FR3161394A1 - Thermally insulated eight-way valve and thermal management system for a motor vehicle equipped with such a valve - Google Patents

Abstract

Thermally insulated eight-way valve (60), comprising a first block (61) and a second block (62) thermally insulated by a layer of insulation (63), one of the blocks ensuring the circulation of a hot heat transfer fluid, the other block ensuring the circulation of a cold heat transfer fluid, each block (61, 62) comprising two rotary bodies (64, 64b, 66, 66b) each in contact with two cavities (72, 73, 74, 75, 72b, 73b, 74b, 75b) each communicating with a connection (A, B, C, D) of the valve and an elongated cavity (68, 70, 68b, 70b) communicating with another connection (E, F, G, H) of the valve, each rotary body (64, 64b, 66, 66b) being provided with a passage (65, 67, 65b, 67b) of so as to connect one of the two cavities with the elongated cavity according to the rotation angle of said rotating body relative to the valve while limiting heat exchange between the cold heat transfer fluid and the hot heat transfer fluid. Figure for abstract: [Fig 4]

Description

Thermally insulated eight-way valve and thermal management system of a motor vehicle equipped with such a valve.

The invention relates technically to thermal management systems for vehicle components, and in particular, insulated valves for such thermal management systems.

Previous techniques

The current refrigerant 1234yf has a GWP (Global Warming Potential) of 4, much lower than the previously used refrigerant 134a which had a GWP of 1400. The use of refrigerant 1234yf therefore represents significant progress in reducing global warming.

However, this refrigerant belongs to the PFAS family (an acronym for "Per- and Polyfluoroalkyl Substances"), which includes the fluorinated compounds HFCs and HFOs. These fluorinated compounds pose risks to public health. Their use has been banned by the European Union for 2025. Propane and carbon dioxide ( _CO2) are natural substances that could be used as replacements for refrigerant 1234yf.

Using carbon dioxide (CO2 ₎ requires a very high pressure (125 bar) and temperature (150°C) loop, while using propane requires a loop operating at a pressure (25 bar) and temperature (100°C) similar to those of a loop using the current refrigerant 1234yf. Furthermore, the performance of carbon dioxide ( _CO2) and propane is comparable.

However, propane is a highly flammable refrigerant. A mass limit of 150 g has been set to limit its hazardous nature. A propane-powered air conditioning system must therefore have an extremely compact compressor/condenser/evaporator loop to meet this limit. The heat and cold produced by such a system are transported through heat exchange circuits that distribute them primarily to cool the passenger compartment and/or the traction battery during driving and charging in summer, or to heat them in winter.

During periods of intense summer heat, the cold heat transfer fluid produced by this system must cool both the passenger compartment and the battery. However, their cooling requirements differ: the passenger compartment needs air at a temperature of approximately 5°C, while the battery requires heat transfer fluid at a temperature of around 18°C. Regulating an air conditioning system based on 1234yf refrigerant is already problematic when both the passenger compartment and the battery need to be cooled. The air conditioning loop must produce air at a temperature of 5°C via its evaporator in the air conditioning system and heat transfer fluid at a temperature of 18°C via its refrigerant/heat transfer fluid exchanger, also known as a "chiller."

With a propane system with a single evaporator, the need for cabin air conditioning requires a heat transfer fluid at a temperature between 0°C and 5°C, which then forces the battery to endure this very low temperature compared to the expected heat transfer fluid at a temperature of 18°C.

An air conditioning system is therefore not sufficient and a thermal management system must be used in order to manage such different temperatures.

There is a need for a thermal management system capable of producing heat transfer fluid at two very different temperatures.

There is also a need for an insulated valve to limit heat loss from fluids at different temperatures.

Regarding the prior art, we are familiar with document FR2312253, which proposes a water circuit that allows the use of a single evaporator in the propane system to create two temperature levels of heat transfer fluid for cooling the passenger compartment and the battery. The document does not offer a solution for winter operation to heat the passenger compartment and the battery.

We also know of solutions for mitigating heat loss to the ambient atmosphere, without addressing heat exchange between fluids within the same valve.

The technical problems remain unresolved.

The invention relates to a thermally insulated eight-way valve, comprising a first block and a second block thermally insulated by a layer of insulation, one of the blocks ensuring the circulation of a hot heat transfer fluid, the other block ensuring the circulation of a cold heat transfer fluid, each block comprising two rotating bodies each in contact with two cavities each communicating with a connection of the valve and an elongated cavity communicating with another connection of the valve, each rotating body being provided with a passage so as to connect one of the two cavities with the elongated cavity depending on the angle of rotation of said rotating body with respect to the valve while limiting the heat exchanges between the cold heat transfer fluid and the hot heat transfer fluid.

Each cavity of the first block can be connected to a cavity of the second block and to one of the connections of the eight-way valve.

External tubes to the first block, the second block and the insulating layer can connect the two cavities.

Internal conduits in the first block, the second block and the insulation layer can connect the two cavities.

