Thermal system for motor vehicle

Abstract

A thermal system (70) for a motor vehicle (100) equipped with an electric motor (20) and an internal combustion engine (10), characterized in that the thermal system comprises a fuel cell (30) capable of powering the electric motor (20), an after-treatment system (60) for the exhaust gases of the combustion engine (10), and a circuit (71) comprising a first set of lines (101), the first set of lines (101) is arranged to enable a first circulation of a heat transfer fluid from the fuel cell (30) to the aftertreatment system (60).

Description

Technical Field

[0001] The present invention relates to a thermal system for a motor vehicle. The present invention also relates to a method for thermal management of a motor vehicle. The present invention further relates to a motor vehicle equipped with a thermal system. Background Art

[0002] There are mainly two types of engines / motors that use hydrogen as an energy source. The first type uses hydrogen in a fuel cell that powers an electric motor. The second type uses hydrogen as a fuel in an internal combustion engine. Both the first type and the second type of engines / motors have advantages.

[0003] The advantages of the first type of engine / motor particularly include very high efficiency when the vehicle is used at low power and no emissions of any regulated pollutants when using an electric motor.

[0004] The advantages of the second type of engine / motor relate to the ability to generate high power with high efficiency. On the other hand, the internal combustion engine produces a small amount of regulated pollutants.

[0005] Patent US6899062B2 discloses a system that combines two types of engines / motors and implements a cooling circuit shared between the first type and the second type of engines / motors. However, this thermal management solution is not optimal. Summary of the Invention

[0006] The object of the present invention is to provide a thermal system that remedies the above-mentioned drawbacks and improves the systems known in the prior art. In particular, the present invention enables the production of a reliable and efficient thermal system, and this thermal system enables the simplification of the thermal management of two types of engines / motors while optimizing the operating conditions of each type of engine / motor.

[0007] To this end, the present invention relates to a thermal system for a motor vehicle equipped with an electric motor and an internal combustion engine, the thermal system comprising a fuel cell capable of powering the electric motor, a post-treatment system for the exhaust gases of the combustion engine, and a circuit comprising a first set of pipelines arranged such that a heat transfer fluid can perform a first circulation from the fuel cell to the post-treatment system.

[0008] In one embodiment, the thermal system includes a first heat exchanger having an inlet point for the fluid to enter the first heat exchanger and an outlet point for the fluid to leave the first heat exchanger.

[0009] Furthermore, the first set of pipelines of the circuit connects a first point near the fuel cell and a second point near the post-treatment system, and the circuit further comprises:

[0010] - A second set of pipelines that connect the outlet point and the first point, and the second set of pipelines are arranged such that the heat transfer fluid can perform a second circulation to cool the fuel cell, and / or

[0011] - A third set of pipelines that connect the outlet point and the third point located near the combustion engine, and the third set of pipelines are arranged such that the heat transfer fluid can perform a third circulation to cool the combustion engine, and / or

[0012] - A fourth set of pipelines that connect the outlet point and the fourth point located near the electric motor, and the fourth set of pipelines are arranged such that the heat transfer fluid can perform a fourth circulation to cool the electric motor.

[0013] In one embodiment, the circuit further includes:

[0014] - A fifth set of pipelines that connect the first point and the third point, and the fifth set of pipelines are arranged such that the heat transfer fluid can perform a fifth circulation from the fuel cell to the combustion engine, and / or

[0015] - A sixth set of pipelines that connect the third point and the first point, and the sixth set of pipelines are arranged such that the heat transfer fluid can perform a sixth circulation from the combustion engine to the fuel cell, and / or

[0016] - A seventh set of pipelines that connect the second point and the first point, and the seventh set of pipelines are arranged such that the heat transfer fluid can perform a seventh circulation from the after-treatment system to the fuel cell.

[0017] In one embodiment, the fuel used by the fuel cell is hydrogen, and / or the fuel cell is of the proton exchange membrane type, and / or the fuel cell is of the high-temperature proton exchange membrane type.

[0018] In one embodiment, the heat transfer fluid is a liquid-phase synthetic heat transfer fluid, and / or the heat transfer fluid is effective in a temperature range greater than or equal to 100 degrees, or even greater than or equal to 200 degrees, especially in the temperature range of -40°C to 200°C, or even in the temperature range of -85°C to 260°C.

