Thermal management systems for vehicles

Abstract

The invention relates to a thermal management system for a vehicle, comprising: - at least one heat storage device and / or cold storage device (S1, S2); - at least one element of the vehicle to be heated or cooled; - at least one source of heat or cold; - detection means adapted to detect whether heat or cold is available at one of the sources; - control means capable of distributing the heat or cold available at the sources to the elements to be heated or cooled according to transient and nominal needs. Characterized in that it comprises a prediction means capable of making at least one prediction aimed at determining whether heat or cold will be available in the future from any of the sources and / or whether there will be a need for heat or cold at one of the elements to be heated or cooled in the future.

Description

Technical Field

[0001] The present invention relates to a thermal management system for a vehicle and a corresponding management method. Background Art

[0002] Known thermal management systems are suitable for heating or cooling (air conditioning) a passenger compartment of a vehicle, and for heating or cooling vehicle components, such as a battery.

[0003] Electric vehicles use an electric engine coupled to an inverter which in turn is powered by an onboard battery which tends to heat up when used, discharged or recharged. In addition, hybrid vehicles include an internal combustion engine capable of driving the vehicle instead of or in addition to the electric engine.

[0004] In order to ensure optimal operation of these components, it is useful to regulate the components thermally, i.e. to keep their temperature within a certain range during nominal operation and to reach this range as quickly as possible during transient operating conditions (e.g. during startup). For example, for Li+ batteries (i.e. lithium batteries), the operating temperature range is between 0°C and 55°C, preferably between 15°C and 35°C. This optimal operating range varies depending on the chemical composition of the battery. In particular, solid-state batteries have an operating temperature range of more than 100°C.

[0005] At the same time, the system must also be able to ensure effective conditioning of the passenger compartment, especially when the outside air is relatively cold or hot. It needs to be able to quickly condition the passenger compartment, especially when the temperature of the passenger compartment is far below the comfort temperature required by the users.

[0006] Document WO 2018 / 069629 filed by the present applicant discloses a system for thermal regulation of a passenger compartment and / or at least one component of a motor vehicle.

[0007] Figure 1 The system shown in FIG. 1 comprises a circuit 1 for circulating a heat transfer fluid, for example glycol water.

[0008] The heat transfer fluid circuit 1 comprises:

[0009] - a first pump P1,

[0010] - a second pump P2,

[0011] - a first heat exchanger E1 capable of exchanging heat with the refrigerant fluid,

[0012] - a second heat exchanger E2 capable of exchanging heat with the air,

[0013] - a third heat exchanger E3 capable of exchanging heat with the air,

[0014] - a heat storage device S1 (also called a thermal storage device),

[0015] - cold storage device S2 (also called cold storage device),

[0016] a first heating member RE1 for heating the heat transfer fluid, for example an electrical resistor,

[0017] - a second heating member RE2 for heating the heat transfer fluid, for example an electrical resistor,

[0018] - Check valves C1, C2, C3, C4, C5, C6,

[0019] - three-way valves V1, V2, V3, V4, V5, V6, V9, the different channels of which can be actuated and thermostatically controlled,

[0020] - shut-off valves V7, V8, which can be actuated and thermostatically controlled,

[0021] a heating and / or cooling member M1 for a first vehicle component, for example at least one vehicle battery,

[0022] a heating and / or cooling means M2 for a second vehicle component, such as at least one electric engine of the vehicle and / or associated components, such as an inverter,

[0023] A heating and / or cooling member M3 for a third component of the vehicle, for example an internal combustion engine of the vehicle, in particular for heating and / or cooling the oil circuit of the internal combustion engine.

[0024] Specifically, the heat transfer fluid circuit 1 comprises:

[0025] a portion P1 which forms a loop extending from the inlet of the pump P1 to the outlet of the pump P1 and comprises, in succession from the outlet of the pump P1, a valve V6, a valve V5, a valve V4, a valve V3, a branch or connection point R1, a valve V1, a pump P2, a branch R2, a non-return valve C2, a heat exchanger E1, a valve V9, a branch R3, a heat exchanger E2, a valve V7, a branch R4, a branch R5, a branch R6, a branch R7, a branch R8, a third heat exchanger E3, a non-return valve C1 and the pump P1,

[0026] - a bypass portion P2 which connects branch R2 to valve V9,

[0027] - a bypass portion P3 connecting branch R3 to branch R4, said portion P3 comprising a shut-off valve V8,

[0028] - a bypass portion P4 which connects the branch R5 to the valve V3,

[0029] a portion P5 connecting the branch R6 to the valve V4 , said portion P5 comprising, from the branch R6 to the valve V4 , a heating and / or cooling member M1 and a heating member R1 ,

[0030] a portion P6 connecting the branch R7 to the valve V5, said portion P6 containing the heating and / or cooling means M2,

[0031] - A portion P7 connecting the branch R8 to the valve V6 , said portion P7 containing the heating and / or cooling means M3 .

[0032] The system also comprises a circuit 2 for circulating a refrigerant fluid.

[0033] The refrigerant fluid is, for example, a supercritical fluid type, such as carbon dioxide, known as R744. It can also be a subcritical fluid, such as a hydrofluorocarbon, known as R134a, or a refrigerant fluid with a low greenhouse gas impact, i.e. capable of providing a sustainable solution for car air conditioners, known as HFO1234yf.

[0034] The circuit 2 for circulating the refrigerant fluid comprises:

[0035] - Compressor C,

[0036] - a fourth heat exchanger E4, which can form a condenser,

[0037] a fifth heat exchanger E5 which can form an evaporator and / or a condenser,

[0038] a sixth heat exchanger E6 which can form an evaporator,

[0039] - a first regulator D1,

[0040] - a second regulator D2,

[0041] - a third regulator D3,

[0042] - Accumulator A,

[0043] - three-way valves V11, V12, which can be actuated and thermostatically controlled in various ways,

[0044] - Shut-off valves V10 , V13 , V14 , which can be actuated and thermostatically controlled.

[0045] The regulators D1 , D2 , D3 can be of a fixed pressure drop and / or of a variable opening type or a variable pressure drop type, the opening or the pressure drop being adjustable by means of a control element (not shown).

[0046] More specifically, the circuit 2 for circulating the refrigerant fluid comprises:

[0047] a portion P'1 which forms a loop extending from the inlet of the compressor C to the outlet of the compressor C and which comprises, in succession, starting from the outlet of the compressor C, a heat exchanger E4, a branch R'1, a regulator D1, a branch R'2, a valve V11, a heat exchanger E5, a branch R'3, a branch R'4, a valve V13, a branch R'5, a regulator D2, a branch R'6, a heat exchanger E1, a branch R'7, a branch R'8, an accumulator A and a compressor C,

[0048] a bypass portion P'2 connecting branch R'1 to branch R'2, said portion P'2 comprising a valve V10,

[0049] - a bypass portion P'3 which connects the valve V11 to the branch R'3,

[0050] a portion P'4 which connects branch R'4 to branch R'7 and comprises, from branch R'4 to branch R'7, a valve V12, a regulator D3 and a heat exchanger E6,

[0051] - A bypass portion P'5 which connects the valve V12 to the branch R'8.

