Thermal system for motor vehicles.

Abstract

Thermal system for a motor vehicle. Thermal system comprising: - a first subset of ducts forming a first circulation loop of a heat transfer fluid, in which a thermal resistance is disposed; - a second subset of ducts forming a second circulation loop of a heat transfer fluid, separate from the first loop; and - a heat exchanger disposed between a first portion of duct of the first loop and a given portion of duct of the second loop. The system includes a valve and a first pump disposed on the first loop, and a means for controlling the flow rate of the first pump to command either an opening of the valve, so as to allow circulation of a heat transfer fluid in the first portion of duct of the first loop, or a closing of the valve, so as to prevent circulation of a heat transfer fluid in the first portion of duct of the first loop. Figure for the abstract: 9.

Description

Title of the invention: Thermal system for motor vehicle.

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

[0002] To minimize the energy consumption of motor vehicles, particularly electric motor vehicles, heat transfer circuits are designed to recover the heat generated by one element of the circuit to heat another element of the circuit. More generally, a thermal circuit must allow for different heat transfer fluid circulations to adapt to different vehicle operating conditions, for example, a need to heat the passenger compartment and / or a need to maintain the temperature of a traction battery within an optimal temperature range, while minimizing the vehicle's energy consumption.

[0003] However, the implementation of such thermal circuits can be complex, and require the use of many controllable components, including many pumps and solenoid valves, which increases the cost and complexity of developing the thermal system.

[0004] The object of the invention is to provide a thermal system that overcomes the above drawbacks and improves upon known prior art thermal systems. In particular, the invention makes it possible to implement a thermal system that is reliable and efficient and that minimizes the number of controllable components.

[0005] To this end, the invention relates to a thermal system for a motor vehicle comprising - a first subset of ducts forming a first circulation loop for a heat transfer fluid, with a thermal resistance being arranged in the first loop, - a second subset of ducts forming a second circulation loop of a heat transfer fluid, the second loop being separate from the first loop, and - a heat exchanger disposed between a first portion of duct of the first loop and a given portion of duct of the second loop.

[0006] Furthermore, the thermal system includes a valve and a first pump arranged on the first heat transfer fluid circulation loop, as well as a means for controlling the flow rate of the first pump to control either an opening of the valve, so as to allow circulation of a heat transfer fluid in the first portion of the duct of the first loop, or a closing of the valve, so as to prevent circulation of a heat transfer fluid in the first portion of the duct of the first loop.

[0007] In one embodiment, a traction battery is disposed on the second heat transfer fluid circulation loop and / or a heater for a passenger compartment of the motor vehicle is disposed on the first loop.

[0008] In one embodiment, the first duct portion of the first loop is bypassed by a second duct portion of the first loop, such that: - when the valve is open, a flow of the heat transfer fluid generated by the first pump is divided between a first sub-flow flowing in the first duct portion of the first loop and a second sub-flow flowing in the second duct portion of the first loop, and - when the valve is closed, a flow of the heat transfer fluid generated by the first pump flows substantially exclusively into the second portion of the duct of the first loop.

[0009] In one embodiment, a nozzle is made in the second portion of the conduit of the first loop so as to promote a distribution of the flow of the first pump between the first sub-flow and the second sub-flow when the valve is open.

[0010] In one embodiment, the valve is disposed upstream or downstream of the heat exchanger with respect to a direction of flow of a heat transfer fluid in the first loop.

[0011] In one embodiment, the system comprises a third subset of conduits forming a third circulation loop for a heat transfer fluid, in particular the third loop comprising an electric traction motor, the third loop being separate from the first loop, and the third loop comprising a valve, in particular a three-way valve, capable of alternatively preventing or allowing circulation, in the second loop, of a heat transfer fluid from the third loop.

[0012] The invention further relates to a method for thermal management of a thermal system according to the invention, comprising an alternation between - a first thermal insulation stage between the first loop and the second loop, including a control to maintain the flow rate of the first pump of the thermal system below a reference threshold, and - a second heat transfer stage between the first loop and the second loop, including a control to maintain a flow rate of the first pump of the thermal system above the reference threshold.

