solenoid valve (1), a first way of which is connected to the very low temperature loop (TBT), a second way is connected to the connection between the low temperature loop (LV) and high temperature loop ( HT) and a third channel connected to the link between the very low temperature loop (TBT) and the low temperature loop (LV) and, on the other hand, a solenoid valve (2), a first channel of which is connected to the loop high temperature (HT) and a second channel is connected to the connection between the very low temperature loop (TBT) and the low temperature loop (LV), the two solenoid valves (1, 2) being intended to isolate and / or to connect at least two of the three heat transfer circuits. Figure 1A

Description

DEVICE FOR THE THERMAL CONDITIONING OF THE POWERTRAIN AND THE CABIN OF ELECTRIC OR HYBRID VEHICLES AND METHOD FOR IMPLEMENTING THE SAID DEVICE

The invention applies to the field of thermal management of motor vehicles with electric or hybrid motorization.

More specifically, the invention relates, principally, to a device suitable and intended to ensure, in an electric or hybrid vehicle, possibly of large size, optimal and detailed thermal conditioning, both of the powertrain and of its various components, the traction battery and the passenger compartment, including in so-called extreme cold areas.

In the alternative, the invention relates to a method for implementing this device with a view to facilitating the cooling of the electric motor and its electrical and electronic equipment as well as the heating of the passenger compartment.

Electric vehicles are traditionally equipped with a set of heat transfer circuits intended to ensure both the cooling of the various electrical components and the heating of the passenger compartment. The architecture of this circuitry is generally composed of three loops.

A first high-temperature loop makes it possible to supply calories to the passenger compartment of the vehicle for the comfort of its occupants and comprises, in particular, at least one air heater exchanger, an electrical resistor and/or a heater for the so-called extreme cold zones and, where applicable, a condenser for vehicles fitted with a heat pump.

A second low-temperature loop is used to cool, by means of a radiator, the electric traction motor and its functional components such as those used by the power electronics (inverter, charger/converter, etc.).

These two loops are supplemented by a third loop at very low temperature to cool, via an exchanger, the high-power battery intended to supply the traction motor.

These three loops can be connected or disconnected by the activation of two solenoid valves advantageously arranged on connecting nodes between the loops.

There are thermal conditioning devices such as the one described in patent FR3014370 which includes heat transfer circuits intended to ensure the heating and cooling of the passenger compartment of the vehicle, its dehumidification, the heating and cooling of the battery and the defrosting of the front evaporator.

Furthermore, patent FR2841183 describes a device for regulating the temperature of the passenger compartment of an electric motor vehicle. This device comprises a cooling fluid circuit circulating, in a main loop, between a first heat exchanger associated with the batteries and a second heat exchanger associated with the electric motor and, in a secondary loop, between the first heat exchanger and a third heat exchanger associated with the cabin.

However, these devices do not make it possible to adapt and optimize the thermal conditioning of the electrical components to the external conditions as well as to the intrinsic parameters by adopting specific configurations for each of the loops.

In this context, the invention proposes a technical solution consisting in installing on the vehicle a new modular cooling circuit in which each loop is capable of being connected or isolated according to the cabin thermal performance sought, the longitudinal dynamic performance expected (towed mass) and the range requested from the vehicle (taking account of the battery charge).

This object is achieved, according to the invention, by means of a device for the thermal conditioning of a motor vehicle provided with a passenger compartment and equipped with an electric motor, a traction battery and electronics for power, said device comprising three heat transfer liquid circuits forming, respectively, a very low temperature loop (TBT) for cooling the traction battery, a low temperature loop (BT) for cooling the electric motor and the power electronics and a high temperature (HT) loop for heating the passenger compartment, the three loops being interconnected by pipes and non-return valves, characterized in that it comprises, on the one hand, a three-way solenoid valve of which a first way is connected to the very low temperature loop (TBT), a second way is connected to the connection between the low temperature loop (BT) and the high temperature loop (HT) and a third way connected to the connection between the very low temperature (TBT) loop and the low temperature (BT) loop and, on the other hand, a solenoid valve, a first channel of which is connected to the high temperature (HT) loop and a second channel is connected to the link between the very low temperature loop (TBT) and the low temperature loop (LV), the two solenoid valves being intended to isolate and/or connect at least two of the three heat transfer circuits.