[0019] In one embodiment, the after-treatment system includes a pipeline section for the exhaust gas flow, the pipeline section contains a catalytic converter, and the circuit includes a second heat exchanger for implementing heat transfer between the heat transfer fluid circulating in the second heat exchanger and the pipeline section. In addition, the heat exchange surfaces of the pipeline section and the second heat exchanger have a cylindrical shape, and the heat exchange surfaces surround the pipeline section.

[0020] In addition or as an alternative, the heat transfer fluid circulates in a direction opposite to the flow direction of the exhaust gas in the pipeline section.

[0021] The present invention also relates to a method for thermally managing a motor vehicle equipped with a fuel cell, an electric motor, a combustion engine, a post-treatment system for the exhaust gases of the combustion engine, and a thermal system according to the present invention, the method comprising iterating the following steps:

[0022] - a first step of thermally managing the operating phases of the fuel cell and the electric motor, then,

[0023] - a second step of predicting when the combustion engine and the post-treatment system will next start, then,

[0024] - a third step of thermally managing the operating phases of the combustion engine and the post-treatment system, then,

[0025] - a fourth step of predicting when the fuel cell will next start,

[0026] and the second step includes implementing a first circulation of the heat transfer fluid and optionally implementing a fifth circulation of the heat transfer fluid.

[0027] In an embodiment of the thermal management method:

[0028] - the first step and the second step include implementing a second circulation and a fourth circulation of the heat transfer fluid, and / or

[0029] - the third step and the fourth step include implementing a third circulation of the heat transfer fluid, and / or

[0030] - the fourth step includes implementing a sixth circulation and / or a seventh circulation of the heat transfer fluid.

[0031] The present invention also relates to a thermal management system according to the present invention, the system comprising hardware elements and / or software elements for implementing the method according to the present invention, in particular hardware elements and / or software elements designed to implement the method according to the present invention.

[0032] The present invention also relates to a motor vehicle equipped with a thermal system for thermal management according to the present invention. Description of the Drawings

[0033] These subjects, features and advantages of the present invention will be elaborated in detail in the following description of a specific embodiment given by way of non-limiting example with reference to the accompanying drawings, in which:

[0034] Figure 1 A motor vehicle equipped with a thermal system according to an embodiment of the present invention is schematically shown.

[0035] Figure 2Shows a vehicle equipped with an electric motor powered by a fuel cell and a hydrogen thermal engine.

[0036] Figure 3 Shows a first embodiment of a thermal system according to the present invention.

[0037] Figure 4 Is a perspective view of an embodiment of a heat exchanger for a post - treatment system.

[0038] Figure 5 Shows a post - treatment system equipped with a heat exchanger for a post - treatment system.

[0039] Figure 6 Shows a second embodiment of a thermal circuit according to the present invention.

[0040] Figure 7 Shows a third embodiment of a thermal circuit according to the present invention. Detailed Description

[0041] The following refers to Figure 1 and Figure 2 Describes an embodiment of a motor vehicle 100 according to the present invention. The motor vehicle 100 is any type of motor vehicle, in particular a passenger vehicle or a commercial vehicle. The motor vehicle 100 is a hydrogen - powered vehicle, that is to say, a vehicle that uses the energy generated by the reaction of hydrogen and oxygen to move.

[0042] In one embodiment described in more detail in this document, the motor vehicle 100 is a hybrid vehicle that includes both a first hydrogen - operated internal combustion engine 10 and a second electric motor 20, and the second electric motor is powered by electrical energy from a fuel cell 30 supplied with hydrogen. In the remainder of this document, the first engine 10 is referred to as the combustion engine 10 or the thermal engine 10.

[0043] In the remainder of this document, a thermal system 70 responsible for the thermal management of the first engine and the second motor of the motor vehicle 100 is defined. The thermal system 70 includes the first engine 10, the second motor 20, and the fuel cell 30.

[0044] For its operation, the fuel cell 30 must be associated with a high - voltage battery 14 and two converters 15, 16. The battery 14 supplies energy to the electric motor in certain situations (for example, during the stage of starting the electric motor), when the fuel cell has not yet reached its optimal operating temperature. The battery 14 also makes it possible to provide high power very quickly during transient driving phases.

[0045] According to one embodiment, the fuel cell 30 includes three elements: an oxidation anode that emits electrons, a reduction cathode that collects electrons, and an electrolyte that separates the two electrodes. The tank supplies fuel to the two electrodes. The anode receives hydrogen, and the cathode receives oxygen. The anode oxidizes the fuel and then releases electrons, and the electrolyte will force the electrons through an external circuit. This generates a DC current. This process is called "oxidation". As such, the oxygen present in the cathode will react when it comes into contact with the electrons released through the above reaction. This is the "reduction" that generates heat and water.

