CONTROL METHOD FOR THE THERMAL REGULATION OF A HYBRID VEHICLE

Abstract

The present invention relates to a method for controlling a thermal regulation system (1) for a hybrid vehicle, comprising the following steps: activating a cooling mode for the internal combustion engine via a first fluid loop (FLO) consisting of dissipating heat to a radiator (5) in a ventilated block (6); activating a cooling mode via a second fluid loop (FLO); verifying at least a first condition, namely whether the temperature of the first fluid loop (FLO) is above a first threshold, and a second condition, namely whether the vehicle speed is below a second threshold; and, when all the verification conditions are met simultaneously, a command to inhibit the cabin air conditioning. The invention is applicable for detecting situations of high engine load, for example, during towing. Figure 1.

Description

Title of the invention: CONTROL METHOD FOR THE THERMAL REGULATION OF A HYBRID VEHICLE

[0001] The field of the invention relates to a method of controlling a thermal regulation system for a hybrid vehicle, in particular for the cooling of an internal combustion engine and a traction battery.

[0002] Currently, thermal management systems for electrified vehicles consist of several fluid loops that control the temperature of the traction battery and power electronics within nominal operating ranges. Known architectures use an air conditioning loop where the available cooling capacity is shared between the battery cooling requirements and the passenger compartment requirements. For hybrid architectures, the internal combustion engine is cooled by a cooling circuit that includes a heat sink in a ventilated block at the front of the vehicle to increase its exposure to the wind generated by the vehicle's speed. In this ventilated block, the air conditioning loop condenser and the cooling circuit radiator are generally stacked and subjected to the same airflow to dissipate heat.

[0003] US patent document US-A1-2018097266 is known, describing a thermal control system for an electric vehicle that uses the cooling capacity of the passenger compartment air conditioning for battery cooling. This system comprises an air conditioning loop including, in parallel, an air conditioning circuit comprising a passenger compartment evaporator and a cooling circuit comprising a cooler and another cooling loop for a battery pack in fluid communication with the cooler. This system is designed to determine whether the evaporator is operating within a predetermined temperature range, thus enabling it to deliver additional cooling capacity to the battery cooling loop.If this is the case, the process controls a valve to divert refrigerant from the air conditioning loop to the battery cooler and drives the cooling loop pump below a limit to avoid impairing the cabin air conditioning performance. Otherwise, the battery cooling circuit is not supplied by the air conditioning loop.

[0004] However, for a hybrid vehicle this strategy can lead to an increase in the temperature of the internal combustion engine in high-load situations, for example during towing, steep inclines, and high ambient temperatures. High outdoor temperatures or high altitudes. Indeed, the use of air conditioning and the heat dissipation via the condenser near the radiator of the internal combustion engine's cooling system will further increase the engine temperature. This situation is undesirable.

[0005] There are various strategies for preventing the internal combustion engine from overheating. One strategy limits the maximum engine torque produced in order to keep its temperature below a maximum limit. The drawback is that it leads to a degradation in the vehicle's speed performance. A second strategy is to shut down the air conditioning compressor to avoid generating heat in the condenser. However, in architectures where the same air conditioning circuit is used for both the passenger compartment and the battery, shutting down the compressor would immediately cause the traction battery to overheat.

[0006] There is therefore a need to address the aforementioned problems. One objective of the invention is to provide an improved thermal regulation solution for the internal combustion engine of a hybrid vehicle, designed to meet the demands of high engine load situations that can occur during towing and in high temperatures. Another objective is to ensure thermal regulation of the power electronics and the battery under these same conditions.

[0007] More specifically, the invention relates to a method for controlling a thermal regulation system for a hybrid vehicle comprising a powertrain including an internal combustion engine and an electric traction machine electrically powered by a traction battery, the method comprising the following steps:

[0008] - the activation of an internal combustion engine cooling mode by a The first fluidic loop consists of evacuating heat towards a radiator in a ventilated unit at the front of the vehicle.

[0009] - the activation of a cooling mode by a second fluidic loop consisting of transferring heat to a heat exchanger in the ventilated block from a passenger compartment air conditioning circuit and a cooling circuit in heat exchange with a third fluid loop for battery cooling.