Cylindrical rotating bodies can be joined together in rotation, in particular by a set of connecting rods, so as to be driven in rotation by the same actuator.

The cylindrical rotating bodies of the first block can be joined in rotation, in particular by a set of connecting rods, so as to be driven by a first actuator; the cylindrical rotating bodies of the second block can also be joined in rotation, in particular by a set of connecting rods, so as to be driven by a second actuator.

The thermally insulated eight-way valve can be made of plastic materials with low thermal conductivity in order to reduce heat exchange between the hot heat transfer fluid and the cold heat transfer fluid circulating in the eight-way valve.

The invention also relates to a thermal management system for a motor vehicle, equipped with a thermally insulated eight-way valve as described above, and four heat exchange circuits through which a heat transfer fluid circulates. The motor vehicle comprises at least one powertrain component and a passenger compartment, each equipped with a heat exchanger. The four heat exchange circuits are each connected to the eight-way valve, each heat exchange circuit circulating at least one of a hot heat transfer fluid and a cold heat transfer fluid.

A first heat exchange circuit may include a main circuit comprising successively a compressor, a condenser, a tank, an expansion valve and an evaporator, the condenser being provided with a secondary circuit connected to a seventh connection and an eighth connection of the eight-way valve, the evaporator being provided with another secondary circuit connected to a fifth connection and a sixth connection of the eight-way valve.

The main circuit of the first heat exchange circuit may include a heat transfer fluid different from the heat transfer fluid circulating in the secondary circuits of the first heat exchange circuit and in the other heat exchange circuits, including propane.

A second heat exchange circuit may successively include a pump and a bypass path in parallel with a heat exchanger, the second heat exchange circuit is connected to a first connection and a second connection of the eight-way valve, the heat exchanger being designed to exchange heat with the air of the passenger compartment.

A third heat exchange circuit may successively include a pump, a bypass path in parallel with a radiator and at least one heat exchanger, the third heat exchange circuit is connected to a third connection and a fourth connection of the eight-way valve, the heat exchanger being designed so as to exchange heat with at least part of the powertrain.

The motor vehicle may be an electric vehicle, the thermal management system then including a fourth heat exchange circuit includes successively a connected inlet, a pump, a heat exchanger, a three-way valve and two parallel connections, the connection is connected to a branch between the inlet and the pump, the connection is connected to an outlet, a radiator is connected on one side to the three-way valve and on the other side between the branch and the pump, the inlet of the fourth heat exchange circuit being connected to the second heat exchange circuit by a three-way valve, the outlet of the fourth heat exchange circuit being connected with the second heat exchange circuit at the second connection of the eight-way valve, the heat exchanger being designed so as to exchange heat with a battery of the electric vehicle.

This solution allows compliance with current specifications for water-cooled batteries, avoids condensation inside the battery pack, which can create electrical short circuits.

Other objects, features and advantages of the invention will become apparent from the following description, given solely by way of non-limiting example and made with reference to the accompanying drawings in which:

- the figure FIG. 1 illustrates the main elements of a thermal management system equipped with a thermally insulated eight-way valve,

- the figure FIG. 2 illustrates the circulation of heat transfer fluids in a thermal management system equipped with a thermally insulated eight-way valve during operation in "summer" mode.

- the figure FIG. 3 illustrates the circulation of heat transfer fluids in a thermal management system equipped with a thermally insulated eight-way valve during operation in "winter" mode.

- the figure FIG. 4 illustrates the main elements of a thermally insulated eight-way valve, according to a first embodiment

- the figure FIG. 5 illustrates the circulation of heat transfer fluids in a thermally insulated eight-way valve during operation in "summer" mode.

- the figure FIG. 6 illustrates the circulation of heat transfer fluids in a thermally insulated eight-way valve during operation in "winter" mode.

- the figure FIG. 7 illustrates the main elements of a thermally insulated eight-way valve, according to a second embodiment,

- the figure FIG. 8 illustrates the circulation of heat transfer fluids in a thermally insulated eight-way valve, according to a second embodiment, during operation in "summer" mode, and

- the figure FIG. 9 illustrates the circulation of heat transfer fluids in a thermally insulated eight-way valve, according to a second embodiment, during operation in "winter" mode.

Detailed description

The thermal management system according to the invention comprises several heat exchange circuits in which fluids at different temperatures circulate, interconnected by a thermally insulated valve with at least eight ways.

In one embodiment, each heat exchange circuit is equipped with means for estimating or measuring the temperature and flow rate of the heat transfer fluid circulating in said circuit.

The thermal management system is illustrated in the figure FIG. 1 and includes four heat exchange circuits referenced 1, 2, 3 and 4.

A first heat exchange circuit 1 comprises a main circuit and two secondary circuits.

The main circuit includes a compressor 10, electric or mechanical, a condenser 11, a cylinder 12, an expansion valve 13 and an evaporator 14. A heat transfer fluid 15, in particular propane, partially fills the module L1 leaving a precise empty volume for the development of boiling and condensation.

The evaporator 14 includes a first circuit connected to connections E,F of the eight-way valve 60.