[0046] To enable the operation of the first engine and the second motor, the thermal system 70 further includes:

[0047] - A hydrogen storage system 40 that includes an interface for filling the hydrogen storage system and enables the supply of hydrogen to the combustion engine 10 and the fuel cell 30,

[0048] - A drive shaft 50 that is connected to the first engine 10 and the second motor 20 and transmits rotational motion to the wheels of the motor vehicle 100,

[0049] - An aftertreatment system 60 for the exhaust of the first engine 10.

[0050] The purpose of the aftertreatment system 60 is to treat the nitrogen oxides generated by the thermal engine 10 during hydrogen combustion. The aftertreatment system enables the production of nitrogen molecules from nitrogen oxides.

[0051] The thermal system 70 includes a thermal circuit 71 according to the present invention, and the thermal circuit 71 can manage

[0052] - On the one hand, the cooling of the fuel cell 30 and the first engine 10, and

[0053] - On the other hand, the heating of the aftertreatment system 60.

[0054] In addition, during a period before the transition between the driving phase using the thermal engine and the driving phase using the electric motor, the thermal circuit 71 can use the heat generated by the thermal engine and / or the afterburning system to heat the fuel cell 30 so that the fuel cell reaches a temperature close to its operating temperature, for example, a temperature close to 100 degrees.

[0055] In addition, during a period before the driving phase using the electric motor and the driving phase using the thermal engine, the thermal circuit 71 can heat the aftertreatment system and / or the thermal engine so that they reach a temperature close to their operating temperature, for example, a temperature close to 100 degrees.

[0056] In Figures 3 to 5 The various embodiments shown, the thermal circuit 71 includes:

[0057] - The first set of pipelines 101, which connect a first point A near the fuel cell and a second point B near the post-treatment system 60.

[0058] - The heat exchanger 72, which has an inlet 721 and an outlet 722 for the heat transfer fluid.

[0059] - The first pump 73, which is placed downstream of the outlet 722 and circulates the cooled heat transfer fluid to a three-way valve 731, which can direct the heat transfer fluid to the fuel cell and / or the heat engine and / or the electric motor to cool them.

[0060] - The second pump 74, which is placed upstream of the inlet 721 and circulates the heated heat transfer fluid through a passage near the heat engine and / or near the post-treatment system 60 and / or near the fuel cell during operation.

[0061] Cooling or heating a given element of the thermal system 40 (the given element can be, for example, the fuel cell or the post-treatment system 60) through the thermal circuit 71 requires a part of the thermal circuit 71 to be arranged at a relatively small distance from the given element. In other words, a part of the thermal circuit 71 must circulate at a sufficiently small distance from the given element to allow heat transfer between this part of the thermal circuit and the given element.

[0062] In the remainder of this document, the expression "point X is near element Y" should be interpreted to mean "point X is at a sufficiently small distance from element Y to allow heat transfer between the heat transfer fluid circulating at point X and element Y".

[0063] For example, the expression "the first point A near the fuel cell" should be interpreted as "the first point A at a sufficiently small distance from the fuel cell to allow heat transfer between the heat transfer fluid circulating at point A and the fuel cell".

[0064] The expression "near..." can also be used to precisely locate the part of the thermal circuit 71 that is at a sufficiently small distance from the given element to allow heat transfer between this part of the thermal circuit 71 and the given element.

[0065] In the remainder of this document, the expressions "point A", "point B", "point C" or "point D" are used to denote the parts of the circuit 71 that are near the element to be cooled or heated. For example, the term "point A" denotes the part of the circuit 71 that is near the fuel cell 30. Depending on the context in which it is used, the term "point A" can denote a zone upstream of the fuel cell 30 with respect to the circulation direction of the heat transfer fluid, or a zone downstream of the fuel cell 30 with respect to the circulation direction of the heat transfer fluid.

[0066] The circuit 71 includes a first shut-off valve 732 which is provided on a part of the circuit for allowing cold heat transfer fluid to enter near the after-treatment system 60. The first shut-off valve 732 enables the cooling of the thermal engine 10 without cooling the after-treatment system 60.

[0067] In an embodiment presented below with reference to Figure 7 the circuit 71 further includes a second shut-off valve 733.

[0068] Thus, the thermal circuit 71 includes a first set of pipelines 101 which are arranged such that the heat transfer fluid can perform a first circulation between a first point A located near the fuel cell and a second point B located near the after-treatment system 60 in order to implement heat transfer from the fuel cell 30 to the after-treatment system 60.