[0010] According to the invention, the process further comprises the following steps:

[0011] - verification of at least the following conditions: a first condition consisting of determining whether a parameter representative of the temperature of a heat transfer fluid in the first fluid loop is above a first threshold, and a second condition consisting of determining whether a parameter representative of the vehicle speed is below a second threshold,

[0012] - and, when all the verification conditions are detected simultaneously, a control of cabin cooling inhibition by the cabin air conditioning circuit of the second fluid loop.

[0013] The method according to the invention may include the following additional features, alone or in combination:

[0014] - The verification also includes the verification of a third condition consisting of determining whether a parameter representative of the outside environment temperature is above a third threshold.

[0015] - The first threshold is determined from an initial mapping taking input is a vehicle altitude data and outputs a temperature threshold value for the heat transfer fluid.

[0016] - The third threshold is determined from a second mapping taking into input the vehicle's altitude data and outputting a threshold value for the vehicle's external environment temperature.

[0017] - The verification also includes a fourth condition consisting of determining if a data point representing a state of the vehicle in autonomous driving capability is active.

[0018] - The inhibition command includes at least one command chosen from the The following commands: the total or at least partial blocking of a circulation valve of the heat transfer fluid of the passenger compartment air conditioning circuit in the second fluid loop, the stopping of the rotation of an air fan of a passenger compartment ventilation device, the closing of a flap of a passenger compartment ventilation device.

[0019] - The parameter representing the speed is an average value of the speed of the vehicle during a driving period and the second threshold is a value between 10km / h and 60km / h.

[0020] The invention further provides for a thermal regulation system for a hybrid vehicle comprising a powertrain including an internal combustion engine and an electric traction machine electrically powered by a traction battery, said system comprising:

[0021] - a first fluidic cooling loop for the internal combustion engine comprising a heat dissipation radiator in a ventilated block on the front of the vehicle,

[0022] - a second vehicle air conditioning fluid loop comprising a first a heat exchanger designed for the removal of heat from said ventilated unit, a passenger compartment air conditioning circuit and a cooling circuit including a second heat exchanger,

[0023] - a third fluidic loop for thermal regulation of the battery arranged in heat exchange with the second heat exchanger to transfer heat generated by the battery back to the first heat exchanger,

[0024] - a control unit configured for the fluidic control of the first, second and third fluidic loops and to implement the control process according to any one of the preceding embodiments.

[0025] A hybrid vehicle is also planned comprising a drivetrain including an internal combustion engine and an electric traction machine electrically powered by a traction battery including such a thermal regulation system.

[0026] A control unit is also provided comprising means specifically configured to implement the control method according to any one of the preceding embodiments.

[0027] A computer program is also provided comprising instructions which, when the program is executed by a control unit, cause the latter to implement any one of the embodiments of the control method according to any one of the preceding embodiments.

[0028] It is further provided a computer-readable recording medium comprising instructions which, when executed by a computer, cause the computer to implement the control method according to any one of the preceding embodiments.

[0029] The method is advantageous in that it allows the detection of a towing situation coupled with driving and temperature conditions that generate an exceptional need for engine cooling, requiring the limitation of heat dissipation at the front of the vehicle. The method for controlling the thermal regulation system automatically activates a thermal protection strategy that inhibits the passenger compartment air conditioning while maintaining the cooling of the power electronics and the traction battery.

[0030] Other features and advantages of the present invention will become more apparent upon reading the following detailed description, which includes embodiments of the invention given by way of non-limiting examples and illustrated by the accompanying drawings, in which:

[0031] [Fig-1] schematically represents the architecture of a control system thermal for a hybrid vehicle according to the invention.

[0032] [Fig.2] represents a block diagram illustrating a preferred embodiment of the method for controlling the thermal regulation system.

[0033] The invention applies to hybrid electrified traction vehicles comprising an internal combustion engine and an electric traction machine, preferably The invention relates not only to motor vehicles, but also to aircraft, trucks, tractors, and ships. More specifically, it concerns the vehicle's thermal regulation system and a method for controlling such a system. The invention aims to improve the thermal regulation of the internal combustion engine under high engine load conditions.