Similarly, the condenser 11 includes a second secondary circuit connected to G,H connections of the eight-way valve 60.

The secondary circuits and other heat exchange circuits 2, 3, 4 include a heat transfer fluid. The main circuit of the first heat exchange circuit 1 includes another heat transfer fluid, specifically propane.

During the operation of the thermal management system, the high-pressure heat transfer fluid 15 enters the expansion valve 13. The pressure of the heat transfer fluid 15 drops as it enters the evaporator 14. The evaporator 14 is thermally connected to the heat transfer fluid of a second heat exchange circuit 2, via the secondary circuit connected to the connections E,F of the eight-way valve 60.

In evaporator 14, the temperature of heat transfer fluid 15 increases due to heat transfer with the heat transfer fluid in the second heat exchange circuit 2. Heat transfer fluid 15 then evaporates and changes to a gaseous state. Upon exiting evaporator 14, the heat transfer fluid 15 passes back through expansion valve 13. The temperature of heat transfer fluid 15 is measured in expansion valve 13 for better control. The valve opening can be controlled mechanically by a component whose volume varies according to the temperature of the fluid exiting evaporator 14, for example, the change from a solid to a liquid state. This change in volume modifies the cross-section of the valve opening through which the fluid flows before entering the evaporator. Such a mechanically controlled valve can be considered a mechanical thermostat. According to one embodiment, the valve can be electronically controlled, always taking into account the parameters of the fluid exiting the evaporator in order to control the valve. Such a valve, including an electronic device, is more expensive but more flexible and precise in terms of control. The expansion valve 13 comprises a fluid circuit entering the evaporator 14 and a fluid circuit exiting the evaporator 14, which are physically separate. It is this exiting fluid that controls the opening state of the expansion valve. The pressure of the heat transfer fluid 15 is different in each of the physically separate fluid circuits entering and exiting the evaporator 14.

The heat transfer fluid 15 in gaseous form is then compressed by the compressor 10 to increase its pressure, which in turn raises its temperature. The high-pressure gaseous heat transfer fluid 15 is then admitted into the condenser 11 where it is cooled via the secondary circuit connected to the G and H connections of the eight-way valve 60, and through which the heat transfer fluid from the third heat exchange circuit 3 circulates. The gaseous heat transfer fluid 15 is thus transformed into a liquid. The heat transferred by the fluid from the third heat exchange circuit 3 can be used to heat a component in winter or released into the ambient air in summer if this heat is not needed. The heat transfer fluid 15 in the form of a high-pressure liquid then enters the bottle 12, where it is filtered of any impurities and moisture before being directed to the expansion valve 13 and continuing the thermodynamic cycle.

The second heat exchange circuit 2 is connected to a first connection A of the eight-way valve 60 and includes successively a heat exchanger 21, a degassing jar and a pump 20. The outlet of the second heat exchange circuit 2 is connected to a second connection B of the eight-way valve 60.

The degassing tank 22 is thus located between the pump 20 and the heat exchanger 21. The connection of the degassing tank 22 can be made via a connecting branch which is linked to the branch connecting the heat exchanger 21 to the pump 20 by a branch point. The heat exchanger 21 is designed to exchange heat with the air in the passenger compartment in order to cool the air destined for the passenger compartment; therefore, it can also be referred to as a cooler.

The degassing vessel 22 ensures the degassing and compensation of the volume change of the heat transfer fluid in this second heat exchange circuit 2. The degassing vessel 22 is shared with the fourth heat exchange circuit 4 described below. This vessel is also advantageous during after-sales service interventions when draining is necessary.

In summer operating mode (illustrated by the figure) FIG. 2 This circuit is in direct contact with the evaporator 14 of the L1 heating and cooling module. The temperature T1 of this circuit is the lowest (0-5°C) in the thermal management system, ensuring the cooling of the passenger compartment via the heat exchanger 21.

Pump 20 is controlled by a computer 50 so that a flow rate Q2 is achieved in the second heat exchange circuit 2 according to the air conditioning demand of the passenger compartment. This demand depends in particular on the ambient temperature, sunlight and the volume of the passenger compartment.

A three-way valve 42 is connected to the evaporator 21, to the second connection B of the eight-way valve 60, and to the fourth heat exchange circuit 4. The three-way valve 42 is controlled by the computer 50. A bypass is provided between the outlet A of the valve 60 and the three-way valve 42 to isolate the heat exchanger 21.

The flow rate Q2 in this second heat exchange circuit 2 is constant except for the branch between valve 42 and jar 22.

When cooling of the passenger compartment is not required or when cooling of the battery is preferred, valve 42 is controlled so that the heat transfer fluid circulates in the bypass path and does not pass through the exchanger 21. The entire cooling capacity is then used by the fourth heat exchange circuit 4.

The fourth heat exchange circuit 4 provides cooling for the battery 41. The battery 41 can be cooled either by a water plate or by a dielectric fluid in which the battery is immersed. In the latter case, the dielectric fluid is then cooled by a heat transfer fluid-dielectric fluid heat exchanger (not shown). The temperature T4 of the heat transfer fluid at the battery inlet is precisely regulated by the control unit 50.