[0069] In other words, the first set of pipelines 101 enables the use of the heat generated by the fuel cell 30 to heat the after-treatment system 60. The first circulation is particularly advantageous during the time interval before the transition between the operating phases of the electric motor 20 and the thermal engine 10 and when the after-treatment system 60 needs to be started. Thus, when the after-treatment system 60 is started, the after-treatment system will have to be preheated by implementing the first circulation.

[0070] The feasibility and efficiency of this preheating of the after-treatment system 60 require a match between the temperature of the heat transfer fluid and the optimal temperature for the operation of the after-treatment system 60.

[0071] However, the temperature of the heat transfer fluid depends particularly on the operating temperature of the fuel cell 30. In particular, a fuel cell of the proton exchange membrane type can heat the heat transfer fluid to a temperature of approximately 100 degrees, thus allowing the after-treatment system 60 to reach this temperature by implementing the first circulation 101 before its start-up.

[0072] The 100-degree temperature thus reached by the after-treatment system 60 is lower than the lowest temperature at which it can operate, which is typically about 200 degrees. This is particularly the case for an after-treatment system using the so-called "selective catalytic reduction" catalytic technology. This technology, which is most suitable for neutralizing nitrogen oxide molecules emitted by the combustion engine 10, becomes effective once the catalytic converter reaches a temperature above 200 degrees or 225 degrees.

[0073] The preheating of the after-treatment system enables reducing the time for raising the temperature of the after-treatment system 60 to the lowest operating temperature of the catalytic converter and thus reducing the amount of nitrogen oxide molecules emitted between the moment of starting the combustion engine 10 and the moment when the catalytic converter reaches the optimal operating temperature. For example, in the case of an electrically assisted after-treatment system, the preheating of the after-treatment system also enables reducing the electrical energy required to bring the after-treatment system 60 to its lowest operating temperature.

[0074] As an alternative, a second type of proton exchange membrane fuel cell, known as a "high temperature" proton exchange membrane fuel cell, can heat the heat transfer fluid to a temperature of approximately 200 degrees. In this case, preheating of the post-treatment system 60 is particularly advantageous because it allows the catalytic converter to reach its optimal operating temperature before the moment of starting the combustion engine 10.

[0075] The choice of heat transfer fluid should depend on the operating temperature range of the various components intended to be cooled or heated by the heat circuit 71. This choice affects the temperature transfer efficiency between the heat source (the fuel cell 30 in the case of the first cycle) and the element to be heated (the post-treatment system 60 in the case of the first cycle). Some fluids have a very wide operating range. Notably, some liquid-phase synthetic heat transfer fluids have excellent heat transfer characteristics over a wide temperature range. Therefore, they are very advantageous for applications requiring an effective cooling and heating range and provide excellent heat transfer rates, even at -45°C, with a recommended operating temperature range between -85°C and 260°C.

[0076] Figure 3 A first embodiment of the circuit 71 is shown, in which the fuel cell 30, the combustion engine 10, and the post-treatment system 60 are connected to the circuit 71, while the electric motor 20 is not connected to the circuit 71.

[0077] Figure 6 A second embodiment of the circuit 71 is shown, in which the fuel cell 30, the electric motor 20, the combustion engine 10, and the post-treatment system 60 are connected to the circuit 71.

[0078] Figure 7 A third embodiment of the circuit 71 is shown, which is a variant of the first embodiment, in which a discharge system 734 for the heat transfer fluid and a second shut-off valve 733 have been added in the part of the cooling circuit relative to the post-treatment system 60. The discharge system 734 makes it possible to discharge the heat transfer liquid in contact with the post-treatment system when the post-treatment system is at a very high temperature (for example, during the stage when the post-treatment system has reached its operating temperature).

[0079] In an advantageous embodiment of the thermal system 70, the circuit 71 further includes a second heat exchanger 75, which is intended to facilitate heat transfer between the heat transfer fluid and the pipeline section of the post-treatment system containing the catalytic converter. For this purpose, the second heat exchanger has a heat exchange surface 754 for exchanging heat with the first pipeline section.

[0080] Figure 4 and Figure 5 An embodiment of the second heat exchanger 75 is shown. Figure 5An exhaust system 90 is shown, which includes a post-treatment system 60 that is arranged upstream of the exhaust pipe line 80 with respect to the circulation direction 759 of the exhaust gas. A second heat exchanger 75 is provided near the pipeline section of the post-treatment system that contains the catalytic converter.