[0052] The heat exchangers E2 , E4 , E6 are located in an HVAC (heating, ventilation and air conditioning) air circulation duct 3 , which is intended to lead to the passenger compartment of the vehicle.

[0053] The duct 3 has an upstream region, an intermediate region and a downstream region, and air from outside the vehicle is introduced into the upstream region. The terms "upstream" and "downstream" are defined relative to the direction of air flow in the duct, which is in the direction of Figure 1 3b of the pipeline 3. The intermediate zone is divided into two channels, namely a first channel 3c in which the heat exchanger E4 is installed, and a second channel 3d. The two channels 3c and 3d meet in the downstream zone 3b of the pipeline 3. A heating member, such as an electrical resistor, is installed in the channel 3c, for example downstream of the heat exchanger E4.

[0054] A position controlled VT gate is located upstream of channels 3c and 3d and allows fluid to flow selectively in channel 3c or channel 3d. The VT gate can also circulate a specific portion of the fluid in channel 3c and a specific portion of the fluid in channel 3d.

[0055] The system also comprises a fan F1 for forcing outside air through the heat exchangers E3 and E5 , for example located on the front of the vehicle, and a second fan F2 , for example mounted in the upstream zone 3 a of the duct 3 , so as to force air through the duct 3 .

[0056] The pumps P1, P2, the compressor C and the fans F1, F2 are driven by an electric engine.

[0057] The system also includes sensors for measuring, for example, the temperature, flow rate and / or pressure of the heat transfer fluid, refrigerant fluid and / or air, control components for controlling various actuators (motors, valves, etc.), and computing components that output information to the control components, specifically using information from the sensors as input.

[0058] certainly, Figure 1 The embodiments shown in are not exhaustive, and other embodiments may be considered to perform the functions described below.

[0059] As described in WO 2018 / 069629, this system is capable of operating in a number of operating modes as required, aimed at ensuring thermal management of the various elements of the system. Summary of the invention

[0060] There is a need to further improve the performance of this system.

[0061] To this end, the present invention relates to a thermal management system for a vehicle, comprising:

[0062] - at least one heat and / or cold storage device, which forms a heat or cold source,

[0063] - at least one element of the vehicle to be heated or cooled,

[0064] - at least one additional source of heat or cold,

[0065] - detection means adapted to detect whether heat or cold is available at one of said sources,

[0066] - control means capable of distributing the heat or cold available at the source to the elements to be heated or cooled, according to transient or nominal needs,

[0067] Characterized in that the thermal management system comprises a prediction component capable of making at least one prediction aimed at determining:

[0068] whether heat or cooling will be available in the future from any of the sources, and / or

[0069] • Whether there will be a need for heat or cold in the future at one of the elements to be heated or cooled.

[0070] The prediction means therefore make it possible to adapt the operation of the system not only to the data and constraints of the various elements of the system detected in real time, but also to predictions of the behavior of the system to future constraints or opportunities, such as the availability or subsequent lack of heat or cooling at a source, for example.

[0071] In addition, the control and command means make it possible to adapt the operation of the system according to:

[0072] - Transient demands; these are demands that arise in short time periods and result in nominal action in steady state;

[0073] -Nominal need to maintain steady state.

[0074] Specifically, predictions are made by considering data collected about each user's user profile.

[0075] The system may include a management component capable of:

[0076] - defining the thermal needs of one or more of the elements to be heated or cooled of the vehicle and / or the electrical needs of one or more of the elements to be powered of the vehicle based on input data related to the state of the elements to be heated or cooled of the vehicle and to the state of the heat or cooling source, requests from users and / or forecasts,

[0077] - defining an operating mode of the system based on the thermal needs, the electrical needs and / or predictions,

[0078] - operating actuators of the system so as to operate the system according to the selected operating mode.

[0079] The actuator comprises, for example, at least one pump, at least one compressor, at least one controlled valve and / or at least one electrical resistor.

[0080] A heat demand is, for example, a need to heat or cool one of the elements of a system or vehicle, such as a battery, an internal combustion engine, or an electrical or electronic component. The heat demand may also contain information about the amount of heating or cooling to be performed. The heat demand may also be neutral, i.e., no heating or cooling of the element of interest is required. A heat demand may be associated with each of the elements to be heated or cooled in the system.

[0081] The management means can determine from the thermal need and / or from the electrical need whether one or more conditions are met, said conditions defining whether thermal and / or electrical energy is available and defining an operating mode of the system according to said conditions.

[0082] The management means can define the best operating mode of the system among several possible operating modes to meet thermal and / or electrical needs.

[0083] The optimal operating mode may be a compromise between the following parameters: user comfort, battery state of charge (particularly affecting the likelihood of completing the remainder of a given trip, the likelihood of completing a given trip with sufficient battery state of charge for subsequent trips), battery health.

[0084] The optimal operating mode can be designed to reduce the impact of external conditions (especially outdoor temperature) on the above parameters.

[0085] The system may comprise control means capable of controlling actuators belonging to the system and allowing the heat or cold available at the source to be distributed to the elements to be heated or cooled. The control means act dynamically in order to maintain a measured or calculated value, such as the temperature of an element of the system or the vehicle, close to a set value.

[0086] The control means may comprise a PID controller, also known as a PID corrector (proportional, integral, derivative), a predictive control (model predictive control, MPC), a fuzzy logic controller or an optimal control controller. Such control means are known from the field of automation, and their operation will not be explained in detail.

[0087] The prediction means is adapted to calculate the subsequent availability of heat and / or cooling, and / or the subsequent need for heat and / or cooling, from at least one of the following inputs:

[0088] - Data related to the user's habits and / or comfort preferences, specifically:

[0089] Data relating to the temperature of the vehicle's passenger compartment that is typically desired by the user,

[0090] the air flow rate typically required by said users in the passenger compartment,

[0091] the distribution of the air flow typically required by users in the passenger compartment between different air inlet points in the passenger compartment, such as vents,

[0092] the distribution between fresh air from outside the passenger compartment and recirculated air from the passenger compartment that is typically required by the user,

[0093] the orientation of the vents typically desired by the user,

[0094] - Data related to the user's driving habits and / or preferences, in particular:

[0095] data relating to the speed of the vehicle,

[0096] The vehicle’s operating hours,

[0097] · Vehicle downtime,

[0098] The vehicle’s acceleration,

[0099] the speed of the vehicle's internal combustion or electric engine,

[0100] - Data related to the User's journey, specifically:

[0101] the geographical coordinates of the departure point and / or arrival point planned or provided by the user,

[0102] · the real-time geographic coordinates of the vehicle,

[0103] Specifically, weather data along the route, at stops and / or planned destinations, such as wind speed and direction, temperature, rainfall, humidity,

[0104] Traffic conditions along the route,

[0105] the probability that within a given time period the user will connect to a charging station for the battery of the vehicle,

[0106] - data related to the health of the battery,

[0107] -Data related to the battery's state of charge, specifically:

[0108] The type of battery charge, such as fast charge or normal charge,

[0109] Expected charging time.

