METHOD FOR CONTROLLING A MULTI-POSITION SOLENOID VALVE THERMAL MANAGEMENT SYSTEM FOR AN ELECTRIFIED VEHICLE

Abstract

The method is implemented in a thermal management installation for an electrified vehicle comprising a solenoid valve (VA) having four heat transfer fluid circulation positions, with a first position allowing heating of an electrical storage device (BAT_HV) by an electric heater (RE) and another position allowing heating of the storage device with calories from a rotating electrical machine (ME) and electrical conversion means (CONV).According to the invention, the method comprises the steps of: a) detecting a request (DRB) to heat the storage device intervening with the solenoid valve (VA) in the first position, b) detecting calories in sufficient quantity coming from the electrical machine and conversion means and c) when said request and calories are detected, controlling a switching of the solenoid valve to said other position and a circulation of heat transfer fluid transporting said calories to the storage device, and cutting off the operation of the heater. Figure 1.

Description

Title of the invention: METHOD FOR CONTROLLING A THERMAL MANAGEMENT INSTALLATION WITH A MULTI-POSITION SOLENOID VALVE FOR AN ELECTRIFIED VEHICLE

[0001] The present invention relates generally to thermal management in an electrified vehicle. More particularly, the invention relates to a method for controlling a thermal management installation with a multi-position solenoid valve for an electrified vehicle. The invention finds a preferred, but not exclusive, application in electrified vehicles of the all-electric, hybrid or fuel cell type.

[0002] The integration of the aerothermal heat pump in electrified vehicles is experiencing strong development, particularly in electric vehicles. The heat pump ensures the heating of the vehicle's passenger compartment in winter, with an energy balance favorable to the vehicle's driving range, especially when its use is prolonged. The performance of the heat pump depends on the outside temperature and other parameters.

[0003] In unpublished French patent application FR2309760, filed on September 15, 2023, the applicant proposed a heating / cooling installation for an electrified vehicle, adapted for the integration of a heat pump and responsible for heating / cooling equipment and the passenger compartment of the vehicle. The installation comprises a multi-position valve connected to first, second and third heat transfer fluid circuits. The first heat transfer fluid circuit is coupled to the passenger compartment of the vehicle. The second heat transfer fluid circuit is coupled to electrical power conversion means and to a rotating electrical traction machine of the vehicle. The third heat transfer fluid circuit is coupled to an electrical traction storage device of the vehicle.The multi-position valve can selectively take one of at least four positions in which it allows isolated operation of at least one of the first, second and third heat transfer fluid circuits and / or coupling between at least two of the first, second and third heat transfer fluid circuits to heat / cool the passenger compartment and / or the electric traction storage unit, and / or cool the electric power conversion means and the rotating electric traction machine.

[0004] The use of the multi-position valve in this installation makes it possible to significantly reduce the number of conduits interconnecting the equipment of the installation and in which the heat transfer fluid circulates. Thus, this valve makes it possible to significantly reduce the quantity of heat transfer fluid and consequently the weight of the installation, but also to simplify the architecture of the installation and its mounting in a vehicle, as well as to significantly reduce its size.

[0005] However, in the installation described above, the inventive entity has identified a particular life situation likely to adversely impact the electrical consumption of the vehicle. This life situation can occur when starting the vehicle, and in the initial rolling phase thereof, when the internal temperature of the electric traction storage device is low and it is necessary to heat it to optimize its operation. An electric heat transfer fluid heater, integrated into the first circuit mentioned above, the one dedicated to the passenger compartment, is then used to heat the electric storage device. The high electrical consumption of this heater, called a "water heater" in English, negatively affects the energy balance of the vehicle.

[0006] The present invention aims to provide an improvement to the operation of a thermal management installation with a multi-position solenoid valve of the type described in the aforementioned French patent application FR2309760, by providing a control method designed to provide a solution to the aforementioned drawback by substantially reducing the need to use the electric heat transfer fluid heater for heating the vehicle's electric traction storage unit.