[0081] In the presented embodiment, the pipeline section of the second exchanger 75 and the heat exchange surface 754 have a cylindrical shape. Advantageously, the cylindrical pipeline section is arranged inside the cylinder formed by the heat exchange surface 754 such that the heat exchange surface 754 surrounds the pipeline section.

[0082] The heat exchange fluid in the circuit 71 circulates in the second heat exchanger 75 in the space defined by the outer surface 753 and the inner surface 754 of the second heat exchanger 75 between the inlet point 751 and the outlet point 752 of the second heat exchanger 75. The inner surface 754 acts as a heat exchange surface for exchanging heat with the first pipeline section; notably, it implements the heat transfer between the heat transfer fluid circulating in the second heat exchanger 75 and the first pipeline section.

[0083] In one embodiment, the inlet point 751 and the outlet point 752 of the second heat exchanger 75 are arranged such that the heat transfer fluid flows in a direction opposite to the flow direction of the exhaust gas.

[0084] Furthermore, the heat circuit 71 provides means for implementing different circulations of the heat transfer fluid, which circulations are intended to cool components, especially to cool these components during the operation of the electric motor 20, the combustion engine 10, and the fuel cell 30.

[0085] Thus, the circuit 71 includes:

[0086] - A second set of pipelines 102 that connect the outlet point 722 of the first exchanger 72 to a first point A. The second set of pipelines 102 is arranged such that the heat transfer fluid can perform a second circulation to cool the fuel cell 30, and / or

[0087] - A third set of pipelines 103 that connect the outlet point 722 of the first exchanger 72 and a third point C located near the combustion engine 10. The third set of pipelines 103 is arranged such that the heat transfer fluid can perform a third circulation to cool the combustion engine 10.

[0088] Furthermore, in Figure 6 In one embodiment shown, the motor vehicle 100 is also equipped with an electric motor 20, and the heat circuit 71 includes a fourth set of pipelines 104 that connect the outlet point 722 and a fourth point D located near the electric motor 20. The fourth set of pipelines 104 is arranged such that the heat transfer fluid can perform a fourth circulation to cool the electric motor 20.

[0089] In addition, other circulations of the fluid can be envisaged, especially during the time interval before the start of either the engine or the motor.

[0090] Thus, in addition to the above-mentioned first set of pipelines 101, the circuit 71 advantageously includes other devices for preheating either the engine 10 or the motor 20 or the fuel cell, which are selected from:

[0091] - A fifth set of pipelines 105 that connect a first point A and a third point C, and the fifth set of pipelines 105 are arranged such that the heat transfer fluid can perform a fifth circulation from the fuel cell 30 to the combustion engine 10, and / or

[0092] - A sixth set of pipelines 106 that connect the third point C and the first point A, and the sixth set of pipelines 106 are arranged such that the heat transfer fluid can perform a sixth circulation from the combustion engine 10 to the fuel cell 30, and / or

[0093] - A seventh set of pipelines 107 that connect a second point B and the first point A, and the seventh set of pipelines 107 are arranged such that the heat transfer fluid can perform a seventh circulation from the after-treatment system 60 to the fuel cell 30.

[0094] To implement the preheating of either the engine 10 or the motor 20 or the fuel cell, the thermal system 70 advantageously includes means for detecting the next conversion between the use of the combustion engine and the use of the electric motor.

[0095] In one embodiment,

[0096] - A first subsystem 110 including the fuel cell 30 and the electric motor 20 is controlled by a first digital controller 111, and

[0097] - A second subsystem 120 including the combustion engine 10 and the after-treatment system 60 is controlled by a second digital controller 121.

[0098] The first digital controller 111 and the second digital controller 121 are controlled by a central controller 131 that manages the vehicle's energy management rules. Detection of the next instance that requires starting either the first subsystem 110 or the second subsystem 120 is implemented at the central controller 131 (e.g., in order to optimize consumption). Then, this information is transmitted to at least one of the first digital controller 111 and the second digital controller 121. The digital controllers 111, 121 of the system to be started next command the start of the preheating of the said system.

[0099] In this embodiment, the thermal system 70 can communicate with the digital controllers 111, 121 in order to detect the next conversion between the use of the combustion engine and the use of the electric motor.

[0100] In an advantageous embodiment, the thermal system 70 further comprises means for implementing the thermal management method according to the invention. Notably, the thermal system 70 comprises a processing unit 76, which includes a microprocessor 77, a memory 78 and a communication interface 79.