[0110] Of course, the above list is not exhaustive and other types of data may be used.

[0111] The prediction means may use theoretical models and / or machine learning models, for example using artificial neural networks, or may use a database and be based on pre-existing data. It is also possible to use models based on mathematical equations that simulate the behavior of various components of the system or vehicle.

[0112] Depending on the operating conditions of the vehicle, at least one heat source and / or heat sink also forms the element to be heated or cooled.

[0113] The system may include at least one heat storage device and at least one cold storage device.

[0114] The storage member may contain a phase change material, such as water, ethylene glycol, a saline solution or paraffin. Specifically, the phase change material (PCM) may consist of n-hexadecane, eicosane or a lithium salt, all with a melting point below 40° C. Alternatively, the PCM may be based on, for example, fatty acids, paraffins or eutectic or hydrated salts, or even fatty alcohols. This heat storage member makes it possible to accumulate thermal energy (heat or cold) by latent heat (phase change) or by sensible heat.

[0115] The system may comprise at least one battery capable of forming a heat or cold source and / or capable of forming a heating or cooling element.

[0116] The battery may be mounted in a housing containing a phase change material capable of storing heat and / or cold.

[0117] The system may include an apparatus for heating, ventilating and / or conditioning a passenger compartment of a vehicle, the apparatus comprising:

[0118] - Refrigerant fluid circuit

[0119] - heat transfer fluid circuit,

[0120] - a first heat exchanger capable of exchanging heat between a heat transfer fluid and air destined to enter the passenger compartment of the vehicle,

[0121] - a second heat exchanger capable of exchanging heat between a refrigerant fluid and air destined to enter the passenger compartment of the vehicle and capable of forming a condenser,

[0122] a third heat exchanger capable of exchanging heat between the refrigerant fluid and the air destined to enter the passenger compartment of the vehicle and capable of forming an evaporator,

[0123] - at least one fourth heat exchanger capable of exchanging heat between said refrigerant fluid and said heat transfer fluid,

[0124] The control means are able to distribute the heat or cold between the source and the element to be heated or cooled via the refrigerant fluid circuit, the heat transfer fluid circuit and / or the heat exchanger.

[0125] The heating, ventilating and / or conditioning device may comprise a fifth heat exchanger capable of exchanging heat between firstly the heat transfer fluid or refrigerant fluid and secondly hot gases coming from the exhaust line of the vehicle.

[0126] The battery is capable of exchanging heat with the heat transfer fluid.

[0127] The storage device is capable of exchanging heat with a heat transfer fluid

[0128] The system may comprise a heat engine capable of exchanging heat with a heat transfer fluid, such as oil.The heat engine may be at least one element of the vehicle to be heated or cooled and / or at least one source of heat.

[0129] The system may comprise at least one electrical resistor capable of exchanging heat with the air intended for the passenger compartment or with the aforementioned heat transfer fluid.

[0130] The system may comprise at least one electrical component capable of exchanging heat with a heat transfer fluid, the electrical component being an electric motor and / or a power module capable of forming a heat source.

[0131] The system may include means for pre-conditioning the passenger compartment before a user enters the vehicle.

[0132] The system may comprise management means capable of using the excess electrical energy contained in the vehicle battery, determined according to the prediction made, to power a smart power network external to the vehicle.

[0133] In an electric vehicle, the predicted range and / or comfort levels and the associated different thermal capacities may represent input variables for a predictive charging and discharging strategy for the battery and / or thermal storage device.

[0134] This strategy can be defined in the context of intelligent management of the electricity network, also known as the smart grid. This management can include:

[0135] • Recharging the thermal storage device during off-peak hours for cold starts during peak hours. Off-peak hours are defined as time slots where energy costs are low, as opposed to so-called peak hours where energy costs are high.

[0136] Manage battery energy based on predicted travel needs.

[0137] Distribute excess power from batteries to the smart grid.

[0138] Optimize battery charging and allow the smart grid to prioritize other electrical needs.

[0139] The invention also relates to a method for thermal management of a vehicle comprising a system of the aforementioned type, characterised in that it comprises the following steps:

[0140] - Make at least one prediction to determine:

[0141] whether heat or cooling will be available in the future from any of the sources, and / or

[0142] • Whether there will be a need for heat or cold in the future at one of the elements to be heated or cooled.

[0143] - Distributing the heat or cold available at the source to the elements to be heated or cooled according to needs, in particular according to the prediction.

[0144] The invention will be better understood and other details, features and advantages of the invention will emerge when reading the following description, given as non-limiting examples, with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0145] - Figure 1 is a system for thermal regulation of a passenger compartment and / or at least one component of a motor vehicle;

[0146] - Figure 2 shows the control levels of the thermal management strategy implemented by the thermal management system according to the present invention;

[0147] - Figure 3 An example of a prediction algorithm according to the present invention is shown;

[0148] - Figure 4 A schematic perspective view showing a system according to the invention;

[0149] - Figure 5 An example of a cooling system for an internal combustion engine is shown;

[0150] - Figure 6 is a flow chart of the operation of a heat request generator for an internal combustion engine according to the present invention;

[0151] - Figure 7 The use of different thermal operating modes according to a thermal request issued to an internal combustion engine is shown and an example of a cooling circuit is given;

[0152] - Figure 8 a flow chart showing the operation of a thermal operating mode selector for an internal combustion engine relative to an issued thermal request;

[0153] - Fig. 9 The thermal tolerances of an on-board battery in an electric or hybrid vehicle are shown. The operating temperature range shown is an example for a Li+ battery.

[0154] - Fig.10 A flow chart showing the operation of a heat request generator for a battery;

[0155] - Fig.11 is a flow chart of the operation of a thermal operating mode selector for a battery relative to an issued thermal request;

[0156] - Fig.12 showing comfort conditions for passengers in a passenger compartment of a vehicle;

[0157] - Fig.13 is a flow chart of the operation of a thermal operating mode selector for a passenger compartment of a vehicle with respect to an issued heat request;

[0158] - Fig.14 is an operational flow chart illustrating eight types of thermal request selections of a thermal operating mode selector;

[0159] - Figures 15a to 15h illustrating instructions for an operating mode selector in response to an issued thermal request;

[0160] - Fig.16 A flow chart showing the operation of a request generator of power electronics onboard a vehicle. DETAILED DESCRIPTION

[0161] The thermal management system of the vehicle according to the present invention is similar to that of reference Figure 1 Describe the thermal management system.