The fourth heat exchange circuit 4 is connected to a fourth connection of the three-way valve 42 and comprises successively a second pump 40, a heat exchanger 41, a three-way valve 48, and a branch 46 terminating in two parallel connections 24 and 45. Connection 24 is connected to a branch 43 between the three-way valve 42 and the pump 40. Connection 45 is connected between the branch of the reservoir 22 of the second heat exchange circuit 2 and the pump 20.

A radiator 47 is connected on one side to the three-way valve 48 and on the other side between the branch 43 and the second pump 40.

The second pump 40 is controlled by the computer 50 so that the heat transfer fluid circulates with a flow rate Q4 in the exchanger 41.

The three-way valve 48, also controlled by the computer 50, allows the flow of the heat transfer fluid exiting the heat exchanger 41 to be directed either to a radiator 47 or to the branch 46. The branch 46 is used particularly in summer to bypass the radiator 47.

Radiator 47 is designed to cool the battery without the air conditioning in order to reduce vehicle fuel consumption (for example, in winter or when the ambient temperature is quite low), or simply when the cooling of the heat transfer fluid by radiator 47 is sufficient to maintain the battery temperature at an acceptable level. It should be noted that radiator cooling is more effective at higher speeds (for example, on the highway where air speed is high and therefore the radiator is more efficient) and when the temperature difference between the ambient air and the battery is significant.

Branch 46 includes two simple T-shaped connections, referenced 43 and 49. One of the two outlets of the T-shaped connection 49 is connected to a line 45 which is itself tapped into the line between the three-way valve 42 and the second connection B of the eight-way valve 60. More precisely, the line 45 is connected between the tap of the jar 22 and the pump 20 linked to the second connection B of the eight-way valve 60.

The other outlet of the T-shaped connection 49 is connected via the pipe 24 to the second T-shaped connection 43. The second T-shaped connection 43 is arranged on the pipe 44 between the inlet of the pump 40 and the three-way valve 42.

During battery cooling by the air conditioning system, the three-way valve 42 allows a small portion of the very low-temperature flow Q2 T2 to circulate to the T-shaped connection 43 in branch 44 as a flow Q5. This very cold heat transfer fluid mixes with the relatively hot fluid exiting the battery heat exchanger 41. The heat transfer fluid admitted to the pump 40 results from this mixture and has a temperature T4 between the temperature T5 of the heat transfer fluid exiting the battery heat exchanger 41 and the temperature T2 of the heat transfer fluid exiting the valve 42.

The exact value of temperature T4 depends on the flow rate Q5 in branch 44 and the flow rate Q4 upstream of pump 40, as well as the temperature T2 of the second heat exchange circuit 2 and the temperature T5. The temperature T4 of the fourth heat exchange circuit 4 is given by the following equation:

[Math 1]

In equation [Math 1], the flow rate Q4 and the temperature T5 of the fourth heat exchange circuit 4 depend mainly on the battery cooling demand through the exchanger 41. The temperature T2 of the second heat exchange circuit 2 is imposed by the battery cooling specifications.

Adjusting the flow rate Q5 allows for precise temperature control, without oscillation of the heat transfer fluid temperature T4 circulating in the fourth heat exchange circuit 4, by knowing the temperatures T2 and T5. The temperature T5 is determined by the battery cooling method: if the battery is cooled by water plates in contact with the cells, a temperature of approximately 15-20°C is required to prevent condensation. If the battery is cooled by an intermediate dielectric fluid in direct contact with the cells, and this fluid is subsequently cooled by the heat exchanger 41, a lower temperature becomes possible because the constraint of water vapor (condensation of water in the air) within the battery pack is eliminated.

The third heat exchange circuit 3 is connected to a third connection C of the eight-way valve 60 and includes successively a pump 30, a radiator 31 and at least one electronic component 32. The output of the third heat exchange circuit 3 is connected to a fourth connection D of the eight-way valve 60.

The third heat exchange circuit 3 also includes a degassing jar 33 connected between the third connection C of the eight-way valve 60 and the pump 30. According to an alternative embodiment not shown, another type of connection of the degassing jar is also possible with a permanent circulation of the heat transfer fluid at low flow rate inside the degassing jar 33.

The third heat exchange circuit 3 finally includes a bypass route whose inlet is connected between the outlet of the pump 30 and the radiator 31, the outlet being connected to a three-way valve 34 connected between the radiator 31 and at least one electronic component 32.

At least one electronic component 32 may include at least one constituent element of the electric traction chain, such as the electric motor, power electronics, etc... According to one embodiment, the component 32 may be arranged in parallel with the valve 60 with input and output connected respectively to the input D and the output C.

In winter, the third heat exchange circuit 3 can also heat the passenger compartment and/or at least one of the elements of the powertrain.

The figure FIG. 2 illustrates the circulation of heat transfer fluids in summer.