[0007] According to a first aspect, the invention relates to a method for controlling a thermal management installation of an electrified vehicle, the installation comprising a multi-position solenoid valve for controlling the circulation of heat transfer fluid in first, second and third thermal management sections corresponding respectively to a passenger compartment of the vehicle, a rotating electrical machine and electrical conversion means of the vehicle and an electrical storage device of the vehicle, the solenoid valve having four different positions for circulating heat transfer fluid, with a first position allowing heating of the electrical storage device by means of an electric heat transfer fluid heater of the first thermal management section and another position allowing heating of the electrical storage device by means of calories coming from the second thermal management section.According to the invention, the method comprises the steps of: a) detecting, when the solenoid valve is in the first position, a request to heat the electrical storage device in the third thermal management section, b) detecting sufficient calories in the second thermal management section, and c) when a heating request and sufficient calories are detected jointly with the preceding steps a) and b), controlling a switching of the solenoid valve from the first position to the other position and a circulation of heat transfer fluid from the second section to the third thermal management section so as to heat the electrical storage device, and cutting off the func- . operation of the electric heat transfer fluid heater.

[0008] According to a particular characteristic of the method, in step b), the calories in sufficient quantity in the second thermal management section are detected from a comparison between a temperature of the rotating electrical machine and a first temperature threshold.

[0009] According to another particular characteristic of the method, in step b), the calories in sufficient quantity in the second thermal management section are detected from a comparison between a temperature of the electrical conversion means and a second temperature threshold.

[0010] According to yet another particular characteristic of the method, in step b), the calories in sufficient quantity in the second thermal management section are detected from a comparison between a temperature of the heat transfer fluid in the second thermal management section and a third temperature threshold.

[0011] The invention also relates to a thermal management installation for an electrified vehicle, the installation comprising a multi-position solenoid valve for controlling the circulation of heat transfer fluid in first, second and third thermal management sections corresponding respectively to a passenger compartment of the vehicle, a rotating electrical machine and electrical conversion means of the vehicle and an electrical storage device of the vehicle, the solenoid valve having four different positions for circulation of heat transfer fluid, with a first position allowing heating of the electrical storage device by means of an electric heater of heat transfer fluid of the first thermal management section and another position allowing heating of the electrical storage device by means of calories coming from the second thermal management section,and also comprising a control computer controlling the solenoid valve and cooperating with other computers of the vehicle via exchanges of temperature information, requests and commands for the thermal management of the vehicle. According to the invention, the control computer comprises a memory storing program instructions for implementing the method as briefly described above, when these program instructions are executed by a processor of the control computer.

[0012] The invention also relates to an electrified vehicle comprising a passenger compartment, a rotating electrical machine, electrical conversion means, an electrical storage device and a thermal management installation as briefly described above.

[0013] Other advantages and characteristics of the present invention will appear more clearly on reading the detailed description below of a particular embodiment of the invention, with reference to the appended drawings, in which:

[0014] [Fig.l] schematically illustrates an example of embodiment in a vehicle electrified with a thermal management installation with multi-position solenoid valve in which the control method according to the invention is implemented.

[0015] [Fig.2] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a first position.

[0016] [Fig.3] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a second position.

[0017] [Fig.4] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a third position.

[0018] [Fig.5] is a block diagram showing the circulation of the heat transfer fluid in circuits of the installation of [Fig.l] when a multi-position solenoid valve thereof is placed in a fourth position.

[0019] [Fig.6] is a flowchart of a processing process executed for implementing the control method according to the invention.

[0020] With particular reference to [Fig.l], a thermal management installation with a multi-position IGT solenoid valve is shown schematically, of the type described in the aforementioned French patent application FR2309760, in which a particular embodiment of the control method according to the invention is implemented. It is considered here, as an example of embodiment, that the electrified vehicle (not shown) in which the IGT thermal management installation is integrated is an all-electric vehicle.

[0021] The IGT installation comprises three thermal management sections including heat transfer fluid circuits, a multi-position solenoid valve VA and a control computer ECU_S. The control computer ECU_S may be a computer dedicated to the IGT installation or another computer of the vehicle hosting appropriate software functions for controlling the IGT installation. Typically, this other computer may be a supervisor computer of the vehicle's powertrain.