[0162] The present invention is specifically directed to the thermal management and operation of such systems.

[0163] It should be noted that the system according to the invention comprises detection and / or calculation means capable of detecting whether heat or cold is available at at least one heat or cold source. These detection means comprise temperature, pressure, flow rate sensors etc. and / or calculation means based on status data of various elements of the system.

[0164] The heat source may be formed, for example, by a heat engine, power electronics for powering an electric engine, a heat storage device S1, a battery, the air outside the vehicle, electrical resistors RE1, RE2, RE3, etc. The cold source may be formed, for example, by the outside air or the cold storage device S2. Of course, other sources of heat or cold may be present.

[0165] The system also comprises control means capable of distributing the heat or cold available at the source to the elements to be heated or cooled as required. These control means comprise the heat transfer fluid circuit 1 and the refrigerant fluid circuit 2 described above, which allow the circulation of heat and cold to the elements to be heated and / or cooled of the vehicle, but also component controllers which allow the activation and deactivation of the various components involved in the control of the system, such as valves, pumps, compressors or fans.

[0166] In other words, controlling the system so that it operates in different modes requires activating / deactivating many components in predefined patterns.

[0167] The system according to the present invention aims to implement a hierarchical thermal management strategy at three control levels, such as Figure 2 As shown in the figure.

[0168] The first level or layer 1 is the highest level of the strategy and is dedicated to the prediction of the thermal management of the optimization system. The prediction can be based on models and / or collected data, which are processed by learning algorithms and / or artificial intelligence techniques to obtain a model of the system, in this case the vehicle and specifically the elements to be cooled and heated and the thermal management system. Thus, the behavior of the system can be predicted using the system model and taking into account, as input data, for example, weather data and / or user habits and / or user preferences and / or data related to the trips made.

[0169] The second level or Tier 2 is an intermediate level of strategy that defines the thermal management of the system in real time. Taking into account the real-time thermal status of system components and vehicle components, as well as the prediction data of the first level of strategy, the second level of strategy selects appropriate and optimized thermal modes to ensure proper operation of system components and vehicle components.

[0170] The third level or Tier 3 is the lowest level of the strategy, where control laws are defined for activating or deactivating selected components according to the thermal mode selected at the second level of the strategy. Also, this level may include control correctors to ensure an accurate match between the system output and a reference, such as the actual temperature of the passenger compartment and the desired temperature of the passenger compartment.

[0171] In a variant of the invention, it is also possible that the second layer manages the activation and deactivation of the various components and that the third layer then issues the appropriate dynamic control laws with respect to the output of the second layer, ie the component being activated or deactivated.

[0172] To implement the first level of thermal management strategy, Figure 1 The system shown in also includes a prediction component capable of performing at least one prediction to determine:

[0173] - whether heat or cooling will be available in the future from any of the sources, and / or

[0174] - Whether there will be a need for heat or cold in the future at one of the elements to be heated or cooled.

[0175] Implementation Figure 2 The predictive component of the system of the first level of the thermal management strategy illustrated in includes a predictive algorithm. Figure 3 An example of the overall architecture is shown in FIG.

[0176] A real-time machine learning algorithm is used to determine a model that predicts the thermal behavior of the vehicle and / or the state and events of the vehicle. The algorithm is designed to establish behavioral patterns based on the habits and / or preferences of the user, the user's interactions with the vehicle, and the vehicle data measured in response to these interactions. This algorithm is fed with the following two types of data:

[0177] - data measured on the vehicle (battery charge state, geographical location, time stamp) but also coming from the user of the vehicle (commands required by the user). These data may be measured in real time on the vehicle when in use or they may be based on a history of previous uses of the vehicle. In the latter case archived data are mentioned. It is of course possible to use both measured and archived data;

[0178] - Background fact data that when compared to the predicted behavior provided to the learning algorithm allows the model to be fine-tuned accordingly. The prediction algorithm outputs estimated values ​​of vehicle variables or states of predefined events at a fixed or variable time horizon that can be adjusted by the user, for example.

[0179] For example, the prediction means is adapted to calculate the subsequent availability of heat and / or cooling, and / or the subsequent need for heat and / or cooling, from at least one of the following inputs:

[0180] - Data related to the user's habits and / or comfort preferences, specifically:

[0181] Data relating to the temperature of the vehicle's passenger compartment that is typically desired by the user,

[0182] the air flow rate typically required by users in the passenger compartment,

[0183] the distribution of the air flow typically required by users in the passenger compartment between different air inlet points in the passenger compartment, such as vents,

[0184] the distribution between fresh air from outside the passenger compartment and recirculated air from the passenger compartment that is usually required by the user,

[0185] The orientation of the vents typically required by the user,

[0186] - Data related to the user's driving habits and / or preferences, specifically:

[0187] Data related to the speed of the vehicle,

[0188] The vehicle’s operating hours,

[0189] · Vehicle downtime,

[0190] The vehicle’s acceleration,

[0191] the speed of the vehicle’s internal combustion or electric engine,

[0192] - Data related to the User’s journey, specifically:

[0193] · the geographical coordinates of the departure point and / or arrival point planned or provided by the user,

[0194] The real-time geographic coordinates of the vehicle,

[0195] Specifically, weather data along the route, at stops and / or planned destinations, such as wind speed and direction, temperature, rainfall, humidity,

[0196] Traffic conditions along the route,

[0197] -Data related to the battery's state of charge, specifically:

[0198] The type of battery charge, such as fast charge or normal charge,

[0199] Expected charging time.

[0200] Furthermore, the system includes Figure 4 to allow Figure 2 Implementation of the second and third levels of the thermal management strategy presented in .

[0201] These management means comprise a thermal request generator and an estimator of the thermal state of the elements of the vehicle and of the components of the system, making it possible to define a thermal request for one or more of the elements to be heated or cooled of the vehicle based on input data relating to the state of the elements of the vehicle and to the state of sources of heat or cold.

[0202] The thermal requests of various vehicle components may be determined in parallel.

[0203] In response to the heat request determined for each vehicle component, the heat mode selector (see Figure 4 )Select the appropriate hardware configuration.

[0204] Figure 6 A flow chart showing the operation of an example of a heat request generator for an internal combustion engine having a cooling circuit in Figure 5 Visible in.

[0205] The cooling system of the internal combustion engine of a vehicle is integrated in the reference Figure 1 In the system described above, this circuit can be noted as HTC (high temperature circuit). It comprises, for example, a radiator, one or more pumps P, an internal combustion engine and thermal storage means comprising a heat storage means and a cold storage means, as well as a three-way valve V for connecting one of the storage means to the pump or for disconnecting the thermal storage means from the rest of the cooling circuit.