In summer, the hot heat transfer fluid exiting the secondary circuit of condenser 11 of module 1 is directed to the third heat exchange circuit 3.

The cold heat transfer fluid exiting the secondary circuit of the evaporator 14 is directed to the second heat exchange circuit 2 and the fourth heat exchange circuit 4.

If there is a need to cool the passenger compartment, the heat transfer fluid circulates in a loop from outlet A of valve 60 to the exchanger 21 through which the air from the passenger compartment to be cooled passes, then returns entirely to inlet B of valve 60 without the need to cool the battery.

If there is a need to cool the battery, part of the cooling fluid can be directed to the battery to be cooled by changing the position of valve 42, so that part of the flow of the heat transfer fluid circulating in the aforementioned loop 2 can be directed to loop 4 containing the battery 41 to be cooled.

Assuming that the air destined for the passenger compartment does not need to be cooled, and that only the need to cool the battery is present, the glycol water circulating through the sort A of the valve 60 bypasses the exchanger 21 to enter directly into the loop 4 to cool the battery 41.

The figure FIG. 3 illustrates the circulation of heat transfer fluids in winter, with the arrows in dotted lines.

In winter, the hot heat transfer fluid exiting the secondary circuit of condenser 11 of module 1 is directed to the second heat exchange circuit 2 and the fourth heat exchange circuit 4, while the cold heat transfer fluid exiting the secondary circuit of evaporator 14 is directed to the third heat exchange circuit 3. The cold heat transfer fluid is warmed by heat exchange with the ambient air in the radiator 31 and/or in at least one component 32 of the electric drive system via valve 34.

When the temperature of the heat transfer fluid is colder than the ambient air, the valve 35 redirects at least part of the heat transfer fluid into the radiator 31, then into at least one of the components of the electric drive chain 32. The heat transferred to the heat transfer fluid is thus used to heat the passenger compartment and/or the battery.

When the ambient air temperature is lower than the temperature of the heat transfer fluid, the valve 34 is controlled so as to circulate the heat transfer fluid in the bypass channel 35. The preferential use of the heat from the electronic components 32 allows for a better efficiency of the L1 module for the production of cold and heat.

We will now focus on describing the eight-way valve 60 of the thermal management system illustrated in the figures FIG. 1 has FIG. 3 The eight-way valve 60 is illustrated in the figures FIG. 4 has FIG. 9 .

The figure FIG. 4 illustrates a first embodiment of the eight-way valve 60. The eight-way valve 60 comprises two parts 61, 62 intended for the circulation of heat transfer fluids having different temperatures.

The first block, referenced 61, is intended to regulate the circulation of the low-temperature heat transfer fluid exiting the first heat exchange circuit 1.

The second block, referenced 62, is intended to regulate the circulation of the high-temperature heat transfer fluid also coming from the first heat exchange circuit 1.

The first block 61 and the second block 62 are insulated by a layer of thermal insulation 63 so that there is no point of contact between them, thus reducing their heat exchange.

The first block 61 includes two connections A,E and two connections B,F. The second block 62 includes two connections C,G and two connections D,H.

The first block 61 comprises two cylindrical rotating bodies 64, 64b. Similarly, the second block 62 comprises two cylindrical rotating bodies 66, 66b.

A fluidic passage 65, 67, 65b, 67b is provided in each of the cylindrical rotating bodies 64, 64b, 66, 66b, respectively

Each cylindrical rotating body 64,64b,66,66b is associated at the input with an input channel 69,71,69b,71b and at the output with a first cavity 72,74,72b,74b and a second cavity 73,75,73b,75b.

The four cavities 72, 73, 74 and 75 are each connected to tubes 76, 80, 82, 78 respectively.

Tubes 76, 80 come out of the first block 61, while tubes 78, 82 come out of the second block 62.

Tube 79 connects tube 76 to tube 78 and to a third connection, Common B. Tube 81 connects tube 80 to tube 82 and to a third connection, D.

Similarly, the four cavities 72b, 73b, 74b and 75b are each connected to tubes 76b, 80b, 82b, 78b respectively.

Tubes 76b, 80b come from the first block 61, while tubes 78b, 82b come from the second block 62.

A 79b tube connects the 76b tube to the 78b tube and to a second connection B.

Tube 81b connects tube 80b to tube 82b and to a fourth connection C.

Between the fifth connection F and the rotating body 64, a conduit 69 is provided. In the immediate vicinity of the rotating body 64, there is an elongated cavity 68, which allows the passage 65 to be supplied by the conduit 69 for the two extreme positions of the rotating body 64 when it opens onto the first cavity 72 or onto the second cavity 73.

Between the seventh connection H and the rotating body 66, a conduit 71 is provided. In the immediate vicinity of the rotating body 66, there is an elongated cavity 70, which allows the passage 67 to be supplied by the conduit 71 for the two extreme positions of the rotating body 66 when it opens onto the first cavity 74 or onto the second cavity 75.