[0034] Figure 1 schematically represents an embodiment of a thermal regulation system 1 for a hybrid vehicle according to the invention. The system 1 comprises a first fluid loop BFM for cooling an internal combustion engine 2, represented by a double line, a second fluid loop BFC for air conditioning the vehicle's passenger compartment, represented by a solid line, and a third fluid loop BFB for thermal regulation of a traction battery 3, represented by a dashed thick line. The second fluid loop BFC provides passenger compartment air conditioning and cooling for the third fluid loop BFB.

[0035] In this description, each fluid loop comprises fluid connections hydraulically linking one or more temperature control elements in series, through which a heat transfer fluid circulates. The heat transfer fluid is moved within each fluid loop by suitable fluid control means. A fluid loop is a circulation circuit for the heat transfer fluid that allows for heat transfer and can be subdivided into parallel circuits. Depending on the function of each fluid loop, the temperature control elements may include an electric heater, an air heater, a radiator, a condenser, a chiller, an air heater, or any type of heat exchanger suitable for the intended temperature control function.As is known, a heat exchanger can be made up of elements such as plates, tubes and / or fins adapted for heat transfer between fluids in different states: liquid / air, liquid / liquid, liquid / gas or gas / air.

[0036] The fluid control means are actuators that can be selected from among the following types of actuators: flow and temperature control valves for the heat transfer fluid, solenoid valves, temperature control valves, thermostatic valves, proportional valves, pilot-operated hydraulic distributors, or pumps, to perform the desired function. A heat transfer fluid can be any type of coolant used for this function, for example, water, glycol water with low electrical conductivity, or refrigerant.

[0037] When two elements are arranged, coupled, or configured for heat exchange, this means that they are in fluidic communication through links of the same heat transfer fluid, or that they are capable of exchanging heat through a heat exchanger connecting two fluidic loops of two distinct heat transfer fluids. unmixed, put into circulation by fluidic control means specific to each loop.

[0038] More specifically, in this embodiment, the first fluid loop BFM is a high-temperature circuit for cooling the internal combustion engine 2, optionally for cooling the gearbox, and having temperatures that can reach and temporarily exceed 120°C during operation, and 140°C in hot ambient conditions. The heat transfer fluid circulating in the first fluid loop is a coolant, for example, water or glycol water. The second air conditioning fluid loop BFC is a circuit in which a refrigerant, for example Freon, circulates, of a different nature than the fluid in the first loop BFM.The third BFB fluidic loop for thermal regulation of traction battery 3 is a low-temperature circuit that usually operates within a temperature range of 30°C to 45°C, depending on the current thermoregulation mode of battery 3, up to a temperature of up to 60°C. The heat transfer fluid is, for example, water.

[0039] More specifically, the first fluidic loop BFM comprises the engine block 2, which includes coolant circulation channels through the engine block. A pump 4 circulates the coolant through the cooling circuit. From the engine block 2, a main circuit carries the coolant to a radiator 5 positioned in a ventilated block 6 on the front of the vehicle. A fluidic link then allows the coolant to return to the pump 4. The coolant enters the main circuit when the temperature exceeds a predetermined threshold controlled by a thermostat (not shown in [Fig. 1]). Typically, the ventilated block 6 is arranged to be exposed to the wind generated by the vehicle's movement for the purpose of cooling the internal combustion engine, among other things.The ventilated block 6 further includes a motor-fan unit 10 which activates when the temperature of the internal combustion engine coolant exceeds a predetermined threshold, for example at low speed or when the vehicle is stationary, when the wind from the front is insufficient on its own to maintain the engine within the desired temperature range.

[0040] This ventilated block 6 further includes a movable flap system arranged on the front facade, forming part of a controlled air intake module 11. The first fluid loop BFM further includes, at the outlet of the engine block 2, a branch parallel to the main circuit leading to a gearbox radiator 7. Conventionally, the first fluid loop BFM also includes a fluid branch comprising a cabin heater radiator 8, which, in conjunction with an electric heater, dissipates heat generated by the internal combustion engine into the passenger compartment. of passenger compartment 9, possibly. The radiator 8 and the heater 9 cooperate with passenger compartment ventilation means not shown in [Fig.1].