[0013] In one embodiment, the management process further comprises an alternation between: - a third step of implementing circulation, in the second loop, of a heat transfer fluid originating from the third loop, and - a fourth stage of stopping the circulation, in the second loop, of a heat transfer fluid originating from the third loop, the third or fourth step being executed at the same time as the first or second step.

[0014] The invention also relates to a thermal management device for a thermal system of a motor vehicle, the device comprising hardware and / or software elements implementing the process according to the invention, in particular hardware and / or software elements designed to implement the process according to the invention, and / or the device comprising means of implementing the process according to the invention.

[0015] The invention also relates to an electric or hybrid motor vehicle comprising a thermal system according to the invention or a thermal management device according to the invention.

[0016] Fig. 1 schematically represents a motor vehicle equipped with a thermal system according to an embodiment of the invention.

[0017] Figure [Fig.2] illustrates a first embodiment of a thermal system according to the invention.

[0018] The [Fig.3] is a graph of the evolution of a fluid flow velocity in a pump of a first loop of circulation of heat transfer fluid of a thermal system according to the invention.

[0019] Figure 4 illustrates a second embodiment of a thermal system according to the invention.

[0020] Fig. 5 is a flowchart of a thermal management process according to the invention.

[0021] Figure 6 illustrates a thermal insulation step between three heat transfer fluid circulation loops of the thermal system according to the invention.

[0022] Fig. 7 illustrates a heat transfer step between a first and a second heat transfer fluid circulation loop and a thermal insulation step between the second and a third heat transfer fluid circulation loop of the thermal system according to the invention.

[0023] Fig. 8 illustrates a thermal insulation step between the first and second heat transfer fluid circulation loops, and a heat transfer step between the second and third heat transfer fluid circulation loops of the thermal system according to the invention.

[0024] Figure 9 illustrates a heat transfer step between the first and second heat transfer fluid circulation loops, and a heat transfer step between the second and third heat transfer fluid circulation loops of the thermal system according to the invention.

[0025] An embodiment of a motor vehicle 100 according to the invention is described below with reference to Figures 1 to 9. The motor vehicle 100 is a motor vehicle of any type, in particular a passenger vehicle or a utility vehicle.

[0026] In an embodiment more specifically described in this document, the motor vehicle 100 is an electric vehicle comprising in particular - a passenger compartment 30 equipped with an air heater 11, - a traction battery 12, - and an electric traction motor 13.

[0027] The motor vehicle 100 is equipped with a thermal management system 20 according to the invention, comprising: - a first subset 211 of ducts forming a first loop B1 for the circulation of a heat transfer fluid, a thermal resistance 14 being disposed in the first loop B1, - a second subset 212 of ducts forming a second loop B2 for the circulation of a heat transfer fluid, the second loop B2 being separate from the first loop B1, and - a heat exchanger 15 disposed between a first portion of duct 2111 of the first loop Bl and a given portion 2121 of duct of the second loop B2.

[0028] A first embodiment of a system 20 is described below with reference to [Fig.2],

[0029] The heat exchanger 15 can also be called water-to-water exchanger 15. In the remainder of the document, the term "water" refers to a heat transfer fluid, for example glycol water or a dielectric fluid.

[0030] Loop Bl implements a heating circuit for the passenger compartment 30. In the embodiment illustrated by [Fig.2], in addition to the thermal resistance 14, the heating circuit includes: - a jar 271, - an electric water pump 231, - a temperature sensor 251, - an air heater 11 which implements a transfer, to the passenger compartment 30, of calories from a heat transfer fluid circulating in loop Bl, - a valve 221 also called a "discharge valve", and - the heat exchanger 15.

[0031] Advantageously, the valve 221 is a so-called "discharge" valve, which is calibrated to open automatically when the pressure of a heat transfer fluid circulating in the Bl loop exceeds a predetermined threshold.

[0032] Advantageously, the thermal resistance 14 is a high voltage electrical resistance.