According to a preferred embodiment variant, the first channel of said three-way solenoid valve is an inlet channel for the coolant liquid.

According to another variant, the second channel and the third channel of said three-way solenoid valve are heat transfer liquid outlet channels.

According to yet another variant, the second solenoid valve is a three-way solenoid valve.

According to an advantageous characteristic of the device, at least one of the high temperature and low temperature loops comprises a non-return valve.

According to another characteristic, each of the three loops comprises a heat transfer liquid pump and a temperature sensor.

According to yet another feature, provision is made for a degassing box to be connected to the low temperature circuit.

Another object of the invention is a method of thermal conditioning of an electric motor vehicle by means of the device as defined above, characterized in that the connection or the insulation of the loops are carried out by opening or closing of at least one of the solenoid valves as a function of at least one factor chosen from among the parameters external to the vehicle, the state of parameters intrinsic to the traction chain and the instructions of the driver and/or passengers.

According to a variant implementation of the method, the parameters external to the vehicle are chosen from among, the temperature of the external air, the state of the road, the speed of the wind; the traction parameters are chosen from, the temperature of the components participating in the longitudinal dynamic performance, the capacities of each of these components and the energy optimization and the steering instructions are chosen from, the speed of the vehicle, the towed mass, the passenger compartment heating or air conditioning needs.

Yet another object of the invention is an electric or hybrid motor vehicle equipped with a thermal conditioning device having the characteristics defined above.

The thermal conditioning device of the invention applies to vehicles equipped with an electric or hybrid motor, where appropriate, rechargeable and is suitable and intended to isolate or connect the two cooling circuits and the heating circuit of the passenger compartment by means of a set of two solenoid valves coupled to non-return valves.

The thermal conditioning device of the invention is modular. It allows, on the basis of a common heat transfer circuit architecture, to propose variants to optimize the heating of the passenger compartment.

The device of the invention also makes it possible to implement the same architecture on different vehicle bases, in particular, light vehicles and utility vehicles and, by the same token, the resumption of identical components from one base to the other.

Furthermore, the device of the invention is of significant interest for equipping vehicles intended for use in so-called extreme cold zones and/or with heat pump options.

Other characteristics and advantages of the invention will become apparent on reading the description which follows, with reference to the appended figures detailed below.

is an overview of an embodiment of the thermal conditioning device according to the invention.

is a block diagram illustrating the embodiment of the device of FIG. 1A.

is a partial view of the device of FIGS. 1A and 1B showing the very low temperature loop (TBT).

is a partial view of the device of FIGS. 1A and 1B representing the low temperature (BT) loop.

is a partial view of the device of FIGS. 1A and 1B representing the high temperature (HT) loop.

represents a first variant of the high temperature (HT) loop of FIG. 4 for application to very cold areas.

represents a second variant of the high temperature (HT) loop of FIG. 4 for application to very cold areas with additional air conditioning.

represents a third variant of the high temperature (HT) loop of FIG. 4 for an application with a heat pump.

is an overall view of the device of FIGS. 1A and 1B in a first embodiment of the method of the invention with the three loops isolated from each other.

is an overall view of the device of FIGS. 1A and 1B in a second embodiment of the method of the invention with the high temperature and low temperature loops connected.

is an overall view of the device of FIGS. 1A and 1B in a third embodiment of the method of the invention with the high temperature and very low temperature loops connected.

is an overview of the device of FIGS. 1A and 1B in a fourth embodiment of the method of the invention with the three loops connected.

For greater clarity, identical or similar elements are identified by identical reference signs in the description and in the figure.

Naturally, the modes of implementation of the method of the invention illustrated by the figures presented above and described below, are given only by way of non-limiting examples. It is explicitly provided that it is possible to propose and combine different modes to propose others.

The invention relates to the field of thermal management of electric or hybrid motor vehicles, in particular light or utility vehicles intended for use in so-called extreme cold zones.

The invention relates more particularly to a thermal conditioning device comprising, as illustrated by FIGS. 1A and 1B, three heat transfer liquid circuits (for example, water/glycol). These three circuits are in the form of a very low temperature (TBT) loop, a low temperature (BT) loop and a high temperature (HT) loop, respectively.

The three loops of the thermal conditioning device are connected, in the traditional way, by pipes and provided with non-return valves forcing the circulation of the heat transfer liquid in a single direction.