[0022] A first thermal management section of the IGT installation is responsible for the passenger compartment HA of the vehicle. The temperature of the passenger compartment HA must be regulated in particular according to a user setpoint. The heat transfer fluid circuit of this first section is connected to ports A1 and A2 of the solenoid valve VA and includes in particular an electric pump PI integrated in the solenoid valve VA, as well as an electric heater RE, a cooler CL and an air heater device AE, which are connected in series between the ports A1 and A2 by connecting conduits (not marked). The ports A1 and A2 are respectively ports of heat transfer fluid outlet and inlet. A temperature sensor SI for measuring the temperature of the heat transfer fluid in the heat transfer fluid circuit of this first section is mounted at the fluid outlet port Al, upstream of the cooler RE.

[0023] The RE electric heater is an electrical resistance device, of the type known as a “water heater” in English, which is designed to heat the heat fluid passing through it.

[0024] The CL cooler, of the so-called "chiller" type in English, is a heat exchanger crossed by the heat transfer fluid of the IGT installation and also crossed, when activated, by a cold refrigerant fluid of an aerothermal heat pump system PAC of the vehicle. The CL cooler thus allows cooling of the heat transfer fluid of the IGT installation by a heat exchange with the aforementioned cold refrigerant fluid.

[0025] The air heater device AE is a mixed device having a heat exchanger crossed by the heat transfer fluid of the IGT installation and other integrated heat exchange means crossed by the refrigerant fluid of the air source heat pump system PAC (in heating or air conditioning mode). An air blower is also provided to force the air into contact with the heat exchangers and adjust the flow of hot / cold air entering the passenger compartment HA of the vehicle.

[0026] The electric heater RE, the cooler CL and the air heater device AE are managed by a passenger compartment management computer ECU1. The computer ECU1 is connected to a data communication bus BD of the vehicle and collaborates, via information exchanges, with the aforementioned control computer ECU_S and, possibly, with other computers of the vehicle according to the needs of the control strategies. The data communication bus BD is typically a “CAN” type bus.

[0027] Information Tl, representative of the temperature of the heat transfer fluid in the circuit of the first section, is provided by the sensor SL. In this exemplary embodiment, the information Tl is made accessible to the control computer ECU_S via the computer ECU1.

[0028] A second thermal management section of the IGT installation is responsible for a rotating electrical machine ME of the vehicle's powertrain and electrical power conversion means CONV associated with the machine ME. The electrical machine ME and the means CONV must be cooled in order to optimize their performance and avoid breakdowns. The heat transfer fluid circuit of this second section is connected to ports B1, B2 and B3 of the solenoid valve VA and includes in particular an electric pump P2 integrated in the solenoid valve VA, as well as internal heat exchange means (not shown) of the electrical machine ME, internal heat exchange means (not shown), electrical power conversion means CONV, and a cooling radiator RR which are connected in series between ports B1 and B2 by connecting conduits (not marked). Port B1 is an outlet port for heat transfer fluid supplied by pump P2. Ports B2 and B3 are inlet ports for heat transfer fluid.

[0029] A bypass duct CD1 of the cooling radiator RR is provided in the IGT installation, connected between the orifice B3 and a connection RI of the internal heat exchange means of the electric machine ME to the radiator RR.

[0030] A temperature sensor S2 for measuring the temperature of the heat transfer fluid in the heat transfer fluid circuit of this second section is mounted at the fluid outlet port Bl.

[0031] The IGT installation also comprises a degassing device comprising a degassing box BD connected to the cooling radiator RR and to the solenoid valve VA via an orifice D thereof. By being connected to the radiator RR and to the orifice D of the solenoid valve VA, the degassing box BD allows degassing of the heat transfer fluid circuits of the IGT installation.

[0032] The rotating electrical machine ME and the electrical power conversion means CONV are managed by a computer ECU2. The computer ECU2 is connected to the data communication bus BD and collaborates, via information exchanges, with the control computer ECU_S and, possibly, with other computers of the vehicle according to the needs of the control strategies.