[0041] The first fluidic loop BFM may include other branches for cooling other devices depending on the type of motor used. This description of the first fluidic loop is intended to be a non-exhaustive principle description and is in no way limiting of the invention. Those skilled in the art will be able to adapt the architecture described above to the needs of a thermoregulation system implemented for the invention.

[0042] More specifically, the second fluid loop BFC includes a compressor 12 mechanically driven by the internal combustion engine's drive shaft via a controlled clutch. Alternatively, the compressor may be an electric compressor independent of the internal combustion engine. A pressure and flow control valve 13 is connected to the inlet of the compressor 12. Downstream of the compressor 12, the second fluid loop BFC includes a condenser 14 arranged in the ventilated block 6 on the front of the vehicle. At the outlet of the condenser, the second fluid loop BFC includes two parallel circuits in which the refrigerant can be routed in a controlled manner by solenoid valves.

[0043] A first fluid connection supplies a passenger compartment air conditioning circuit comprising a solenoid valve 15, a thermostatic expansion valve 16, and an evaporator 17. The evaporator 17 is part of the passenger compartment ventilation, heating, and air conditioning unit, which also includes the heater 9 and the radiator 8 of the first fluid loop. The air conditioning circuit may include at least one or more evaporators to cool different areas of the passenger compartment. The solenoid valve 15 can be actuated to a fully open position, a fully closed position, or intermediate positions to regulate the refrigerant flow. A fluid connection is provided at the outlet of the evaporator 17 for the return to the compressor 12.

[0044] A second fluid connection supplies a cooling circuit including a chiller 18 for cooling the battery 3. The chiller 18 transfers heat from the heat transfer fluid of the third fluid loop BFB to the refrigerant of the second air conditioning loop BFC. For this purpose, the chiller 18 has two heat exchanger zones 19a and 19b arranged in a heat exchange configuration with each other, a first zone 19a comprising fluid connections of the second loop BFC and a second zone 19b comprising fluid connections of the third loop BFB. The second fluid loop BFC has a thermostatic expansion valve 20 positioned at the inlet of the chiller 18 and a solenoid valve 21 for controlling the flow rate and temperature of the refrigerant circulating through the chiller 18. The solenoid valve 21 can be controlled in an open position. Complete or fully closed position, or intermediate positions to regulate the refrigerant flow. At the outlet of chiller 18, a fluid connection is provided for the return to compressor 12.

[0045] More specifically, the third fluid loop BFB includes a heat transfer fluid circulation pump 22, and then, connected in series, a battery heat exchanger 3, and heat exchangers for the power electronics, including an inverter 23 and a DC / DC voltage converter 24. The third fluid loop also includes a three-way valve 25 having an inlet connected to a fluid connection from the power electronics, and a first outlet to a main fluid connection to the chiller 18. At the outlet of the chiller 18, a fluid connection is connected back to the pump 22. Furthermore, the valve 25 has a second outlet conveying the heat transfer fluid to a branch of a secondary radiator 26 positioned in the stack of the ventilated block 6 on the front of the vehicle. The outlet of the secondary radiator 26 is connected by a fluid connection to the inlet of the chiller 18. The branch and the secondary radiator 26 are not mandatory.Finally, at the outlet of chiller 18, a fluidic link ensures the return of the heat transfer fluid to the inlet of pump 22.

[0046] As with the first fluid loop BFM, it should be noted that the second fluid loop BFC and the third fluid loop BFB may include other branches for cooling or heating other devices, depending on the chosen architecture. This description is intended to be a non-exhaustive principle description and is in no way limiting of the invention. Those skilled in the art will be able to adapt the architecture described above to the needs of a thermoregulation system implemented for the invention. The main objective of the invention is to allow the cabin air conditioning loop to be deactivated in order to ensure battery cooling and reduce the heat transferred to the ventilated block 6, thereby improving the cooling of the internal combustion engine.

[0047] Furthermore, the thermal regulation system includes a control unit 27 configured to control the fluid control means of the BFM, BFC, and BFB loops. In particular, for the implementation of the control method according to the invention, the control unit 27 controls the position of the solenoid valve 15 of the passenger compartment air conditioning circuit according to conditions dependent on parameters 28 to control the flow rate and temperature of the refrigerant to the passenger compartment evaporator 17.