[0206] like Figure 6 As can be seen in the figure, the heat request is determined relative to the thermal requirements of the internal combustion engine (here with the aid of the temperature T of the coolant of the circuit). HTc to quantify) in order to ensure the operation of the internal combustion engine under optimal thermal conditions (between 75°C and 90°C), as shown in the following table:

[0207]

[0208] Therefore, according to the coolant temperature, five types of heat requests can be defined: high heating request, low heating request, neutral heat request, low cooling request, high cooling request.

[0209] For example, during a cold start, the engine coolant temperature is relatively low, so a high heating request is issued to raise the engine coolant temperature as quickly as possible.

[0210] This thermal request is transmitted to a thermal mode selector, which is capable of defining a thermal operating mode for the system based on the thermal request. Figure 5 In the example of the internal combustion engine and its cooling circuit shown, the thermal mode selector allows the use of heat sources and cold sources to change the temperature of the hot coolant. Furthermore, the thermal mode selector can take into account the values ​​and events predicted by the prediction component.

[0211] like Figure 7 As shown in , for each heat request generated by the heat request generator to the internal combustion engine, depending on the configuration of the cooling circuit, there may be several solutions to provide cooling or heating according to the heat request. In the example of the internal combustion engine, in response to the heating request, the thermal mode selector can ensure that the hot coolant bypasses the radiator and / or utilizes the heat available in the heat storage device. Similarly, in response to the request for cooling, the thermal mode selector can ensure that the hot coolant flows through the radiator and / or uses the cold available in the cold storage device. The thermal mode selector selects the best option based on the target temperature, the real-time temperature and / or the system prediction.

[0212] Figure 8 An example of an operational flow chart of a thermal mode selector for a cooling system of an internal combustion engine is shown. Depending on the thermal request, a thermal operating mode is selected which configures the circuit differently.

[0213] If a high heating request is made, the heat storage device may be used in addition to the radiator coolant bypass if heat is available at the heat storage device (ie if condition a1 is true).

[0214] If a low heating request is issued, available heat in the thermal storage device is not used unless an event resulting in excess heat is predicted during the vehicle usage cycle (ie, if condition b1 is true).

[0215] When the coolant temperature meets the requirement (neutral heat request), the thermal mode of the system is maintained or maintained.

[0216] If a low cooling request is made, the radiator bypass is closed by default.If an event is predicted during the vehicle's usage cycle that results in excess cold input (ie if condition d1 is true), then stored cold may be used if available at the cold storage device.

[0217] In case of high cooling requests, excess heat can then also be redirected to the thermal storage device in combination with closing of the radiator bypass. Stored cold can also be used (if cold is available at the cold storage device, ie if condition c1 is true).

[0218] Once the thermal operating mode is selected, the component controller (see Figure 4 ) implements the third level of thermal management strategy (Tier 3, see Figure 2 ).

[0219] The assembly controller is able to operate the actuators of the system (valves, fans, pumps) so as to operate the system according to the selected operating mode.

[0220] Thus, the component controller monitors and controls the dynamic behavior of the components of the system. It converts the configuration of the loop of the selected thermal operating mode in binary language (0 or 1). The component controller can be, for example, an implementation of a PID controller, a fuzzy logic system or an optimal control system, thus allowing dynamic control of the components. For example, in response to a high heating request for the battery of the vehicle, the thermal mode selector will select the generation and recovery of heat from a positive temperature coefficient (PTC) resistor. The second level of the strategy (layer 2, Figure 2 ) in order to actively control the current flowing through the electrical resistors according to the temperature evolution of the battery. This control loop ensures that the thermal power dissipated by these resistors decreases as the temperature of the battery increases.

[0221] Therefore, a vehicle thermal management method for implementing a thermal management strategy by means of a system according to the present invention comprises the following steps:

[0222] - Make at least one prediction to determine:

[0223] whether heat or cooling will be available in the future from any of the sources, and / or

[0224] • Whether there will be a need for heat or cold in the future at one of the elements to be heated or cooled.

[0225] - Distributing the heat or cold available at the source to the elements to be heated or cooled according to needs, in particular according to the prediction.

[0226] Of course, the thermal management strategy implemented by the thermal management system according to the invention makes it possible to thermally manage all elements of the vehicle that need to be cooled or heated, such as the battery, the passenger compartment and the on-board power electronics (electric engine, inverter and power converter). It is also possible that, depending on the operating conditions of the vehicle, at least one heat source and / or cold source also forms an element to be heated or cooled.

[0227] For example, in the specific case of batteries, these may be suitable for forming a source of heat or cold and / or for forming a heating or cooling element. In fact, when they give off heat, some of the heat generated may be stored in the heat storage device of the system according to the invention. And, when their temperature is low, some of the cold may be transferred to the cold storage device of the system.

[0228] The battery may be mounted in a housing containing a phase change material capable of storing heat and / or cold.

[0229] As in the case of an internal combustion engine, the thermal system implementing a thermal management strategy is configured to ensure an optimal operating temperature for the battery.

[0230] like Fig. 9 Combination Fig.10It can be seen that the temperature range between 25°C and 35°C allows for optimal battery operation. Above a temperature of 40°C, the battery degrades. To ensure optimal battery operation, several areas of the battery may be monitored individually so that none of these areas has a temperature above 40°C.

[0231] As in Fig.10 As can be seen in , the heat request generator takes into account the risk of damage so that none of the zones of the battery has a temperature Tbat above a critical temperature of 40° C. The heat request is established according to the state of the temperature sensors dedicated to each zone.

[0232] Tmin and Tmax are defined as the minimum and maximum temperatures, respectively, measured by the various temperature sensors in the different zones at a given time.

[0233] The difference between Tmax and Tmin must not exceed 10° C. at any time. If this is not the case, the system will malfunction, for example due to a failure of one of the temperature sensors or a poorly designed battery pack.

[0234] A request for heating is issued when the temperatures Tmin and Tmax are lower than 25°C and 35°C, respectively (zone a).

[0235] If Tmin is between 25°C and 35°C and if Tmax is less than 40°C (zone b), a no heat request is issued.

[0236] If Tmin is greater than 35°C and / or Tmax is greater than 40°C (regardless of Tmin - zone c), a cooling request is issued.

[0237] Responsive to the type of thermal request issued, the thermal operating mode selector configures the system in accordance with the present invention.

[0238] In the case of a battery, a heating request is typically encountered when starting the vehicle from cold or when switching from engine use to battery use in cold weather.