Similarly, between the sixth connection E and the rotating body 64b, a conduit 69b is provided. In the immediate vicinity of the rotating body 64b, there is an elongated cavity 68b, which allows the passage 65b to be supplied by the conduit 69b for the two extreme positions of the rotating body 64b when it opens into the first cavity 72b or the second cavity 73b.

Between the eighth connection G and the rotating body 66b, a conduit 71b is formed. In the immediate vicinity of the rotating body 66b, there is an elongated cavity 70b, which allows the passage 67b to be supplied by the conduit 71b for the two extreme positions of the rotating body 66b when it opens into the first cavity 74b or the second cavity 75b.

It is understood that, due to their identical design and the similar arrangement of the first and second cavities for each of them, the four rotating bodies have two identical angular positions connecting one of the first and second cavities with the elongated cavity.

In one embodiment, these four cylindrical rotating bodies 64,64b,66,66b can be driven by the same actuator.

In another embodiment, the cylindrical rotating bodies 64, 64b are joined together so that they can be rotated with the same actuator.

Similarly, the cylindrical rotating bodies 66, 66b are then joined together so that they can be set in rotation with the same actuator separate from the actuator setting in rotation the cylindrical rotating bodies 64 and 64b.

A first angular position of the cylindrical rotating bodies is associated with a so-called "summer" position for cooling and a second angular position is associated with a so-called "winter" position for heating the passenger compartment and the battery.

When the rotating bodies of the valve are in the "summer" or cooling position, the passages 65, 67, 65b, 67b are opposite respectively the first cavities 72, 74, 72b, 74b.

When the rotating bodies of the valve are in the "winter" or heating position, the passages 65, 67, 65b, 67b are opposite the second cavities 73, 75, 73b, 75b respectively.

In a preferred embodiment, the eight-way valve 60 is made of plastic materials with low thermal conductivity in order to reduce heat exchange between the hot heat transfer fluid and the cold heat transfer fluid.

Furthermore, the 60 eight-way valve can be integrated directly into the heating and cooling generation module, or be separate but fluidly connected.

The figure FIG. 5 This illustrates the positions of the four rotating bodies and the circulation of the hot and cold heat transfer fluids within the eight-way valve 60. The cold heat transfer fluid enters through the sixth connection F of the secondary circuit of the first heat exchange circuit 1 and exits through the second connection A, which is connected to the inlet of the second heat exchange circuit 2. The cold heat transfer fluid from the second heat exchange circuit 2 returns to the eight-way valve 60 through the first connection B of the valve and then returns to the secondary circuit of the first heat exchange circuit 1. The hot heat transfer fluid enters the secondary circuit of the first heat exchange circuit 1 through the eighth connection H and exits through the fourth connection C, which is connected to the inlet of the third heat exchange circuit 3. The hot heat transfer fluid from the third heat exchange circuit 3 returns to the eight-way valve 60 via the third connection D and then returns to a secondary circuit of the first heat exchange circuit 1 via the seventh connection H. It can be seen that inside the valve, the two blocks 61 and 62 each handle a heat transfer fluid at a different temperature. Due to their structure and the presence of the insulation 63, they are well thermally insulated. Furthermore, outside the valve, the tubes carrying the hot and cold heat transfer fluids are separate and spaced apart.

The figure FIG. 6 illustrates the positions of the four rotating bodies and the circulation of the hot and cold heat transfer fluid inside the eight-way valve 60, when heating of the passenger compartment and/or the battery is required, particularly in winter.

The four rotating bodies are arranged so that their passages 65, 67, 65b, 67b are opposite respectively the first cavities 73, 75, 73b, 75b.

The hot heat transfer fluid supplies the heater core for the passenger compartment and the battery, while the cold heat transfer fluid supplies the third heat exchange circuit 3.

In this operating mode, the cold heat transfer fluid enters through the opening E of the valve 60, and exits through the fourth connection C which is connected to the third circuit 3. This cold heat transfer fluid cools the third heat exchange circuit 3 (the air of the radiator 31 and/or the components of the electric traction chain 32), then returns to the valve through the third connection D. It goes up through the tube 81, then into the cavity 73 and exits from the fifth connection E via the connection 69.

To heat the passenger compartment and the battery, the hot heat transfer fluid from the secondary circuit of the first heat exchange circuit 1 enters through the eighth connection H of the valve, then exits through the second connection A of the valve connected to the inlet of the second heat exchange circuit 2. It then heats the passenger compartment via the heat exchanger 21 and the battery 41.

It can be seen that by using two dedicated connections via tubes outside the block, the insulation between the two blocks 61 and 62 is strengthened by avoiding heat exchange at the level of the tubes.

The figure FIG. 7 illustrates an alternative embodiment of the eight-way valve 60, in which the tubes 78, 79, 80, 81, 82 of the first embodiment are integrated into the valve body (i.e. into the blocks 61, 62).

These tubes are replaced by four internal conduits in the two blocks 61,62.

• Un premier passage 84 connectant directement la seconde cavité 73 du premier bloc et la première cavité 74 du second bloc ;
• Un second passage 85 connectant directement la première cavité 72 du premier bloc et la seconde cavité 75 du second bloc.