[0101] The thermal system 70, and in particular the microprocessor 77, mainly comprises the following modules that cooperate with each other:

[0102] - A module 771 for thermal management of the operating phases of the fuel cell and the electric motor, which is capable of cooperating with the pump 73 and the three-way valve 731,

[0103] - A module 772 for predicting when the combustion engine and the aftertreatment system will start next, which is capable of cooperating with the second digital controller 121 and the pump 74,

[0104] - A module 773 for thermal management of the operating phases of the combustion engine and the aftertreatment system, which is capable of cooperating with the pump 73, the three-way valve 731, the first shut-off valve 732 and the second shut-off valve 733,

[0105] - A module 774 for predicting when the fuel cell and the electric motor will start next, which is capable of cooperating with the first digital controller 111 and the pump 74.

[0106] The motor vehicle 100, and in particular the thermal system 70, preferably comprises all the hardware elements and / or software elements configured to implement the method defined in the subject matter of the present invention or the methods described below.

[0107] The method comprises iterating through the following steps:

[0108] - A first step E1 of thermal management of the operating phases of the fuel cell and the electric motor, and then

[0109] - A second step E2 of predicting when the combustion engine and the aftertreatment system will start next, and then

[0110] - A third step E3 of thermal management of the operating phases of the combustion engine and the aftertreatment system, and then

[0111] - A fourth step E4 of predicting when the fuel cell and the electric motor will start next,

[0112] The second step E2 comprises implementing a first circulation of the heat transfer fluid and, optionally, implementing a fifth circulation of the heat transfer fluid.

[0113] In the first step E1, the first subsystem 110 including the fuel cell 30 and the electric motor 20 is started and controlled by the first digital controller 111.

[0114] In one embodiment, a command to start cooling is then received from the first digital controller 111.

[0115] Then, if the pump 73 has not been started yet, it is put into operation, and the three-way valve 731 is configured to implement a second circulation 102 of the fluid between the outlet point 722 of the first heat exchanger 72 and a first point A near the fuel cell 30 to cool the fuel cell 30. Additionally, the three-way valve 731 is also configured to implement a fourth circulation 104 of the fluid between the outlet point 722 of the first heat exchanger 72 and a fourth point D near the electric motor 20 to cool the electric motor 20.

[0116] Then, the method proceeds to step E2 of predicting when the combustion engine and the aftertreatment system 60 will start next. In step E2, a notification of when the second subsystem 120 including the combustion engine 10 and the aftertreatment system 60 will start next is awaited, and this notification can come from the second digital controller 121.

[0117] Upon receiving the notification of when the second subsystem 120 will start next, a first circulation of the heat transfer fluid between the fuel cell 30 and the aftertreatment system 60 is implemented. To this end, if the second pump 74 has not been started yet, it is put into operation.

[0118] In an embodiment where the loop 71 includes a second heat exchanger 75 according to the embodiment described above with reference to Figure 6 heating of the aftertreatment system 60 is then achieved by passage of the heat transfer fluid between the inlet point 751 and the outlet point 752 of the second heat exchanger 75.

[0119] Furthermore, in step E2, a fifth circulation of the heat transfer fluid between the fuel cell 30 and the combustion engine 10 can also be implemented to heat the combustion engine 10.

[0120] Then, a notification of when the second subsystem 120 will start next is awaited, and this notification can come from the second digital controller 121. When such a notification is received, the method proceeds to step E3.

[0121] In step E3, the three-way valve 731 is configured to implement a third circulation 103 of the heat transfer fluid between the outlet point 722 and a third point C near the combustion engine 10 to cool the combustion engine 10. Advantageously, the first shut-off valve 732 is configured to prevent cold cooling fluid from passing near the aftertreatment system 60. Additionally, the implementation of the fifth circulation of the heat transfer fluid is interrupted to interrupt the heating of the combustion engine 10 by the fuel cell 30.

[0122] Advantageously, the first shut-off valve 732 is closed to prevent the cooling of the aftertreatment system 60.

[0123] If the circuit 71 is implemented according to the third embodiment described above with reference to Figure 6 the second shut-off valve 733 can also be closed in order to prevent the aftertreatment system from transferring too much heat to the heat transfer fluid. In the case where the temperature reached by the aftertreatment system 60 is much higher than the operating temperature of the fuel cell 30, the discharge system 734 is then activated in order to store the heat transfer fluid that has been heated by the aftertreatment system 60. The fluid thus stored will then be reinjected when it is again necessary to heat it before the start of the aftertreatment system.