[0239] like Fig.11 As shown in FIG, in the case of a request for heating of the battery, the heat mode selector checks whether:

[0240] - The heat transfer fluid and / or refrigerant fluid circuits provide sufficient heat (condition a2): in the event that these circuits do not transfer sufficient heat (i.e. if condition a2 is false, for example when the internal combustion engine is not operating), the selector checks whether the energy level available via the battery or via the available fuel in the vehicle (condition b2) is sufficient to ensure heating via the refrigerant fluid circuit and heat pump type operating mode or via an electrical resistor.

[0241] Energy level checks usually include ensuring the battery is at its maximum capacity At least 30% of the energy level is available. This verification may also take into account an estimate of this energy level when arriving at the destination. Using this prediction, the energy level condition b2 should be based on a real-time estimate of the remaining driving distance and / or the distance required to reach the next battery charging or fuel tank filling location.

[0242] - Vehicle start when cold (condition c2): In the case of a vehicle start when cold (condition c2 is true), the heat available in the storage device (if any heat is available, ie if condition d2 is true) is used to quickly increase the battery temperature in order to ensure a quick start in good conditions. If there is no heat available at the heat storage device (ie if condition d2 is false), an electrical resistor is used if the battery charge (or oil level) is sufficient (ie if condition f2 is true).

[0243] Similar to what has been described with respect to internal combustion engines, if excess heat is predicted (ie, if condition e2 is true), then the stored heat may be used in operating situations other than cold starts.

[0244] If there is no prediction of excess heat (ie, if condition e2 is false), then the use of stored heat is suspended.

[0245] In the case of a neutral heat request to the battery, the heat mode selector does not control any heat exchange between the battery and a hot or cold source.

[0246] Provides battery cooling in the following conditions: extremely hot weather, fast charging mode, and when the vehicle is heavily loaded.

[0247] In the case of this cooling request, a heat transfer fluid circuit called LTC (low temperature circuit) is used by default. The LTC circuit is designed to cool the electric engine or battery of the vehicle. The temperature of the heat transfer fluid in the LTC circuit is lower than in the HTC circuit. For example, the temperature of the heat transfer fluid in the HTC circuit is between 75 and 90°C, while the temperature of the heat transfer fluid in the LTC circuit is between 20 and 70°C.

[0248] If the heat transfer fluid in the LTC system is not at a sufficiently low temperature (i.e., if condition g2 is false), then the thermal mode selector will select the use of the HVAC (heating, ventilation and air conditioning) system if the battery charge permits (i.e., if condition h2 is true). For battery cooling under transient hot start conditions (i.e., if condition j2 is true), the thermal mode selector defaults to using the available cold in the cold storage device. In the event that the available refrigeration in the cold storage device is insufficient (i.e., if condition k2 is false), the heating, ventilation and / or air conditioning system should be used if the battery charge permits (i.e., if condition m2 is true). If excess cooling is predicted (i.e., if condition l2 is true), the thermal mode selector may allow the cold storage device to be used in any case (i.e., even outside of a hot start).

[0249] In the specific case of thermal management of the passenger cabin, means for heating, ventilating and / or conditioning the passenger cabin are included in the system and parameterized to manage the temperature of the passenger cabin. Management of the passenger cabin temperature is performed to ensure that temperature and humidity conditions in the passenger cabin are maintained to ensure passenger comfort. Fig.12 As can be seen in Figure 1, comfort is provided when the passenger compartment temperature is between 18°C ​​and 26°C and the humidity is between 30 and 80%. The temperature and humidity are measured in the passenger compartment by means of temperature and humidity sensors. A heating, ventilation and / or air conditioning (HVAC) device dedicated to the passenger compartment of a vehicle, such as Figure 1 The diagrams include:

[0250] - refrigerant fluid circuit 2,

[0251] - heat transfer fluid circuit 1,

[0252] a heat exchanger E2 capable of exchanging heat between a heat transfer fluid and the air destined to enter the passenger compartment of the vehicle,

[0253] a heat exchanger E4 capable of exchanging heat between the refrigerant fluid and the air destined to enter the passenger compartment of the vehicle and capable of forming a condenser,

[0254] a heat exchanger E6 capable of exchanging heat between the refrigerant fluid and the air destined to enter the passenger compartment of the vehicle and capable of forming an evaporator,

[0255] - at least a heat exchanger E1 capable of exchanging heat between a refrigerant fluid and a heat transfer fluid,

[0256] - Control means capable of distributing heat or cold between the source and the element to be heated and / or cooled, via the refrigerant fluid circuit 2, the heat transfer fluid circuit 1 and / or said heat exchangers E1 , E2, E4, E6.

[0257] The heating, ventilation and / or air conditioning device for the passenger compartment may also comprise a heat exchanger capable of exchanging heat between firstly a heat transfer fluid or refrigerant fluid and secondly hot gases coming from the exhaust line of the vehicle.

[0258] Thus, the battery, the hot storage and / or the cold storage and substantially all sources of heat or cold in the vehicle can exchange heat with the heat transfer fluid.

[0259] In the case of a passenger cabin, thermal requirements are formulated with respect to passenger comfort, taking into account the temperature and humidity levels of the passenger cabin.

[0260] Hot requests are defined based on the following data:

[0261] - the temperature difference between the temperature Tc of the passenger compartment and the temperature Tu required by the user;

[0262] - humidity xc measured in the passenger compartment;

[0263] - Ambient temperature Tam.

[0264] In nominal operation, the heat sources used to heat the passenger compartment are (in order of priority and availability): the cooling circuit of the HTC heat engine and the heat pump. In transient operating mode, the heat sources used to heat the passenger compartment are (in order of priority and availability): heat storage devices and positive temperature coefficient (PTC) resistors.

[0265] like Fig.13 The definition of hot requests is shown in the following table:

[0266]

[0267] Special hot requests are defined in the following cases:

[0268] - Windshield defog: When the humidity level in the passenger compartment is high or the outside temperature is low, the windshield fogs up. Defogging can be requested by the user or automatically when Tamb < 16°C and xc > 75% or when the optical sensor detects fogging optically.

[0269] - Windscreen defrost: Defrost is activated due to ice being detected on the windscreen or due to a request from the vehicle user.

[0270] - external evaporator of the system (see e.g. Figure 1 Frost on the heat exchanger E5) in the evaporator: Execute the defrost request of the evaporator cyclically or according to the evaporator temperature. Frost on the evaporator will reduce the overall efficiency of the system.

[0271] Fig.13 A heat request generator as previously described is shown for thermally managing a passenger compartment. Fig.14, showing a selection of eight types of thermal requests, showing a thermal mode selector. As can be seen, the selection is made with respect to input data that may come from analog and / or digital sensors, a dashboard of the vehicle, or an event.