Between connections F, B, A, E, we create:

• A first passage 84 directly connecting the second cavity 73 of the first block and the first cavity 74 of the second block;
• A second passage 85 directly connecting the first cavity 72 of the first block and the second cavity 75 of the second block.

The second passage 85 is offset from the first passage 84, so that no fluidic or thermal communication exists between the two passages 84,85.

• Un premier passage 84b connectant directement la seconde cavité 73b et la première cavité 74b du second bloc ;
• Un second passage 85b connectant directement la première cavité 72b du premier bloc et la seconde cavité 75b du second bloc.

Similarly, between connections E, A, C, G, we create:

• A first passage 84b directly connecting the second cavity 73b and the first cavity 74b of the second block;
• A second 85b passage directly connecting the first 72b cavity of the first block and the second 75b cavity of the second block.

The second passage 85b is offset from the first passage 84b, so that no fluidic or thermal communication exists between the two passages 84b,85b.

In addition, the internal walls of passages 84, 85, 84b and 85b can be thermally insulated by a material with low thermal conductivity, in order to thermally insulate blocks 61 and 62 from the temperature of the heat transfer fluid.

The figure FIG. 8 illustrates the rotating bodies in a "summer" position and the associated circulation of cold and hot heat transfer fluid inside the eight-way valve 60 in order to cool the passenger compartment and the battery.

As with the first embodiment illustrated in the figure FIG. 5 The four rotating bodies are arranged so that their passages 65, 67, 65b, and 67b are opposite the first cavities 72, 74, 72b, and 74b, respectively. The cold heat transfer fluid enters through the sixth connection F from the secondary circuit of the first heat exchange circuit 1 and exits through the second connection A, which is connected to the inlet of the second heat exchange circuit 2. The cold heat transfer fluid from the second heat exchange circuit 2 returns to the eight-way valve 60 through the first connection B of the valve and then returns to the secondary circuit of the first heat exchange circuit 1. The hot heat transfer fluid enters through the eighth connection H from the secondary circuit of the first heat exchange circuit 1 and exits through the fourth connection C, which is connected to the inlet of the third heat exchange circuit 3. The hot heat transfer fluid from the third heat exchange circuit 3 returns to the eight-way valve 60 via the third connection D and then returns to a secondary circuit of the first heat exchange circuit 1 via the seventh connection H. It can be seen that inside the valve, the two blocks 61 and 62 each handle a heat transfer fluid at a different temperature. Due to their structure and the presence of the insulation 63, they are well thermally insulated. Furthermore, the deposit or inserts of lower thermal conductivity in the pipes 84, 85, and 84b, 85b minimize heat exchange between the hot and cold fluids.

The figure FIG. 9 illustrates the rotating bodies in a "winter" position and the associated circulation of cold and hot heat transfer fluid inside the eight-way valve 60 in order to heat the passenger compartment and the battery.

As with the first embodiment illustrated in the figure FIG. 6 , the four rotating bodies are arranged so that their passages 65, 67, 65b, 67b are opposite respectively the first cavities 73, 75, 73b, 75b.

The hot heat transfer fluid supplies the heater core for the passenger compartment and the battery, while the cold heat transfer fluid supplies the third heat exchange circuit 3.

In this operating mode, the cold heat transfer fluid enters through the opening E of the valve 60, and exits through the fourth connection C which is connected to the third circuit 3. This cold heat transfer fluid cools the third heat exchange circuit 3 (the air of the radiator 31 and/or the components of the electric traction chain 32), then returns to the valve through the third connection C. It rises through the passage 84, then into the cavity 73 and exits from the fifth connection E via the connection 69.

To heat the passenger compartment and the battery, hot heat transfer fluid from a secondary circuit of the first heat exchange circuit 1 enters through the eighth connection H of the valve, then exits through the second connection B of the valve connected to the inlet of the second heat exchange circuit 2. It then heats the passenger compartment via the heat exchanger 21 and the battery 41.

The second embodiment of the eight-way valve 60 is less complex than the first embodiment. During heating (cf. FIG. 9 The first block 61 carries hot heat transfer fluid through channel 85, which connects cavities 72 and 75, while the first block 61 primarily transports cold heat transfer fluid. Similarly, cold heat transfer fluid flows through passage 84, which connects cavities 73 and 74, while the second block 62 primarily transports hot heat transfer fluid.

Depending on the surface area of the channel walls, the distance between the channels, and especially the thermal conductivity of the materials in these two blocks, there is a risk of heat exchange between the two heat transfer fluids. By using insulation 63, the main heat exchanges between the hot and cold heat transfer fluids are significantly reduced. To further reduce this heat exchange, insulating inserts could be placed in the pipes 84, 85, 84b, and 85b to reduce the heat passing through the walls between the blocks and the two fluids.