[0033] Various embodiments of a valve 221 are conceivable. For example, the valve 221 may comprise: - a valve body, - a bore formed inside the valve body, the bore defining a passage for a fluid, in a first direction, between a first orifice of the valve and a second orifice of the valve, and - a shutter capable of moving in the bore between a first position and a second position, the first position preventing the fluid from flowing, and the second position allowing the fluid to flow in the first direction.

[0034] The first direction corresponds to the direction of flow of the heat transfer fluid controlled by the pump 231. In addition, the first orifice of the valve 221 is located on the side of the pump 231 relative to the obturator.

[0035] In one embodiment, the obturator can be held in the first position by a spring whose compressive strength is calibrated such that, - when the speed of the pump 231 is below a first speed threshold S_ref then the obturator of the valve 221 is in the first position, therefore the valve 221 is closed, and - when the flow rate of heat transfer fluid controlled by the pump 231 is greater than the speed threshold S_ref, then the shutter of the valve 221 is in the second position, therefore the valve 221 is open.

[0036] Figure 3 shows a graph G1 of the time evolution of a flow velocity V_231 of the heat transfer fluid in the first loop Bl, the flow velocity being controlled by the first pump 231. Between a time T0 and a time T1, the velocity V_231 is maintained at a value VI strictly below the threshold S_ref. The valve 221 is then closed, and the first loop Bl, in particular the thermal resistance 14, is used solely for heating the passenger compartment. From time T1 onwards, the velocity V_231 is maintained at a value V2 strictly above the threshold S_ref. The valve 221 is then opened, and the first loop Bl, in particular the thermal resistance 14, is used to maintain the battery 12 within an optimal temperature range, and, if necessary, to heat the passenger compartment by circulating air through the air heater 11.

[0037] Furthermore, the thermal management system 20 includes a means 241 for controlling the flow rate of the pump 231, capable of implementing: - either an opening of the valve 221, illustrated by figures 7 and 9, so as to allow circulation of a heat transfer fluid in the first portion 2111 of the duct of the first loop Bl, - either a closure of the valve 221, illustrated by figures 6 and 8, so as to prevent a circulation of a heat transfer fluid in the first portion 2111 of the duct of the first loop Bl.

[0038] The second loop B2 implements a thermal management circuit for the traction battery 12, which includes an electric water pump 232, and a temperature sensor 252.

[0039] In addition, the given portion 2121 of the conduit of the second loop B2 passing through the heat exchanger 15 allows heat exchange between the first loop Bl and the second loop B2 when the valve 221 of the first loop Bl is open.

[0040] Thus, the thermal system 20 according to the invention makes it possible to control the implementation or the stopping of a heat transfer between the first loop B1 and the second loop B2 by modifying the flow rate of the pump 231 arranged on the first loop Bl.

[0041] In the remainder of the document, the terms "circulation loop" or "loop" are used to designate a closed circuit of conduits allowing circulation of heat transfer fluid in said circuit.

[0042] In the remainder of this document, the first fluid circulation loop B1 is referred to as "disjoint" from the second fluid circulation loop B2. This means that the heat transfer fluids circulating in the first loop B1 and the second loop B2, respectively, do not mix. The expression "fluidically isolated" is also used to describe two disjoint fluid circulation loops. In other words, a fluid circulating in the first loop B1 does not circulate in the second loop B2, and vice versa. The proximity of the duct sections 2111 and 2121 circulating in the heat exchanger 15 allows heat transfer between loops B1 and B2 without the heat transfer fluids in these loops mixing.

[0043] As will be described later in this document, the thermal system may advantageously include a third subset 213 of conduits forming a third loop B3 of circulation of a heat transfer fluid, the electric traction motor 13 being disposed in the third loop B3.

[0044] As a note, each of the loops B2, B3 includes a pump 232, 233 allowing the flow rate of heat transfer fluid to be adjusted in the loop B2, B3.