[0048] More specifically, the parameters 28 are communicated via data links or data communication buses of the CAN (Controller Area Network) type, for example. The parameters 28 include data from among the following: the PI temperature of the liquid internal combustion engine cooling, vehicle speed P2, vehicle external environment temperature P3 and a parameter P4 representative of an active vehicle state indicating whether it is in a situation to move autonomously, in other words whether the internal combustion engine and / or the electric traction machine are in an operating situation to deliver engine torque to move the vehicle.

[0049] The thermal regulation system further includes temperature sensors, a sensor 29 configured to measure or estimate the temperature of the coolant of the first fluid loop BFM, for example at the engine block 2, a sensor 30 configured to measure or estimate the temperature of the refrigerant of the second air conditioning loop BFC, for example at the evaporator 17, a sensor 31 configured to measure or estimate the temperature of the coolant of the third fluid loop BFB, for example at the battery 3, a sensor 32 and a sensor 33 configured to measure or estimate the temperature of the coolant of the third fluid loop BFB at the power electronics.

[0050] When the internal combustion engine cooling mode is activated, the heat transfer fluid in the first fluid loop BFM is circulated to dissipate heat generated by the engine to the radiator 5 at the front. This cooling mode is activated when the coolant temperature exceeds a threshold between 80 and 90°C, for example. Simultaneously, if the vehicle's air conditioning is activated, the second fluid loop BFC operates in passenger compartment cooling mode, during which the compressor 12 increases the pressure and temperature of the refrigerant, causing it to transition to a gaseous state.The refrigerant then changes to a liquid state in the condenser 14, lowering its temperature. It is then expanded after passing through the thermostatic expansion valve 16, further lowering its temperature through decompression and generating cooling in the passenger compartment by capturing heat from the interior. The refrigerant is then routed to the compressor 12 to dissipate heat in the condenser 14 within the ventilated block 6. Simultaneously, if the battery 3 cooling mode is activated, this cooling cycle allows heat transfer via the third fluid loop BFB to the chiller 18. The chiller transfers heat to the cooling circuit of the second fluid loop BFC, where it is also dissipated to the condenser 14 within the ventilated block.If the ventilated block 6 is equipped with the radiator 26, the third fluid loop BFB removes additional heat by circulating the heat transfer fluid from the battery 3 to the radiator 26.

[0051] Consequently, due to the stacking of the heat exchangers in the ventilated block 6, the heat generated by the condenser 14, and possibly the radiator 26, is likely to impair the cooling of the internal combustion engine. These particular and exceptional conditions may be encountered when driving under heavy load, for example, when towing, on inclines and at high altitudes, in hot climates, and when using electric traction. For this type of situation, the thermal management system is configured to operate a specific cooling mode in which the passenger compartment air conditioning is exceptionally inhibited in order to prioritize the cooling of the battery and power electronics and not to affect engine cooling.

[0052] To this end, the control unit 27 includes a computer and memory configured to implement the control method for the thermal regulation system. However, this is not mandatory. Indeed, the computer could be external to the control unit 27, while still being coupled to it. In this latter case, it could itself be arranged as a dedicated computer including, for example, a dedicated program. Consequently, the control unit, according to the invention, can be implemented in the form of software modules, electronic circuits, or hardware, or a combination of electronic circuits and software modules.

[0053] In [Fig. 2], the method for controlling the thermal regulation system according to the invention is represented by a block diagram. The method is implemented for a hybrid motor vehicle comprising a powertrain including an internal combustion engine and an electric traction machine electrically powered by a traction battery. The vehicle includes a thermal regulation system as described in [Fig. 1], for example. A first initialization step 100 of the method is activated when the vehicle is started.

[0054] The method then includes a verification step 110 of a condition consisting of determining whether a data point representing a vehicle state in autonomous driving capability is active. This condition is determined from data on a communication bus or from data generated by a vehicle supervisor. This condition aims to determine whether the vehicle is in a driving state in order to rule out other vehicle operating states incompatible with a driving state under heavy load, for example, a charging state when connected to a charging station.