The loop (TBT) of the very low temperature coolant circuit illustrated in FIG. 2 is intended to cool, by means of an exchanger 11 (known as a “ chiller ”), the high-power traction battery B which supplies the motor traction electric M. The coolant must not exceed the maximum temperature tolerated by the battery to ensure satisfactory operation. The maximum temperature generally accepted for a battery having electrical cells based on Lithium-ion material is approximately 60°C.

The loop (BT) of the low-temperature liquid circuit illustrated by FIG. 3 is intended, for its part, to cool, using a radiator 31, components such as the electric traction motor M and components power electronics such as an inverter 5 specific to this electric motor, and a charger/converter 6. The temperature of the coolant is controlled and is maintained below a maximum temperature of between 70°C and 80 °C.

The loop (HT) of the high-temperature coolant circuit brings heat to the passenger compartment of the vehicle for the comfort of its occupants. For this purpose, the loop (HT) is provided with a heater 21 and an electrical resistance 22 (known as " High Voltage Water Heater "), as shown in Figure 4.

According to variant embodiments of the device of the invention, the loop (HT) comprises an additional heater 22a for very cold countries (variant of FIG. 4A), a second unit heater 21a associated with an auxiliary pump P2a for vehicles large size (utility vehicle type, variant of Figure 4B) and a condenser 23 for versions with heat pump (variant of Figure 4C). In this last variant, the condenser is preferably connected to a system associated with the exchanger 11 (“ chiller ”) of the very low temperature (TBT) cooling loop of battery B.

The invention consists, in particular, in integrating into this three-loop device, a first solenoid valve 1 mounted on the very low temperature (TBT) loop. This first solenoid valve 1 is preferably a three-way solenoid valve while the second solenoid valve 2 is a simple two-way solenoid valve.

As illustrated by FIG. 1A, a first channel of solenoid valve 1 is connected to the very low temperature loop (TBT), a second channel is connected to the link between the low temperature loop (BT) and the high temperature loop ( HT) and a third channel is connected to the link between the very low temperature loop (TBT) and the low temperature loop (BT).

More specifically, the first channel of the three-way solenoid valve 1 is a coolant liquid inlet channel while the second channel and the third channel of the three-way solenoid valve 1 are coolant liquid outlet channels.

The second solenoid valve 2 is mounted on the high temperature (HT) loop. The input channel of solenoid valve 2 is connected to the very low temperature loop (TBT) and to the low temperature loop (LV). The two solenoid valves 1, 2 are advantageously arranged on connecting nodes located between the loops.

The two solenoid valves 1, 2 are controlled, for example, by an on-board computer and programmed so as to be able to isolate and/or automatically connect at least two of the three heat transfer liquid circuits described above according to factors which will be described by the following with reference to the thermal conditioning method of the invention.

According to a variant of the invention (not shown), it is however possible to provide for the second solenoid valve 2 and the non-return valve 20 of the high temperature (HT) loop to be replaced by a three-way solenoid valve. Other variants of the device can be made by adapting the number of inlet and/or outlet channels of the solenoid valves.

At least one of the loops and, in the embodiment of FIGS. 1A, 1B and 5A to 5D, the two loops, respectively, high temperature (HT) and low temperature (BT) comprise a non-return valve (20, 30).

Each of the three loops (TBT, BT, HT) comprises a heat transfer liquid pump (P1, P2, P3) and a temperature sensor (12, 24, 32).

In the embodiment variant of FIGS. 5A to 5D, the very low temperature loop (TBT) and the high temperature loop (HT) are provided with bleed screws (13, 25) and the device of the invention further comprises, a degassing box 4.

The invention also relates to the implementation of a method for thermal conditioning of the electric or hybrid vehicle by means of the device described above. The mode of activation of the two solenoid valves 1, 2 makes it possible to obtain up to four different configurations which are illustrated by FIGS. 5A to 5D. (the direction of the arrows indicating the direction of the flow of heat transfer liquid).

Figure 5A illustrates a configuration in which the three loops are isolated from each other. This configuration is obtained by closing solenoid valve 1 and opening solenoid valve 2, all the pumps (P1, P2, P3) being activated.

Figure 5B illustrates a configuration in which the high temperature (HT) and low temperature (LT) loops are connected. This configuration is obtained by closing both solenoid valve 1 and solenoid valve 2, all the pumps (P1, P2, P3) being activated.