[0045] Furthermore, the thermal system 20 advantageously comprises a fourth subset of ducts 214 implementing a fourth air conditioning loop B4, in particular implementing the circulation of a refrigerant, for example, the circulation of a fluid of type R 134a, R1234yf, R744, or R290. The air conditioning loop B4 includes, in particular, an expansion valve 25, an evaporator 26, a compressor 27, and a condenser 28. The fourth loop B4 is fluidically isolated from the three other loops B1, B2, B3. Heat transfer can take place between the fourth loop B4 and each of the three other loops B1, B2, B3. The fourth Loop B4 allows, in particular, the air conditioning of the passenger compartment 30 of the motor vehicle 100 by means of the evaporator 26 located in the housing 261 of a heating, air conditioning, and ventilation system. The fourth loop B4 also allows the temperature of the heat transfer fluid circulating in the second loop B2 to be regulated by means of a cooler 29.

[0046] Advantageously, the traction battery 12 is arranged on the second loop B2 of the heat transfer fluid circulation; in addition, the thermal resistance 14 is arranged on the first loop B1 dedicated to heating the passenger compartment 30 of the motor vehicle 100. Thus, the thermal system 20 according to the invention makes it possible to activate and deactivate, via the pump 231, a thermal transfer, in particular a heat transfer, between, on the one hand, the thermal resistance 14 arranged on the first loop B1 and, on the other hand, the battery 12 arranged on the second loop B2.

[0047] In the described embodiment, the first portion 2111 of the conduit of the first loop B1 is in bypass of a second portion 2112 of the conduit of the first loop Bl.

[0048] Thus, when the valve 221 is open, a flow of heat transfer fluid generated by the pump 231 is distributed between a first sub-flow SD1 flowing into the first portion 2111 of the conduit of the first loop B1 and a second sub-flow SD2 flowing into the second portion 2112 of the conduit of the first loop Bl.

[0049] Furthermore, when the valve 221 is closed, a flow SD3 of heat transfer fluid generated by the pump 231 flows substantially exclusively into the second portion 2112 of the conduit of the first loop.

[0050] In other words, the first loop Bl comprises two points PI, P2 connected by the first portion 2111 of the conduit and the second portion 2112 of the conduit, which are connected in parallel. Thus, depending on the pressure of the heat transfer fluid generated by the pump 231, the fluid circulation between points PI and P2 can comprise: - either fluid circulation occurring substantially only in the second portion of the conduit 2112, - or fluid circulation occurring simultaneously in the first portion 2111 of the conduit and the second portion 2112 of the conduit.

[0051] In a second embodiment of the thermal system illustrated by [Fig.4], a nozzle 60 is made in the second portion 2112 of the conduit of the first loop B1 so as to promote a distribution of the pump flow between the first sub-flow SD1 and the second sub-flow SD2 when the valve 221 is open.

[0052] The nozzle 60 consists of a reduction in a section of the second portion 2112 of the conduit. The reduction can be achieved by inserting and fixing a part in the second portion of conduit, the part thus mechanically reducing the cross-section of the second portion 2112 of conduit.

[0053] The nozzle 60 thus slows the passage of the heat transfer fluid in the second portion 2112 of the conduit.

[0054] The valve 221 can be positioned either upstream or downstream of the heat exchanger 15 with respect to the direction of flow of a heat transfer fluid in the first loop BL. As an aside, placing the valve 221 upstream of the heat exchanger 15 appears preferable, since placing the valve 221 downstream of the heat exchanger 15 can generate pressure variations in the first portion 2111 of the duct of the loop BL

[0055] The third loop B3 is separate from the first loop B1, and the third loop includes a valve 50, in particular a three-way solenoid valve 50, capable of alternately preventing or allowing the circulation, in the second loop B2, of a heat transfer fluid from the third loop B3. For this purpose, an outlet 501 of the valve 50 is connected to the second loop B2, at a point A located upstream of the pump 232 relative to a direction of flow of the heat transfer fluid in the second loop B2. The circulation, in the second loop B2, of a heat transfer fluid from the third loop B3 is intended to use the heat released by the electric traction motor 13 to heat the battery 12.