[0033] Thus, temperature information Tm and Te collected by the computer ECU2 is made accessible by the latter, via the bus BD, to the control computer ECU_S and, possibly, to other computers of the vehicle according to the needs of the control strategies. The information Tm and Te is representative of the internal temperatures of the electric machine ME and of the electrical power conversion means CONV, respectively, and is typically provided by internal temperature sensors (not shown) integrated therein.

[0034] Furthermore, information T2, representative of the temperature of the heat transfer fluid in the circuit of the second section, is provided by the sensor S2. In this exemplary embodiment, the information T2 is made accessible to the control computer ECU_S via the computer ECU2.

[0035] A third thermal management section of the IGT installation is responsible for a high-voltage electrical storage device BAT_HV dedicated to storing and supplying the driving energy required by the vehicle. The high-voltage electrical storage device BAT_HV is typically a high-voltage lithium-ion battery pack which is housed under the floor of the vehicle. The internal temperature of the BAT_HV storage device must be regulated to avoid a drop in its performance, such as a reduced capacity to supply energy to the electrical machine ME, an increase in electrical charging times and an increase in the risk of thermal runaway. The BAT_HV storage device must be heated or cooled to maintain its internal temperature within an optimal operating range. The heat transfer fluid circuit of this third section is connected to ports C1 and C2 of the solenoid valve VA and includes internal heat exchange means (not shown) of the BAT_HV storage device, which are connected in series between ports C1 and C2 by connecting conduits (not marked). Port C1 is a heat transfer fluid inlet port. Port C2 is a heat transfer fluid outlet port.

[0036] A temperature sensor S3 for measuring the temperature of the heat transfer fluid in the heat transfer fluid circuit of this third section is mounted between the fluid outlet port C1 of the solenoid valve VA and an inlet port of the internal heat exchange means of the BAT_HV storage unit.

[0037] The high-voltage electrical storage unit BAT_HV is managed by a computer ECU3 of a battery management system of the so-called “BMS” type (from “Battery Management System” in English). The computer ECU3 is connected to the data communication bus BD and collaborates, via information exchanges, with the control computer ECU_S and, possibly, with other computers of the vehicle according to the needs of the control strategies.

[0038] Thus, information Tb, representative of the internal temperature of the BAT_HV storage unit, is collected by the computer ECU3 and is made accessible by the latter, via the bus BD, to the control computer ECU_S and, possibly, to other computers of the vehicle according to the needs of the control strategies.

[0039] Furthermore, information T3, representative of the temperature of the heat transfer fluid in the circuit of the third section, is provided by the sensor S3. In this exemplary embodiment, the information T3 is made accessible to the control computer ECU_S via the computer ECU3.

[0040] The control computer ECU_S comprises an embedded software module MP hosted in a memory MEM thereof and dedicated to controlling the IGT installation in accordance with one or more pre-established control strategies. Thus, the computer ECU_S cooperates with the aforementioned computers ECU1, ECU2 and ECU3 for controlling the IGT installation of the vehicle by the software module MP, via exchanges of setpoint, temperature, status, vehicle life situation information, as well as heating / cooling requests, commands and others, through the data communication bus BD. In particular, the software module MP controls switching in the multi-position solenoid valve VA, placing it in different positions so as to manage the circulation of the heat transfer fluid in the circuits of the three thermal management sections. The solenoid valve The VA multi-position valve is, for example, of the rotary type and can take four different positions PV1 to PV4, which are described in detail below. These four positions PV1 to PV4 control four different configurations of heat transfer fluid circulation in the thermal management sections of the IGT installation.

[0041] As visible in [Fig.l], a software sub-module SW is integrated into the software module MP and is dedicated to the implementation of the control method of the invention. The execution of code instructions of the software sub-module SW by a processor of the control computer ECU_S allows the implementation of the control method of the invention.