Figure 5C illustrates a configuration in which the high temperature (HT) and very low temperature (LT) loops are connected. This configuration is obtained by opening solenoid valve 1 and closing solenoid valve 2 and deactivating loop pump P3 (BT).

Finally, Figure 5D illustrates a configuration in which the high temperature (HT), low temperature (LT) and very low temperature (LT) loops are all connected. This configuration is obtained by opening solenoid valve 1 and closing solenoid valve 2 and activating all the pumps (P1, P2, P3).

To carry out the transition from one configuration to another, one proceeds by closing or opening at least one of the solenoid valves 1, 2 in the manner described above, taking into account factors chosen from among the parameters external to the vehicle, the state of parameters intrinsic to the traction chain and the vehicle control instructions.

The parameters external to the vehicle are; outside air temperature, vehicle resistance, road condition (slope, resistance, etc.), wind speed, bad weather, etc.

The state of parameters intrinsic to the traction chain covers; the internal temperature of the components participating in the longitudinal dynamic performance (inverter, electric motor, battery, charger, etc.), the performance capacities of each component and, in particular, the state of health of the traction battery as well as its capacity in charge (autonomy), energy optimization which allows, for example, the transfer of calories from certain organs to other organs.

The vehicle steering instructions mainly correspond to the instructions given by the driver and/or the passengers and concern the longitudinal dynamic performance (vehicle speed, towed mass), the thermal performance of the passenger compartment (heating requirement, requiring activation of the heater(s) and water pump or need for cooling by the air conditioning system).

Claims (10)

Thermal conditioning device for a motor vehicle provided with a passenger compartment and equipped with an electric motor (M), a traction battery (B) and power electronics (5, 6), said device comprising three heat transfer liquid circuits forming, respectively, a very low temperature loop (TBT) for cooling the traction battery (B), a low temperature loop (BT) for cooling the electric motor (M) and the power electronics (5, 6) and a high temperature (HT) loop for heating the passenger compartment, the three loops being interconnected by pipes and non-return valves (20, 30), characterized in that it comprises, on the one hand, a three-way solenoid valve (1) of which a first way is connected to the very low temperature loop (TBT), a second way is connected to the connection between the low temperature loop ( BT) and the high temperature loop (HT) and a third channel connected to the connection between the very low temperature loop (TBT) and the low temperature loop (BT) and, on the other hand, a solenoid valve (2) whose a first channel is connected to the high temperature loop (HT) and a second channel is connected to the connection between the very low temperature loop (TBT) and the low temperature loop (BT), the two solenoid valves (1, 2) being intended to isolate and/or connect at least two of the three heat transfer circuits. Device according to Claim 1, characterized in that the first channel of the said three-way solenoid valve (1) is an inlet channel for the heat transfer liquid. Device according to one of the preceding claims, characterized in that the second channel and the third channel of the said three-way solenoid valve (1) are heat transfer liquid outlet channels. Device according to one of the preceding claims, characterized in that the said second solenoid valve (2) is a three-way solenoid valve. Device according to one of the preceding claims, characterized in that at least one of the high temperature (HT) and low temperature (BT) loops comprises a non-return valve (20, 30). Device according to one of the preceding claims, characterized in that each of the three loops comprises a heat transfer liquid pump (P1, P2, P3) and a temperature sensor (32). Device according to one of the preceding claims, characterized in that a degassing box (4) is connected to the low temperature circuit (BT). Process for thermal conditioning of an electric motor vehicle by means of the device according to one of the preceding claims, characterized in that the connection or isolation of the loops (TBT, BT, HT) is carried out by opening or closing at least one of the solenoid valves (1, 2) as a function of at least one factor chosen from among parameters external to the vehicle, the state of parameters intrinsic to the traction chain and the vehicle control instructions. Method according to the preceding claim, characterized in that the parameters external to the vehicle are chosen from among, the temperature of the external air, the state of the road, the speed of the wind; the traction parameters are chosen from, the temperature of the components participating in the longitudinal dynamic performance, the capacities of each of these components and the energy optimization and the steering instructions are chosen from, the speed of the vehicle, the towed mass, the passenger compartment heating or air conditioning needs. Electric or hybrid motor vehicle fitted with a thermal conditioning device according to one of Claims 1 to 7.