[0056] In the remainder of this document, the term "motor 13" is used to refer to the electric motor itself, as well as various components associated with the motor and located near it, such as current converters and a charger. In other words, the term "motor 13" encompasses a set of components dedicated to the operation of the motor 13, including the electric traction chain comprising one or more electric motors and inverters and / or one or more converters and / or one or more chargers.

[0057] The thermal system 20 may advantageously include a controller 40 that determines which heat transfer fluid circulation should be implemented. In particular, the controller 40 can determine whether it is advantageous to implement heat transfer between the first and second fluid circulation loops, and / or whether it is advantageous to implement heat transfer between the third and second fluid circulation loops.

[0058] The controller 40 can, for example, manage the conditions of transition from one circulation to another, for example according to the temperatures measured by temperature sensors 251, 252, 253 of the different loops Bl, B2, B3, B4, and / or according to a temperature of an outside air of the vehicle and / or according to a cabin temperature setpoint.

[0059] The invention further relates to a thermal management device 70 comprising a thermal system 20 according to the invention.

[0060] In an advantageous embodiment, the thermal management device 70 comprises means for implementing a method for managing a thermal system 20 according to the invention. In particular, the thermal management device 70 comprises a processing unit 80 including a microprocessor 81, a memory 82, and communication interfaces 83.

[0061] The thermal management device 70, and particularly the microprocessor 81, mainly comprises the following modules which cooperate with each other: - a thermal insulation module 811 between the first loop B1 and the second loop B2, this module being able to cooperate with the controller 40, the temperature sensors 251, 252 of the first and second circulation loops Bl, B2 and the pump 231 of the first circulation loop Bl, - a heat transfer module 812 between the first loop B1 and the second loop B2, this module being able to cooperate with the controller 40, the temperature sensors 251, 252 of the first and second circulation loops Bl, B2 and the pump 231 of the first circulation loop Bl, - a module 813 for implementing circulation, in the second loop B2, of a heat transfer fluid from the third loop B3, this module being able to cooperate with the controller 40, the solenoid valve 50, the temperature sensors 252, 253 of the second and third circulation loops B2, B3 and the pumps 232, 233 of the second and third loops B2, B3, - a module 814 for stopping circulation, in the second loop B2, of a heat transfer fluid from the third loop B3, this module being able to cooperate with the controller 40, the solenoid valve 50, the temperature sensors 252, 253 of the second and third circulation loops B2, B3 and the pumps 232, 233 of the second and third loops B2, B3.

[0062] The motor vehicle 100, in particular the thermal management device 70, preferably comprises all the hardware and / or software elements configured so as to implement the process defined in the object of the invention or the process described below.

[0063] With reference to [Fig. 5], a thermal management process is described comprising - a first alternation between, on the one hand, a first thermal insulation step E1 between the first loop B1 and the second loop B2, and, on the other hand, a second thermal transfer step E2 between the first loop B1 and the second loop B2, and - a second alternation between, on the one hand, a third stage E3 of implementing a circulation in the second loop B2 of a heat transfer fluid from the third loop B3, and, on the other hand, a fourth step E4 of stopping a circulation in the second loop B2 of a heat transfer fluid from the third loop B3, the first and second alternation being executed in parallel with each other.

[0064] In other words, in the embodiment presented, the thermal management process according to the invention simultaneously implements: - a step taken from the first or second step, E1, E2, and - a step taken from the third or fourth step, E3, E4.

[0065] The first step El is illustrated in Figures 6 and 8. In the first step El, the speed of the pump 231 of the first loop B1 is controlled to implement a first threshold SI of the fluid flow velocity strictly lower than the reference velocity threshold S_ref. The valve 221 is then closed, and the heating element 14 of the first loop B1 is used exclusively to heat the vehicle's passenger compartment. Thus, substantially no heat transfer fluid circulates in the first portion of the circuit 2111 of the first loop B1. The heat exchanger 15 is therefore not traversed by a heat transfer fluid from the first loop B1, and no heat exchange occurs between the first loop B1 and the second loop B2.