[0042] The functions performed by the software sub-module SW are described in detail below. Briefly, the software sub-module SW receives as input the aforementioned temperature information Tm, Te and T2, information I_PV and information DRB and delivers as output a configuration command CF of the IGT installation. The temperature information Tm, Te and T2 are compared respectively with temperature thresholds TH1, TH2 and TH3 in order to control functional conditions. The information I_PV is representative of a current position PV of the solenoid valve VA. The information DRB is representative of a request to heat the BAT_HV storage unit which is issued by the computer ECU3 and determined by the latter from the internal temperature Tb of the BAT_HV storage unit. The configuration command CF determines the current position of the multi-position solenoid valve VA, as well as the operation of the pumps PI, P2, and that of the electric heater RE.

[0043] [Fig.2] shows a first configuration of circulation of heat transfer fluid in the IGT installation, which corresponds to the first position PV1 of the solenoid valve VA.

[0044] When the solenoid valve VA is placed in this position PV1, the ports C1 and A2 are connected directly via an internal conduit C11, the ports C2 and A1 are connected via an internal conduit CI2 and the pump PI, and the ports B1 and B2 are connected via an internal conduit CI3 and the pump P2. In addition, the port B3 is closed and the port D, to which the degassing box BD is connected, is connected to a fluid inlet port of the pump PL

[0045] In this configuration of [Fig.2], activation of pump PI makes it possible to establish a heat transfer fluid loop circuit (arrow fl3) through the heater RE, the cooler CL, the air heater device AE and the internal heat exchange means of the BAT_HV storage unit which are connected in cascade. This heat transfer fluid circuit (arrow fl3) makes it possible to heat the BAT_HV storage unit using the heater RE or to cool it using the cooler CL. Activation of pump P2 makes it possible to establish a heat transfer fluid loop circuit (arrow f22) through the internal heat exchange means of the electrical conversion means CONV, the internal heat exchange means of the electrical machine ME and the cooling radiator RR which are connected in cascade. This heat transfer fluid circuit (arrow f22) allows excess calories to be evacuated from the electrical conversion means CONV and the electrical machine ME to the radiator RR to be dissipated into the ambient air.

[0046] In the IGT installation, the multi-position solenoid valve VA is typically placed in this position PV1 when the vehicle is started, and in its initial rolling phase. In this life situation, the internal temperature of the BAT_HV storage unit may be low and heating thereof may be necessary to optimize its operation. In this position PV1, heating of the BAT_HV storage unit can only be obtained using the heat transfer fluid circuit (arrow fl3), with activation of the RE heater.

[0047] [Fig.3] shows a second configuration of heat transfer fluid circulation in the IGT installation, which corresponds to the second position PV2 of the solenoid valve VA.

[0048] When the solenoid valve VA is placed in this position PV2, the ports A2 and A1 are connected via an internal conduit CI4 and the pump P2. As in the position PV1, the ports B1 and B2 are connected via the internal conduit CI3 and the pump P2. In addition, the ports C1, C2 and B3 are closed and the port D, to which the degassing box BD is connected, is connected to the fluid inlet port of the pump PL

[0049] In this configuration of [Fig.3], activation of pump PI makes it possible to establish a heat transfer fluid loop circuit (arrow fl 1) through the heater RE, the cooler CL and the air heater device AE which are connected in cascade. This heat transfer fluid circuit (arrow fl 1) makes it possible to manage the temperature of the passenger compartment HA. Activation of pump P2 makes it possible to establish the heat transfer fluid loop circuit (arrow f22), described above with reference to [Fig.2], which makes it possible to evacuate excess calories from the electrical conversion means CONV and the electrical machine ME to the radiator RR to be dissipated there in the ambient air.

[0050] [Fig.4] shows a third configuration of heat transfer fluid circulation in the IGT installation, which corresponds to the third position PV3 of the solenoid valve VA.

[0051] When the solenoid valve VA is placed in this position PV3, the ports A2 and Cl are connected via the aforementioned internal conduit Cil, the ports C2 and B1 are connected via an internal conduit CI5 and the pump P2, and the ports B3 and Al are connected via an internal conduit CI6 and the pump PL. In addition, the port B2 is closed and the port D, to which the degassing box BD is connected, is connected to the fluid inlet port of the pump PL.