[0055] If the condition is detected, the process proceeds to a verification step 120, otherwise the process returns to step 110.

[0056] In step 120, the process includes checking a condition consisting of determining if a parameter Tmth representative of the temperature of a fluid the heat transfer fluid of the first cooling fluid loop of the internal combustion engine is greater than a first SI threshold.

[0057] According to one embodiment, the first threshold SI is dynamically calibrated to take into account variations in the boiling conditions of the coolant as a function of atmospheric pressure and vehicle altitude. At sea level altitude, the first threshold S1 is, for example, between 110°C and 140°C; it can be approximately 115°C, 120°C, 125°C, or 130°C, for example. According to another embodiment, the first threshold SI is determined from an initial map stored in the control unit's memory, which takes as input a vehicle altitude value and outputs a threshold SI value for the coolant temperature. The altitude and / or pressure data are obtained from the vehicle's navigation system. This condition aims to detect a high engine temperature rise close to its upper operating limits.Taking altitude into account allows the value of the S1 threshold to be lowered at high altitude compared to an altitude close to sea level.

[0058] If the condition is detected, the process proceeds to a verification step 130, otherwise the process returns to step 110.

[0059] In step 130, the method includes checking a condition by determining whether a parameter Vveh, representative of the vehicle's speed, is below a second threshold S2. The purpose of this condition is to detect that the vehicle is traveling at low speed while experiencing an engine heating situation that is unusual for that speed. Indirectly, this step aims to determine whether the vehicle is under a high engine load, typical of towing and driving on a steep incline, for example, a road with a gradient greater than 4%. For example, the threshold S2 is between 10 km / h and 60 km / h; for example, it could be one of the following values, approximately 10 km / h, 20 km / h, 30 km / h, 40 km / h, 50 km / h, or 60 km / h.

[0060] Preferably, the value of the parameter Vveh is an average value over a driving period observed previously at the time of verification. This value makes it possible to detect a low-speed driving profile over a sufficiently long period. Combined with a high engine temperature, the speed criterion makes it possible to detect towing.

[0061] If the condition is detected, the process proceeds to a verification step 140, otherwise the process returns to step 110.

[0062] In step 140, the method includes checking a condition by determining whether the value of a parameter Tamb, representative of the outside environment temperature, is greater than a third threshold S3. According to one embodiment, the third threshold S3 is determined from a second map recorded in The control unit's memory takes the vehicle's altitude as input and outputs a threshold value for the vehicle's external ambient temperature. Taking altitude into account allows the threshold value to be lowered at high altitudes compared to altitudes near sea level. For example, S3 can range from 20°C to 60°C.

[0063] Finally, if all the verification conditions are detected simultaneously, the method includes a control 150 for inhibiting cabin cooling by the second air conditioning fluid loop of the thermal control system. The inhibition control is executed by closing, at least partially and preferably completely, the solenoid valve upstream of the evaporator of the cabin air conditioning circuit. The solenoid valve of the chiller circuit of the second fluid loop remains in the open position to allow battery cooling.

[0064] In other words, the thermal control system is configured to cool the traction battery via the third fluid loop by transferring heat to the second air conditioning fluid loop through the chiller. The heat dissipated by the condenser of the ventilated unit at the front then comes solely from the battery. And the refrigerant does not circulate in the passenger compartment evaporator.

[0065] Furthermore, the inhibition command 150 may include stopping the rotation of the air fan of the passenger compartment ventilation system, and / or closing a flap of said passenger compartment ventilation system. These actions prevent passenger compartment cooling and also serve to signal to the driver that the air conditioning has been deactivated.

[0066] A warning message or alert message may also be provided informing the driver of the inhibition of the passenger compartment air conditioning.

[0067] Step 150 is considered to be activated if at least conditions 120 and 130 are detected simultaneously. Verification of conditions 110 and / or 140 is not mandatory. Alternatively, other supplementary verification conditions may be checked to activate or deactivate the air conditioning inhibition, for example, a condition relating to a parameter representative of a specific gear ratio, or a condition relating to an engine torque value. The engine torque value is preferably averaged over a driving period observed prior to the time of verification.