[0066] The second step E2 is illustrated in Figures 7 and 9. In the second step E2, the speed of the pump 231 is controlled to remain above a second speed threshold S2. As illustrated in [Fig. 6], the valve 221 is then opened. Thus, a flow of heat transfer fluid generated by the pump 231 is divided between a first sub-flow SD1 flowing into the first portion 2111 of the duct of the first loop B1 and a second sub-flow SD2 flowing into the second portion 2112 of the duct of the first loop B1. The heat exchanger 15 is therefore traversed by a heat transfer fluid from the first loop B1, and heat exchange takes place between the first loop B1 and the second loop B2.

[0067] The third step E3 is illustrated in Figures 8 and 9. Valve 50 is then controlled to create a circulation of a heat transfer fluid from the third loop B3 to the second loop B2. The heat transfer fluid flows through an outlet 501 of the three-way valve 50, outlet 501 communicating with an inlet point A of a conduit in the second loop B2. Thus, the heat transfer fluid from the third loop B3 enters loop B2 at point A located upstream of the pump 232 of the second loop B2.

[0068] The fourth step E4 is illustrated in Figures 6 and 7. Valve 50 is then controlled to prevent the circulation of a heat transfer fluid from the third loop B3 to the second loop B2. Outlet 501 is therefore closed, preventing the heat transfer fluid from flowing to the inlet point A of a duct in the second loop B2. Thus, the heat transfer fluid from the third loop B3 is isolated from the second loop B2.

[0069] Finally, a thermal system according to the invention makes it possible to optimize the thermal management of the motor vehicle 100 according to the conditions of use of the vehicle, while minimizing the number of controllable components.

[0070] The technical solution implemented in the invention consists of equipping the passenger compartment thermal management circuit with a relief valve and providing a heat exchanger between the passenger compartment thermal management circuit and the traction battery thermal management circuit. The valve is located upstream, or possibly downstream, of the heat exchanger, the opening of the valve being controlled by the pump equipping the passenger compartment thermal management circuit.

[0071] Advantageously, the relief valve is a purely mechanical component and can be easily pre-calibrated to open at a desired calibration threshold.

[0072] The pump equipping the passenger compartment thermal management circuit allows the activation or deactivation of a heat exchange between the passenger compartment thermal management circuit and the traction battery thermal management circuit.

[0073] Indeed, when the pump is controlled to generate a pressure below the valve's calibration threshold, the valve prevents the circulation of the heat transfer fluid from the passenger compartment's thermal management circuit within the heat exchanger. The heat supplied by the high-voltage electric resistance is then provided exclusively to the passenger compartment heating circuit's air heater.

[0074] Alternatively, when the pump is activated to generate a pressure exceeding the valve's calibration threshold, the valve allows the heat transfer fluid from the passenger compartment heating system to circulate through the heat exchanger. All the heat supplied by the high-voltage electric heating element is then transferred to the battery heating system when there is no need to heat the passenger compartment. Otherwise, the heat generated by the activation of the electric heating element is distributed between the passenger compartment heating system and the battery heating system.

[0075] The implementation of the invention thus lies in the use of a valve, which is a simple component to apply and purely mechanical. Moreover, the regulation logic of an electric water pump is already present in existing systems and does not require the development of new functionalities.

Claims

Demands

1. A thermal system (20) of a motor vehicle (100), the thermal system (20) comprising: - a first sub-assembly (211) of ducts forming a first loop (B1) for circulating a heat transfer fluid, a thermal resistor (14) being disposed in the first loop (B1), - a second sub-assembly (212) of ducts forming a second loop (B2) for circulating a heat transfer fluid, the second loop (B2) being separate from the first loop (B1), and - a heat exchanger (15) disposed between a first portion (2111) of duct of the first loop (B1) and a given portion (2121) of duct of the second loop, characterized in that it comprises a valve (221) and a first pump (231) disposed on the first loop (B1) for circulating the heat transfer fluid, as well as a means (241) for controlling the flow rate of the first pump (231) to control either an opening of the valve (221),so as to allow circulation of a heat transfer fluid in the first portion (2111) of the duct of the first loop (Bl), or a closure of the valve (221), so as to prevent circulation of a heat transfer fluid in the first portion (2111) of the duct of the first loop (Bl).