[0052] In this configuration of [Fig.4], a common heat transfer fluid loop circuit (arrow f 123) is established in the first (HA), second (CONV, ME) and third sections (BAT_HV) of the IGT installation. With the activation of pump PI and pump P2, the heat transfer fluid circulates through the internal heat exchange means of the electrical conversion means CONV, the internal heat exchange means of the electrical machine ME, the heater RE, the cooler CL, the air heater device AE and the internal heat exchange means of the storage device BAT_HV which are connected in cascade.

[0053] In this configuration, the BAT_HV storage unit can be heated without activating the RE heater, and therefore without the concomitant electrical consumption of the latter, when sufficient calories are present in the second thermal management section (ME, CONV) of the IGT installation. These calories generated by the CONV electrical conversion means and / or the ME electrical machine can then be brought by the heat transfer fluid to the internal heat exchange means of the BAT_HV storage unit to heat it. Since the RR radiator is not included in the common heat transfer fluid loop circuit (arrow f 123), these available calories are not dissipated into the ambient air and fully benefit the BAT_HV storage unit for its heating.

[0054] [Fig.5] shows a fourth configuration of heat transfer fluid circulation in the IGT installation, which corresponds to the fourth position PV4 of the solenoid valve VA.

[0055] When the solenoid valve VA is placed in this position PV4, the ports A2 and B1 are connected via an internal conduit CI7 and the pump P2, the ports C2 and B1 are connected via the aforementioned internal conduit CI6 and the pump PL. In addition, the ports B2, Cl and C2 are closed and the port D, to which the degassing box BD is connected, is connected to the fluid inlet port of the pump PL.

[0056] In this fourth configuration, the second (CONV, ME) and first (HA) sections of the IGT installation benefit from a pooling of some of their thermal management resources and for this purpose share a common circuit in a heat transfer fluid loop (arrow fl2). With the activation of the pump PI and the pump P2, the heat transfer fluid circulates through the internal heat exchange means of the electrical conversion means CONV, the internal heat exchange means of the electrical machine ME, the heater RE, the cooler CL and the air heater device AE. In this configuration, the passenger compartment HA can be heated using calories available in the second thermal management section of the IGT installation, generated by the electrical conversion means CONV and / or the electrical machine ME and which can be brought by the heat transfer fluid to the air heater device AE. The radiator RR is not included in the common circuit in the heat transfer fluid loop (arrow f 12), these available calories are not dissipated into the ambient air and fully benefit from heating the HA passenger compartment.

[0057] The implementation of a particular embodiment of the control method according to the invention by means of the sub-module SW is now described with particular reference to [Fig.6].

[0058] As visible in the flowchart of [Fig.6], the processing process carried out by the sub-module SW essentially comprises three functional blocks B1, B2 and B3.

[0059] The functional block B1 is responsible for detecting the occurrence of an effective heating request from the BAT_HV storage unit occurring when the solenoid valve VA is in position PV1. The block B1 detects this occurrence from the incoming information I_PV and DRB which, as indicated above, represent the current position PV of the solenoid valve VA and a heating request sent by the computer ECU3 of the BAT_HV storage unit. An OC information item is output by the block B1 to inform the processing process of the outcome of the detection.

[0060] Block Bl here comprises a function Fl 1 for detecting the position of the solenoid valve and a logic function F12 of the “AND” type. Function Fl 1 detects the current position PV of the solenoid valve VA from the information I_PV. Function Fl 1 delivers output information OK in an active state OK= “1” when the current position PV=PV 1 is detected and output information NOK in an active state NOK= “1” otherwise. Information NOK = “1” keeps function Fl 1 in a waiting loop.