Claims (13)

Thermally insulated eight-way valve (60), comprising a first block (61) and a second block (62) thermally insulated by a layer of insulation (63), one block ensuring the circulation of a hot heat transfer fluid, the other block ensuring the circulation of a cold heat transfer fluid, each block (61, 62) comprising two rotating bodies (64, 64b, 66, 66b) each in contact with two cavities (72, 73, 74, 75, 72b, 73b, 74b, 75b) each communicating with a connection (A, B, C, D) of the valve and an elongated cavity (68, 70, 68b, 70b) communicating with another connection (E, F, G, H) of the valve, each rotating body (64, 64b, 66, 66b) being provided with a passage (65, 67, 65b, 67b) so as to put relating one of the two cavities with the elongated cavity according to the angle of rotation of said rotating body relative to the valve while limiting heat exchange between the cold heat transfer fluid and the hot heat transfer fluid. Thermally insulated eight-way valve (60) according to claim 1, wherein each cavity (72,73,72b,73b) of the first block is made to communicate with a cavity (74,75,74b,75b) of the second block and with one of the connections (A,B,C,D) of the eight-way valve (60). Thermally insulated eight-way valve (60) according to claim 2, in which external tubes (76, 78, 79, 80, 81, 82, 76b, 78b, 79b, 80b, 81b, 82b) to the first block, to the second block and to the insulating layer connect the two cavities. Thermally insulated eight-way valve (60) according to claim 2, wherein internal conduits (84,85,84b,85b) in the first block, second block and insulating layer connect the two cavities. Thermally insulated eight-way valve (60) according to any one of claims 1 to 4, wherein the cylindrical rotating bodies (64,64b,66,66b) are rotationally secured, in particular by a set of connecting rods, so as to be driven in rotation by the same actuator. Thermally insulated eight-way valve (60) according to any one of claims 1 to 4, wherein the cylindrical rotating bodies (64, 64b) of the first block are rotationally joined, in particular by a set of connecting rods, so as to be driven by a first actuator, the cylindrical rotating bodies (66, 66b) of the second block are also rotationally joined, in particular by a set of connecting rods, so as to be driven by a second actuator. Thermally insulated eight-way valve (60) according to any one of claims 1 to 6, characterized in that it is made of plastic materials with low thermal conductivity in order to reduce heat exchange between the hot heat transfer fluid and the cold heat transfer fluid circulating in the eight-way valve (60). Thermal management system of a motor vehicle, equipped with an eight-way valve (60) thermally insulated according to any one of claims 1 to 7, and four heat exchange circuits through which a heat transfer fluid circulates, the motor vehicle comprising at least one element of the powertrain and a passenger compartment, each equipped with a heat exchanger (21, 32), characterized in that the four heat exchange circuits are each connected to the eight-way valve (60), each heat exchange circuit circulating at least one between a hot heat transfer fluid and a cold heat transfer fluid. Thermal management system according to claim 8, in which a first heat exchange circuit (1) comprises a main circuit comprising successively a compressor (10), a condenser (11), a tank (12), an expansion valve (13) and an evaporator (14), the condenser (11) being provided with a secondary circuit connected to a seventh connection (G) and an eighth connection (H) of the eight-way valve (60), the evaporator (14) being provided with another secondary circuit connected to a fifth connection (E) and a sixth connection (F) of the eight-way valve (60). Thermal management system according to claim 9, wherein the main circuit of the first heat exchange circuit (1) comprises a heat transfer fluid different from the heat transfer fluid circulating in the secondary circuits of the first heat exchange circuit (1) and in the other heat exchange circuits (2,3,4). Thermal management system according to claim 8 to 10, wherein a second heat exchange circuit (2) comprises a pump (20) and a bypass path in parallel with a heat exchanger (21), the second heat exchange circuit (2) is connected to a first connection (A) and a second connection (B) of the eight-way valve (60), the heat exchanger (21) being designed to exchange heat with the air of the passenger compartment. Thermal management system according to any one of claims 8 to 11, wherein a third heat exchange circuit (3) comprises successively a pump (30), a bypass path (35) in parallel with a radiator (31) and at least one heat exchanger (32), the third heat exchange circuit (3) is connected to a third connection (C) and a fourth connection (D) of the eight-way valve (60), the heat exchanger (32) being designed to exchange heat with at least a part of the powertrain. Thermal management system according to any one of claims 8 to 12, wherein the motor vehicle is an electric vehicle, the thermal management system comprising a fourth heat exchange circuit (4) successively comprising a connected inlet, a pump (40), a heat exchanger (41), a three-way valve (48), and two parallel connections (24, 45), connection (24) being connected to a branch (43) between the inlet and the pump (40), connection (45) being connected to an outlet, a radiator (47) being connected on one side to the three-way valve (48) and on the other side between the branch (43) and the pump (40), the inlet of the fourth heat exchange circuit being connected to the second heat exchange circuit (2) by a three-way valve (42), the outlet of the fourth heat exchange circuit being connected to the second heat exchange circuit (2) at the second connection (B) of the eight-way valve (60), the heat exchanger (41) being designed to exchange heat with a battery of the electric vehicle.