[0124] Then, the method proceeds to step E4 of predicting when the fuel cell will start next. In step E4, a notification of when the first subsystem 110, which includes the fuel cell and the electric motor, will start next is awaited, and this notification can come from the first digital controller 111.

[0125] When the notification of when the first subsystem 110 will start next is received, a sixth cycle of the heat transfer fluid between the heat engine 10 and the fuel cell 30 is implemented. To this end, if the second pump 74 has not been started, the second pump is started.

[0126] In addition or as an alternative, a seventh cycle of the heat transfer fluid between the aftertreatment system 60 and the fuel cell 30 is implemented. To this end, if the circuit 71 includes a discharge system 734 and if the discharge system 734 has been activated, the discharge system 734 is deactivated. In addition, if the second shut-off valve 733 has been closed, the second shut-off valve is opened.

[0127] Then the process returns to step E1.

[0128] Table 1 provides an overview of the various cycles of the heat transfer fluid that can be implemented by the thermal circuit according to the invention depending on the transition between the use of the combustion engine 10 and the use of the electric motor 20.

[0129] [Table 1]

[0130]

[0131] The first row of Table 1 defines the various driving phases of the motor vehicle 100:

[0132] - The first phase of operation using the electric motor, without predicting when the combustion engine will be used next, corresponds to step E1,

[0133] - The second phase of operation using the electric motor, predicting when the combustion engine will be used next, corresponds to step E2,

[0134] - The third stage of operation using the combustion engine, without predicting when the electric motor will be used next, corresponds to step E3.

[0135] - The fourth stage of operation using the combustion engine, predicting when the electric motor will be used next, corresponds to step E4.

[0136] The second row of Table 1 describes the circulation of the heat transfer fluid for the thermal management of the fuel cell implemented according to the four drive stages listed above.

[0137] The third row of Table 1 describes the circulation of the heat transfer fluid for the thermal management of the electric motor implemented according to the four drive stages listed above.

[0138] The fourth row of Table 1 describes the circulation of the heat transfer fluid for the thermal management of the combustion engine implemented according to the four drive stages listed above.

[0139] The fifth row of Table 1 describes the circulation of the heat transfer fluid for the thermal management of the aftertreatment system implemented according to the four drive stages listed above.

[0140] The sixth row of Table 1 describes the operation of the exhaust system 734 according to the four drive stages listed above.

[0141] In one embodiment not described in detail in this document, the combustion engine 10 and the electric motor 20 can be used simultaneously.

[0142] Finally, the thermal system according to the invention makes it possible to combine all the thermal requirements of the engine and the motor, the fuel cell and the aftertreatment system by implementing a single heat transfer fluid circuit. The single circuit makes it possible to cool one and / or the other of the engine and the motor, and the fuel cell during the operation of the electric motor. The single circuit also makes it possible to preheat the aftertreatment system, the heat engine and / or the fuel cell before starting (especially when alternating between the engine / motor).

[0143] The preheating implemented by means of the thermal system makes it possible to shorten the temperature rise phase of the aftertreatment system; thus, it makes it possible to effectively reduce the nitrogen oxide emissions from the heat engine, and effectively reduce them from the start of the heat engine.

[0144] The preheating implemented by means of the thermal system also makes it possible to reduce the duration of the temperature rise phase of the fuel cell, during which the high-voltage battery must be used. Therefore, by means of the thermal system, when the fuel cell and the electric motor are started, the duration of the use of the high-voltage battery is reduced, thus improving the energy efficiency of the vehicle.

Claims

1. A thermal system (70) for a motor vehicle (100) equipped with an electric motor (20) and an internal combustion engine (10), characterized in that, The thermal system includes a fuel cell (30) capable of powering the electric motor (20), a post-treatment system (60) for the exhaust gas of the combustion engine (10), and a circuit (71) including a first set of pipelines (101) arranged such that the heat transfer fluid can perform a first cycle from the fuel cell (30) to the post-treatment system (60).

2. The thermal system (70) according to the previous claim, characterized in that, The thermal system includes a first heat exchanger (72) having an inlet point (721) for fluid to enter the first heat exchanger (72) and an outlet point (722) for fluid to leave the first heat exchanger (72), and the first set of pipelines (101) of the circuit (71) connects a first point (A) near the fuel cell and a second point (B) near the post-treatment system (60). The circuit further includes: - A second set of pipelines (102) connecting the outlet point (722) and the first point (A), the second set of pipelines (102) being arranged such that the heat transfer fluid can perform a second cycle to cool the fuel cell (30), and / or - A third set of pipelines (103) connecting the outlet point (722) and a third point (C) near the combustion engine (10), the third set of pipelines (103) being arranged such that the heat transfer fluid can perform a third cycle to cool the combustion engine (10), and / or - A fourth set of pipelines (104) connecting the outlet point (722) and a fourth point (D) near the electric motor (20), the fourth set of pipelines (104) being arranged such that the heat transfer fluid can perform a fourth cycle to cool the electric motor (20).