[0061] The function F12 receives the OK and DRB information as input and delivers the OC information as output. The DRB information in the active state DRB = "1" indicates an effective request for heating of the BAT_HV storage device. When the logic function F12 receives the OK and DRB information together in the active state, OK = "1" and DRB = "1", the function F12 delivers the OC information as output in the active state OC = "1" which validates the detection by the block Bl of the occurrence of an effective request for heating of the BAT_HV storage device occurring when the solenoid valve VA is in position PV1. Otherwise, the OC information is in the inactive state OC = "0".

[0062] The functional block B2 is responsible for evaluating the possibility of heating the BAT_HV storage unit using calories from the second thermal management section of the IGT installation, i.e., from calories generated by the electrical machine ME and / or the electrical conversion means CONV. Heating the BAT_HV storage unit using calories from the second thermal management section of the IGT installation is possible when the solenoid valve VA is in position PV3 (see [Fig.4]).

[0063] Block B2 fulfills its function by comparing the temperatures given by the in incoming formations Tm, Te and T2 at the temperature thresholds TH1, TH2 and TH3, respectively. Block B2 outputs a comparison result information RC which indicates to the treatment process the availability or not of sufficient calories in the second thermal management section (EM, CONV) of the IGT installation and which would be usable to heat the BAT_HV storer.

[0064] Block B2 here comprises three comparators C21, C22 and C23 and a logic function F21 of the “OR” type. Comparator C21 compares the information Tm and TH1 and delivers output information Sm in the active state Sm= “1” when Tm > TH1 and in the inactive state Sm= “0” otherwise. Comparator C22 compares the information Te and TH2 and delivers output information Sc in the active state Sc= “1” when Te > TH2 and in the inactive state Sc= “0” otherwise. Comparator C23 compares the information T2 and TH3 and delivers output information S2 in the active state S2= “1” when T2 > TH3 and in the inactive state S2= “0” otherwise.

[0065] The temperature thresholds TH1, TH2 and TH3 are calibrated during a development phase of the IGT installation and depend on the application. Tests and simulations carried out by the inventive entity for particular applications indicate values ​​around 35°C for the thresholds TH1 and TH2 and a value around 30°C for the threshold TH3.

[0066] The logic function F21 receives as input the information Sm, Sc and S2 and delivers as output the comparison result information RC. The information RC in the active state RC= “1” indicates sufficient calories in the second thermal management section (ME, CONV) of the IGT installation to heat the BAT_HV storage unit. The information RC in the inactive state RC= “0” indicates an insufficient quantity of calories in the second thermal management section (ME, CONV) and therefore an impossibility of heating the BAT_HV storage unit with calories from the second thermal management section (ME, CONV).

[0067] The functional block B3 is responsible for executing the command to heat the BAT_HV storage unit with calories from the second thermal management section (ME, CONV) when the information OC = “1” and RC = “1” indicates that the conditions are satisfied for this.

[0068] In block B3, the information OC and RC are provided as input to a logic function F31 of type "AND". The logic function F31 outputs the configuration command CF. When the information OC and RC are jointly in the active state = "1", which confirms that the conditions are satisfied for heating the BAT_HV storage unit with calories from the second thermal management section (ME, CONV), the logic function F31 determines the configuration command CF in the active state CF = "1". The processing process, following the receiving the command CF= “1”, switches the solenoid valve VA from its position PV=PV1 to its position PV=PV3 (PV1 => PV3 in [Fig.6]), activates the pumps PI and P2 (PI = “1” and P2= “1” in [Fig.6]) to circulate the heat transfer fluid (arrow fl23 in [Fig.4]), and cuts off the operation of the electric heater RE (RE= “0” in [Fig.6]). The BAT_HV storage unit can thus be heated without using the heater RE, which provides a reduction in electricity consumption. When at least one of the OC and RC information is in the inactive state "0", the logic function F31 determines the configuration command CF in the inactive state CF= "0". In this case, the process deduces that the conditions are not met for heating the BAT_HW storage unit by calories from the second thermal management section (ME, CONV), and it does not execute the operations described above of switching the position of the solenoid valve VA, activating the pumps PI, P2, and deactivating the heater RE.