[0068] Furthermore, all verification conditions relating to a threshold are implemented by hysteresis detection. This type of detection makes it possible to differentiate between the activation and deactivation conditions of the cabin air conditioning inhibition. All verification conditions are controlled periodically at a frequency adapted to the thermodynamic behavior of the internal combustion engine. The order in which the conditions are checked can be alternated.

[0069] The invention is described above by way of example. It is understood that a person skilled in the art is able to carry out different variant embodiments of the invention by combining, for example, the different features above taken alone or in combination, without departing from the scope of the invention.

Claims

Demands

1. Method of controlling a thermal regulation system (1) for a hybrid vehicle comprising a powertrain including an internal combustion engine (2) and an electric traction machine electrically powered by a traction battery (3), the method comprising the following steps: - activation of a cooling mode of the internal combustion engine by a first fluid loop (BFM) consisting of dissipating heat to a radiator (5) in a ventilated block (6) at the front of the vehicle, - activation of a cooling mode by a second fluid loop (BFC) consisting of dissipating heat to a heat exchanger (14) in the ventilated block (6) from a passenger compartment air conditioning circuit and a cooling circuit in heat exchange with a third cooling fluid loop (BFB) of the battery (3),The process is characterized in that it comprises the following steps: - verification of at least the following conditions: - a first condition (120) consisting of determining whether a parameter representative of the temperature (Tmth) of a heat transfer fluid of the first fluidic loop (BFM) is greater than a first threshold (SI), - a second condition (130) consisting of determining whether a parameter (Vveh) representative of the vehicle speed is less than a second threshold (S2), - and, when all the verification conditions are detected simultaneously, an inhibition command (150) for cooling the passenger compartment by the passenger compartment air conditioning circuit of the second fluidic loop (BFC).

2. Control method according to claim 1 wherein the verification further comprises the verification of a third condition (140) consisting of determining whether a parameter (Tamb) representative of the outside environment temperature is greater than a third threshold (S3).

3. A control method according to claims 1 and 2, wherein the first threshold (SI) is determined from a first mapping taking as input a vehicle altitude data and delivering a temperature threshold value (SI) of the heat transfer fluid.

4. Control method according to claim 2 and 3 wherein the third threshold (S3) is determined from a second mapping taking as input the altitude data of the vehicle and delivering a value of the temperature threshold (S3) of the external environment of the vehicle.

5. A control method according to any one of claims 1 to 4 in which the verification further comprises a fourth condition (110) consisting of determining whether a data representative of a state of the vehicle in autonomous movement capability is active.

6. A control method according to any one of claims 1 to 5 wherein the inhibit control (150) comprises at least one control selected from the following: - the total or at least partial blocking of a valve (15) for circulating the heat transfer fluid of the passenger compartment air conditioning circuit in the second fluid loop (BFC), - the stopping of the rotation of an air fan of a passenger compartment ventilation device, - the closing of a flap of a passenger compartment ventilation device.

7. A control method according to any one of claims 1 to 6 wherein the parameter (Vveh) representing the speed is an average value of the vehicle speed during a driving period and wherein the second threshold (S2) is a value between 10km / h and 60km / h.

8. Thermal control system (1) for a hybrid vehicle comprising a powertrain including an internal combustion engine (2) and an electric traction machine electrically powered by a traction battery (3), said system comprising: - a first fluidic loop (FL) for cooling the internal combustion engine (2) including a radiator (5) for discharging heat into a ventilated block (6) at the front of the vehicle, - a second fluidic loop (FL) for air conditioning the vehicle including a first heat exchanger (14) provided for discharging heat into said ventilated block (6), a circuit of cabin air conditioning and a cooling circuit comprising a second heat exchanger (18), - a third fluidic loop (BFB) for thermal regulation of the battery (3) arranged in heat exchange with the second heat exchanger (18) to evacuate heat generated by the battery (3) to the first heat exchanger (14), - a control unit (27) configured for fluidic control of the first, second and third fluidic loops (BFM, BFC, BFB), - the system (1) being characterized in that the control unit (27) is configured to implement the control method according to any one of claims 1 to 7.

9. Hybrid vehicle comprising a powertrain including an internal combustion engine and an electric traction machine electrically powered by a traction battery including a thermal regulation system according to claim 8.

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