[0272] As a priority, the thermal query generator analyses whether ice or fog is detected on the windshield. This detection is done automatically with the aid of sensors (temperature and / or humidity and / or optical). If fogging and / or frost is detected, a request for defrosting and / or dehumidification is issued. In the opposite case, the algorithm determines the thermal needs of the vehicle's passenger compartment.

[0273] The selection of the thermal request is based on the value of the difference between the temperature of the passenger compartment and the desired temperature. Based on the magnitude of this difference, five thermal requests are scaled from high heating request to high cooling request, as described above.

[0274] When heating is required, when the heating, ventilation and / or air conditioning system of the passenger compartment is used, in particular in heat pump mode, defrosting of the evaporator may be necessary. The heat request for heating is then suspended and a request to defrost the evaporator is made and maintained, for example, based on the evaporator temperature, a signal from an optical sensor and / or during a predefined time cycle.

[0275] When cooling is required (low or high), possibly dehumidifying the cabin air (when the cabin is fogged), the temperature of the supply air inside the cabin can be reduced to below the comfort range temperature. To return to the comfort temperature, heating is required to warm up the air, followed by a reduction in humidity.

[0276] Based on measured data and events, requests for evaporator defrost and dehumidification are automatically issued and managed by a heat request generator.

[0277] Therefore, for the passenger compartment, eight hot queries are defined:

[0278] - Heat request for high heating;

[0279] - heat request for low heating;

[0280] - Neutral heat request;

[0281] - Thermal requests for high cooling;

[0282] - heat request for low heating;

[0283] - Request for dehumidification of the passenger compartment;

[0284] - Request to defrost the windshield;

[0285] - Request to defrost the evaporator.

[0286] In response to each request, the thermal mode selector associates with each thermal request a set of instructions that configure an operating mode of a system according to the present invention. Fig.14 The overall architecture of the thermal mode selector algorithm for passenger cabin thermal request is shown in FIG. Figures 15a to 15h The instructions are shown in .

[0287] In response to high heating demand ( Fig.15a ), promoting air recirculation to reduce the heat load. In the transient operating mode, this decision is made in a short time period (i.e., a maximum of 10 minutes), i.e., the time required to reach the climatic conditions of the nominal operating mode. After checking that the coolant temperature is high enough (i.e., if condition a3 is true), the selector switches to using heat from the HTC circuit. If the heat available at the HTC circuit is insufficient or unavailable (i.e., if condition a3 is false), the selector switches so that an electrical source is used. The battery charge (and / or oil level) is checked against the remaining driving distance evaluated by the prediction component, so that a heat pump and / or a positive temperature coefficient (PTC) resistor are used. These two options are used when the energy level and available range are high or when the vehicle is connected to the power grid (i.e., if condition b3 is true or if condition f3 is true).

[0288] When heat is available and used in the HTC loop, the thermal mode selector sends a command to store excess heat in the thermal storage device if the thermal storage level is low (ie, if the h3 condition is false).

[0289] If a heat pump is used, the cold generated at the evaporator may be stored in the cold storage device if the cold storage has a low level (ie if condition g3 is false).

[0290] In case of transient operating modes such as a cold start of the vehicle (i.e. if condition c3 is true) in order to allow a rapid adjustment of the passenger compartment temperature, the thermal mode selector uses the heat storage device as an additional heat source. If the heat level of the heat storage device is not sufficient (i.e. if condition d3 is false), then an electrical resistor should be used if the battery charge and / or fuel level permits and / or the vehicle is connected to the electricity network (i.e. if condition f3 is true).

[0291] When excess heat is predicted, the thermal mode selector allows the use of available heat in the thermal storage device outside of transient situations such as cold starts (ie, if condition e3 is true).

[0292] like Fig.15b As shown in , in response to a low thermal request, similar logic as applied to a high thermal request is used ( Fig.15a) logic. However, in contrast to the high heating demand, the cold start situation does not apply. Furthermore, it should be noted that the air recirculation is only partial. The air flow used may comprise, for example, about 70% recirculated air and 30% fresh air, ie air from outside the passenger compartment.

[0293] In the case of a neutral heat request, the default is to use Fig.15c The selector sends a command to check whether the ambient temperature (outside the vehicle) is close to the temperature desired by the vehicle user (i.e., condition a5 is true). The proportion of fresh air introduced into the passenger compartment (i.e., outside the passenger compartment) varies depending on the difference between the ambient temperature and the target temperature of the passenger compartment (if this difference is less than or greater than 2°C - i.e., if condition a5 is true).

[0294] In case of low cooling request and if Fig.15d As shown in FIG. 1 , by default, if the heat level of the heat storage device is not equal to 100% (ie, if condition h6 is false), the heat storage device is recharged.

[0295] If the energy level allows this (i.e. if condition b6 is true), the cooling mode is activated. Air recirculation is used less frequently. An energy threshold for air conditioning use is set based on a prediction of the remaining driving distance to the next destination and / or charging station. At the same time, if the level of the cold storage device is not 100% (i.e. if condition g6 is false), the cold storage device is recharged.

[0296] If excess cooling is predicted (ie if condition e6 is true), the cooling available at the cooling storage device is used.

[0297] Whenever excess cooling is predicted (ie if condition e6 is true), the thermal mode selector sends an instruction to use the heat available in the thermal storage device, except in the special case of a hot start of the vehicle.

[0298] In response to a high cooling request and if Fig.15e As shown in FIG. 1 , by default, if the heat level of the heat storage device is not equal to 100% (ie, if condition h7 is false), the heat storage device is recharged.

[0299] By default, air recirculation is used, and if the energy level allows this (condition b7 is true), air conditioning is used. At the same time, if the level of the cold storage device is not 100% (i.e., if condition g7 is false), the cold storage device is recharged. If cold is available at the cold storage device (i.e., if condition d7 is true), the cold storage device is used in addition to air conditioning to overcome transient loads during hot starts (i.e., if condition c7 is true). If excess cold is predicted (i.e., if condition e7 is true), the cold available in the cold storage device is used.

[0300] In case of an evaporator defrost request and if Fig.15f As shown in , by default, a low flow of fresh air is introduced into the passenger compartment of the vehicle. If the battery power is sufficient (i.e., condition b8 is true), the heat pump starts or continues to operate and the vents on the front of the dashboard are closed, so that most of the warm air is directed to the windshield.

[0301] In case of a passenger compartment dehumidification (i.e., defog) request, if Figure 15g As shown in FIG, the heating, ventilation and / or conditioning device is used in cooling (air conditioning) and heating (heat pump) mode. The evaporator reduces humidity while the condenser warms the air to a comfortable temperature. A larger fresh air intake (outside) can also be set as air distribution for the front and rear windshields. However, these actions are conditional on a high energy level, i.e. a high battery charge and / or a high fuel level or the vehicle is connected to a recharger (condition b9 is true). The energy level can be evaluated relative to a given destination.