[0069] It will be noted that the method of the invention is generally applicable in any electrified vehicle equipped with a multi-position solenoid valve thermal management installation as described here. The terminology “electrified vehicle” here covers all vehicles comprising an electric traction storage device, a rotating electric traction machine and electric power conversion means, which includes all-electric, hybrid and fuel cell type vehicles.

[0070] The invention is not limited to the particular embodiment which has been described here by way of example. In general, those skilled in the art, depending on the applications of the invention, will be able to make various modifications and variants falling within the scope of protection of the invention.

Claims

Claims

1. Method for controlling a thermal management installation of an electrified vehicle, said installation (IGT) comprising a multi-position solenoid valve (VA) for controlling the circulation of heat transfer fluid in first, second and third thermal management sections corresponding respectively to a passenger compartment (HA) of said vehicle, a rotating electrical machine (ME) and electrical conversion means (CONV) of said vehicle and an electrical storage device (BAT_HV) of said vehicle, said solenoid valve (VA) having four different heat transfer fluid circulation positions (PV1 to PV4),with a first position (PV1) allowing heating of said electric storage device (BAT_HV) by means of an electric heat transfer fluid heater (RE) of said first thermal management section and another position (PV3) allowing heating of said electric storage device (BAT_HV) by means of calories coming from said second thermal management section, characterized in that it comprises the steps of: a) detecting, when said solenoid valve (VA) is in said first position (PV1), a heating request (DRB) of said electric storage device (BAT_HV) in said third thermal management section, b) detecting calories in sufficient quantity in said second thermal management section, and c) when a said heating request (DRB) and calories in sufficient quantity are detected jointly with the preceding steps a) and b),controlling a switching of the solenoid valve (VA) from said first position (PV1) to said other position (PV3) and a circulation of heat transfer fluid from said second section to said third thermal management section so as to heat said electric storage heater, and cutting off the operation of said electric heat transfer fluid heater.,

2. Method according to claim 1, characterized in that, in step b), said calories in sufficient quantity in said second thermal management section are detected from a comparison (C21) between a temperature (Tm) of said rotating electrical machine (ME) and a first temperature threshold (TH1).

3. Method according to claim 1 or 2, characterized in that, in step b), said calories in sufficient quantity in said second thermal management section are detected from a comparison (C22) between a temperature (Te) of said electrical conversion means (CONV) and a second temperature threshold (TH2).

4. Method according to any one of claims 1 to 3, characterized in that, in step b), said calories in sufficient quantity in said second thermal management section are detected from a comparison (C22) between a temperature (T2) of said heat transfer fluid in said second thermal management section and a third temperature threshold (TH3).

5. Thermal management installation of an electrified vehicle, said installation (IGT) comprising a multi-position solenoid valve (VA) for controlling the circulation of heat transfer fluid in first, second and third thermal management sections corresponding respectively to a passenger compartment (HA) of said vehicle, a rotating electrical machine (ME) and electrical conversion means (CONV) of said vehicle and an electrical storage device (BAT_HV) of said vehicle, said solenoid valve (VA) having four different heat transfer fluid circulation positions (PV1 to PV4), with a first position (PV1) allowing heating of said electrical storage device (BAT_HV) by means of an electric heat transfer fluid heater (RE) of said first thermal management section and another position (PV3) allowing heating of said electrical storage device (BAT_HV) by means of calories coming from said second thermal management section,and also comprising a control computer (ECU_S) controlling said solenoid valve (VA) and cooperating with other computers (ECU1, ECU2, ECU3) of the vehicle via exchanges of temperature information (Tm, Te, T2), requests (DRB) and commands (CF) for the thermal management of said vehicle, characterized in that said control computer (ECU_S) comprises a memory (MEM) storing program instructions (SW) for implementing the method according to any one of claims 1 to 4 when these program instructions are executed by a processor of said control computer (ECU_S).,

6. Electrified vehicle comprising a passenger compartment (HA), a rotating electrical machine (ME), electrical conversion means (CONV) and an electrical storage device (BAT_HV), characterized in that it further comprises a thermal management installation (IGT) according to claim 5.

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