3. The thermal system (70) according to one of the preceding claims, characterized in that, The circuit (71) further includes: - A fifth set of pipelines (105) connecting the first point (A) and the third point (C), the fifth set of pipelines (105) being arranged such that the heat transfer fluid can perform a fifth cycle from the fuel cell (30) to the combustion engine (10), and / or - A sixth set of pipelines (106) connecting the third point (C) and the first point (A), the sixth set of pipelines (106) being arranged such that the heat transfer fluid can perform a sixth cycle from the combustion engine (10) to the fuel cell (30), and / or - A seventh set of pipelines (107) connecting the second point (B) and the first point (A), the seventh set of pipelines (107) being arranged such that the heat transfer fluid can perform a seventh cycle from the post-treatment system (60) to the fuel cell (30).

4. The thermal system (70) according to one of the preceding claims, characterized in that, The fuel used by the fuel cell (30) is hydrogen, and / or the fuel cell (30) is of the proton exchange membrane type, and / or the fuel cell is of the high-temperature proton exchange membrane type.

5. The thermal system (70) according to one of the preceding claims, characterized in that, The heat transfer fluid is a liquid-phase synthetic heat transfer fluid, and / or the heat transfer fluid is effective in a temperature range greater than or equal to 100 degrees, or even greater than or equal to 200 degrees, in particular in a temperature range from -40°C to 200°C, or even in a temperature range from -85°C to 260°C.

6. The thermal system (70) according to one of the preceding claims, wherein the aftertreatment system (60) comprises a pipeline section (61) for exhaust gas flow, the pipeline section comprising a catalytic converter (62), characterized in that The circuit (71) includes a second heat exchanger (75) for effecting heat transfer between the heat transfer fluid circulating in the second heat exchanger (75) and the pipeline section (61). The pipeline section (61) and the heat exchange surface (754) of the second heat exchanger (75) have a cylindrical shape, and the heat exchange surface (754) surrounds the pipeline section (61), and / or The heat transfer fluid circulates in a direction opposite to the flow direction (759) of the exhaust gas in the pipeline section.

7. A method for thermally managing a motor vehicle (100) equipped with a fuel cell (30), an electric motor (20), an internal combustion engine (10), a post-treatment system (60) for the exhaust of the internal combustion engine (10), and a thermal system (70) as described in one of the preceding claims, characterized in that, The method includes iterating the following steps: - A first step (E1) of thermally managing the operating phases of the fuel cell and the electric motor, and then, - A second step (E2) of predicting when the combustion engine and the aftertreatment system will start next, and then, - A third step (E3) of thermally managing the operating phases of the combustion engine and the aftertreatment system, and then, - A fourth step (E4) of predicting when the fuel cell will start next, And the second step (E2) includes effecting a first circulation of the heat transfer fluid and optionally a fifth circulation of the heat transfer fluid.

8. The thermal management method according to the previous claim, characterized in that - The first step (E1) and the second step (E2) include effecting a second circulation and a fourth circulation of the heat transfer fluid, and / or - The third step (E3) and the fourth step (E4) include effecting a third circulation of the heat transfer fluid, and / or - The fourth step (E4) includes effecting a sixth circulation and / or a seventh circulation of the heat transfer fluid.

9. The thermal management system (70) according to any one of claims 1 to 6, the system including hardware elements and / or software elements (10, 20, 30, 40, 50, 60, 71, 72, 73, 74, 75, 76, 77, 78, 79, 721, 722, 731, 732, 733, 734, 771, 772, 773, 774) for effecting the method according to any one of claims 7 and 8, in particular hardware elements and / or software elements (10, 20, 30, 40, 50, 60, 71, 72, 73, 74, 75, 76, 77, 78, 79, 721, 722, 731, 732, 733, 734) designed to effect the method according to one of the preceding claims, and / or the device includes means for effecting the method according to one of the preceding claims.

10. A motor vehicle (100) equipped with the thermal system (70) for thermal management according to the previous claim and / or according to any one of claims 1 to 6.

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