[0302] In case of a windshield defrost request, if Fig.15h As shown in , the heat in the HTC circuit is used if available (i.e. if condition a10 is true). If this heat is not available, the heat pump is activated if the energy level allows this (i.e. if condition b10 is true). The energy level can be evaluated relative to the intended destination. If heat is available (i.e. if condition d10 is true), the heat storage device can be used to increase the temperature. In addition, by default, the thermal mode selector generates air distribution on the windshield and a large intake of fresh air in order to reduce the humidity level.

[0303] Instructions from the thermal mode selector are sent to the assembly controller to configure the operation of the system according to the present invention in response to the thermal request.

[0304] In the case of thermal regulation of power electronics, the heat request generator can issue only two heat requests:

[0305] - Neutral request, and this is the default,

[0306] - A cooling request is issued whenever the temperature of the vehicle's power electronics is above 40°C.

[0307] Fig.16 An operational flow chart of a thermal request generator is shown in FIG, wherein the TPE temperature condition is used to issue a neutral request or a cooling request.

[0308] In case of a heat request for cooling the power electronics, the LTC loop is used to transfer the heat dissipated by the power electronics. In response to a neutral heat request, cooling via the LTC loop is interrupted.

Claims

1. A thermal management system for a vehicle, comprising: at least one heat and / or cold storage device (S1, S2) forming a heat or cold source, - at least one element of the vehicle to be heated or cooled, - at least one additional source of heat or cold, - detection means adapted to detect whether heat or cold is available at one of said sources, - control means capable of distributing the heat or cold available at the source to the elements to be heated or cooled, according to transient or nominal needs, The thermal management system further comprises a prediction component capable of making at least one prediction aimed at determining: whether heat or cooling will be available in the future from any of the sources, and / or whether there will be a need for heat or cold in the future at one of the elements to be heated or cooled, The thermal management system further comprises a management component capable of: - defining the thermal needs of one or more of the elements to be heated or cooled of the vehicle and / or the electrical needs of one or more of the elements to be powered of the vehicle based on input data related to the state of the elements to be heated or cooled of the vehicle and to the state of the heat or cooling source, requests from users and / or forecasts, - defining an operating mode of the system based on the thermal needs, the electrical needs and / or predictions, - operating the actuators of the system so as to operate the system according to the selected operating mode, wherein the system implements a thermal management strategy in a hierarchy of three control levels: a first level, dedicated to the predictions for optimizing the thermal management of a system, said predictions being based on models and / or collected data processed by learning algorithms and / or artificial intelligence techniques to obtain a model of the system, in this case the vehicle and specifically the elements to be cooled and heated and the thermal management system, - a second level, which defines the thermal management of the system in real time, which consists in selecting appropriate and optimized thermal modes to ensure proper operation of said system components and said vehicle components, taking into account the thermal conditions of said system components and said vehicle components in real time, as well as the predictive data of the first level, - A third level, which defines control laws for activating or deactivating selected components according to the thermal mode selected at said second level.

2. The system according to claim 1, characterized in that The forecasting component is capable of calculating the subsequent availability of heat and / or cooling, and / or the subsequent requirement for heat and / or cooling, from at least one of the following input data: - Data related to the user's habits and / or comfort preferences, specifically: data relating to the interior temperature of the vehicle typically required by the user, the air flow rate typically required by said users in the passenger compartment, the distribution of the air flow typically required by the users in the passenger compartment between the different air inlet points in the passenger compartment, the distribution between fresh air from outside the passenger compartment and recirculated air from the passenger compartment that is typically required by the user, the orientation of the vents typically desired by the user, - Data related to the user's driving habits and / or preferences, in particular: data relating to the speed of the vehicle, The vehicle’s operating hours, · Vehicle downtime, The vehicle’s acceleration, the speed of the vehicle's internal combustion or electric engine, - Data related to the User's journey, specifically: the geographical coordinates of the departure point and / or arrival point planned or provided by the user, · The real-time geographic coordinates of the vehicle, Specifically weather data along the route, at stops and / or planned destinations, Traffic conditions along the route, the probability that within a given time period the user will connect to a charging station for the battery of the vehicle, - data related to the health of the battery, -Data related to the battery's state of charge, specifically: Battery charging type, Expected charging time.

3. The system according to claim 1, characterized in that Depending on the operating conditions of the vehicle, at least one source of heat and / or cold also forms the element to be heated or cooled.

4. The system according to claim 1, characterized in that The system comprises at least one heat storage device (S1) and at least one cold storage device (S2).

5. The system according to claim 1, characterized in that The system comprises at least one battery which can form a source of heat or cold and / or can form an element to be heated or cooled.

6. The system according to claim 5, characterized in that The battery is mounted in a housing containing a phase change material capable of storing heat and / or cold.

7. The system according to any one of claims 1 to 6, characterized in that The system comprises a device for heating, ventilating and / or conditioning a passenger compartment of the vehicle, the device comprising: - a refrigerant fluid circuit (2), - a heat transfer fluid circuit (1), - a first heat exchanger (E2) capable of exchanging heat between a heat transfer fluid and air destined to enter the passenger compartment of the vehicle, a second heat exchanger (E4) capable of exchanging heat between a refrigerant fluid and air destined to enter the passenger compartment of the vehicle and capable of forming a condenser, a third heat exchanger ( E6 ) capable of exchanging heat between the refrigerant fluid and the air destined to enter the passenger compartment of the vehicle and capable of forming an evaporator, - at least a fourth heat exchanger (E1) capable of exchanging heat between said refrigerant fluid and said heat transfer fluid, The control means are able to distribute the heat or cold between the source and the elements to be heated and cooled, through the refrigerant fluid circuit, the heat transfer fluid circuit and / or from the heat exchanger.

8. The system according to claim 7, characterized in that The heating, ventilating and / or conditioning device comprises a fifth heat exchanger capable of exchanging heat between firstly the heat transfer fluid or the refrigerant fluid and secondly hot gases coming from the exhaust line of the vehicle.

9. The system according to claim 7, characterized in that The battery is capable of exchanging heat with the heat transfer fluid.

10. The system according to claim 7, characterized in that The storage device is capable of exchanging heat with the heat transfer fluid.

11. The system according to claim 1, characterized in that The system comprises management means capable of using the excess electrical energy contained in the vehicle battery, determined according to the prediction made, to power an intelligent electrical network external to the vehicle.

12. A method for thermal management of a vehicle comprising a system according to any one of claims 1 to 11, characterized in that The thermal management method comprises the following steps: - Make at least one prediction to determine: whether heat or cooling will be available in the future from any of the sources, and / or whether there will be a need for heat or cold in the future at one of the elements to be heated or cooled, - Distributing the heat or cold available at the source to the elements to be heated or cooled according to needs, in particular according to the prediction.

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