2. Thermal system (20) according to the preceding claim, characterized in that a traction battery (12) is disposed on the second loop (B2) of heat transfer fluid circulation.

3. Thermal system (20) according to any one of the preceding claims, characterized in that a heater (11) of a passenger compartment (30) of the motor vehicle (100) is disposed on the first loop (Bl).

4. Thermal system (20) according to any one of the preceding claims, characterized in that the first portion (2111) of duct of the first loop (Bl) is in bypass of a second portion (2112) of duct of the first loop (Bl), such that: - when the valve (221) is open, a flow of the heat transfer fluid generated by the first pump (231) is distributed between a first sub-flow (SD1) flowing in the first portion (2111) of duct of the first loop (Bl) and a second sub-flow (SD2) flowing in the second portion (2112) of duct of the first loop (Bl), - when the valve (221) is closed, a flow (SD3) of the heat transfer fluid generated by the first pump (231) flows substantially exclusively into the second portion (2112) of the conduit of the first loop (B 1).

5. Thermal system (20) according to the preceding claim, characterized in that a nozzle (60) is made in the second portion (2112) of conduit of the first loop (B 1) so as to promote a distribution of the flow of the first pump (231) between the first sub-flow (SD1) and the second sub-flow (SD2) when the valve (221) is open.

6. Thermal system (20) according to any one of the preceding claims, characterized in that the valve (221) is disposed upstream or downstream of the heat exchanger (15) with respect to a direction of circulation of a heat transfer fluid in the first loop (Bl).

7. Thermal system (20) according to any one of the preceding claims, characterized in that the system comprises a third subset (213) of conduits forming a third loop (B3) for the circulation of a heat transfer fluid, in particular the third loop comprising (B3) an electric traction motor (13), in that the third loop (B3) is disjoint from the first loop (B1), and in that the third loop (B3) comprises a valve (50), in particular a three-way valve (50), alternatively capable of preventing or allowing circulation, in the second loop (B2), of a heat transfer fluid from the third loop (B3).

8. A method for thermal management of a thermal system (20) according to any one of claims 1 to 7, characterized in that it comprises an alternation between - a first stage (E1) of thermal insulation between the first loop and the second loop, comprising a control for maintaining a flow rate of the first pump (231) of the thermal system (20) below a reference threshold (S_ref), and - a second stage (E2) of heat transfer between the first loop and the second loop, comprising a control for maintaining a flow rate of the first pump (231) of the thermal system (20) above the reference threshold (S_ref).

9. A method of managing a thermal system (20) according to the preceding claim, characterized in that it further comprises an alternation between: - a third step (E3) of implementing a circulation, in the second loop (B2), of a heat transfer fluid from the third loop (B3), and - a fourth step (E4) of stopping a circulation, in the second loop (B2), of a heat transfer fluid from the third loop (B3), the third or fourth step (E3, E4) being executed at the same time as the first or second step (E1, E2).

10. A device (70) for thermal management of a thermal system (20) of a motor vehicle (100), the device comprising hardware and / or software elements (11, 12, 13, 14, 15, 20, 30, 40, 50, 60, 80, 81, 82, 83, 211, 212, 213, 214, 221, 231, 232, 233, 241, 251, 252, 253, 261, 271, 501, 811, 812, 813, 814, 2111, 2112, 2121) implementing the method according to any one of claims 8 or 9, in particular hardware elements (11, 12, 13, 14, 15, 20, 30, 40, 50, 60, 80, 81, 82, 83, 211, 212, 213, 214, 221, 231, 232, 233, 241, 251, 252, 253, 261, 271, 501, 2111, 2112, 2121) and / or software designed to implement the method according to any one of claims 8 or Q

11. y. Motor vehicle (100) with electric or hybrid motorization comprising a thermal system (20) according to any one of claims 1 to 7 or a thermal management device according to claim 10.

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