CONTROL OF A MULTI-POSITION VALVE HEATING / COOLING SYSTEM IN AN ELECTRIC POWERTRAIN VEHICLE

Abstract

A process is implemented in a vehicle comprising a heating / cooling circuit in which a heat transfer fluid circulates and comprising a first part coupled to a converter and a drive machine powered by a battery and comprising a ventilation unit, a second part comprising a first exchanger cooling the heat transfer fluid with a refrigerant fluid and a second heat exchanger cooling air for the passenger compartment with the cooled heat transfer fluid, and a third part coupled to the battery, and a valve having first and second positions in which it couples the first part to the second and / or third part(s).This process includes a step (10-30) in which, when the passenger compartment is cooled and the converter and engine need to be cooled, the valve is placed in the first or second position, the operation of the ventilation unit is stopped, and the heat transfer fluid is cooled with the refrigerant. Figure 5.

Description

Title of the invention: CONTROL OF A MULTI-POSITION VALVE HEATING / COOLING SYSTEM IN AN ELECTRIC POWERTRAIN VEHICLE Technical field of the invention

[0001] The invention relates to vehicles comprising an electric powertrain, a passenger compartment, and a heating / cooling system responsible for heating / cooling equipment and the air in the passenger compartment, and more specifically the control of such a heating / cooling system when the powertrain needs to be cooled. State of the art

[0002] Certain vehicles, possibly land vehicles (and for example of the motor vehicle type), include:

[0003] - a powertrain (or PWM) said to be all-electric, and therefore comprising at minus an electric motive machine capable of providing the motor torque to move them from electrical energy stored in a main (or power) battery,

[0004] - a converter suitable for converting electrical energy stored in this main battery, for example to supply electrical power to an on-board network,

[0005] - a passenger compartment with controlled aerothermal temperature, and

[0006] - a heating / cooling installation designed to heat / cool the air of the passenger compartment and equipment (including the electric drive unit, the main battery and the converter).

[0007] Some of these heating / cooling installations include a multi-position valve and a heating / cooling circuit in which a heat transfer fluid circulates and which has a first part coupled to the converter and the drive machine, and second and third parts coupled respectively to the passenger compartment and the main battery.

[0008] The first part of the heating / cooling circuit, dedicated to the converter and the drive machine, usually comprises:

[0009] - a first heat transfer fluid pump to circulate the latter locally,

[0010] - a first temperature probe for measuring the local temperature of the fluid heat transfer fluid, and

[0011] - a ventilation unit designed to draw air towards a radiator so that it cools the heat transfer fluid in order to contribute to the cooling (in particular) of the converter and the drive machine.

[0012] The second part of the heating / cooling circuit, dedicated to the passenger compartment, usually comprises:

[0013] - a second heat transfer fluid pump to circulate the latter locally,

[0014] - a second temperature probe for measuring the local temperature of the fluid heat transfer fluid,

[0015] - a heating device (generally a heating element) for heating locally the heat transfer fluid,

[0016] - a first heat exchanger for (in particular) cooling the heat transfer fluid by exchange with a refrigerant in a passenger compartment cooling mode, and

[0017] - a second heat exchanger suitable for cooling air intended for the passenger compartment by exchange with the cooled heat transfer fluid.

[0018] The third part of the heating / cooling circuit, dedicated to the main battery, usually includes a third temperature probe to measure the local temperature of the heat transfer fluid.

[0019] The (multi-position) valve is connected to the first, second, and third sections and is designed to selectively assume (at least) a first position in which it allows coupling between the first and second sections (for the circulation of the heat transfer fluid between them), and a second position in which it allows coupling between the first, second, and third sections (for the circulation of the heat transfer fluid between them). These first and second positions allow the converter and the engine, as well as the passenger compartment and / or the main battery, to be cooled.

[0020] In this type of heating / cooling system, when the temperature measured in the converter or the drive unit by an associated sensor is deemed too high, the control unit of the electric drive unit and / or the converter control unit sends a cooling request to the powertrain control unit. The latter then triggers the activation of the first fluid pump to circulate the heat transfer fluid in the first part of the heating / cooling circuit and the activation of the radiator fan unit for this first part to cool the heat transfer fluid circulating within it. The rotation speed of the radiator fan unit is selected by the powertrain control unit based on whether the temperature measured by a sensor exceeds a corresponding temperature threshold or the temperature measured by the first temperature probe of the first part.

[0021] One drawback of this operating mode is that the electrical consumption of the ventilation unit is significant, and all the more so The chosen rotation speed is important, which negatively impacts the vehicle's mileage range when its powertrain is all-electric.

[0022] The invention therefore aims in particular to improve the situation. Presentation of the invention

[0023] In particular, it proposes for this purpose a control method intended to be implemented in a vehicle comprising an electric drive machine, a main battery for supplying electrical energy to the drive machine, a converter for converting electrical energy stored in the main battery, a passenger compartment, and a heating / cooling system comprising a heating / cooling circuit in which a heat transfer fluid circulates and comprising, firstly, a first part coupled to the converter and drive machine and comprising a ventilation unit for drawing air towards a radiator to cool the heat transfer fluid, secondly, a second part coupled to the passenger compartment and comprising a first heat exchanger for cooling the heat transfer fluid by exchange with a refrigerant, in a passenger compartment cooling mode.and a second heat exchanger suitable for cooling air intended for the passenger compartment by exchange with the cooled heat transfer fluid; a third part, coupled to the main battery; and a fourth part, a valve connected to the first, second, and third parts, and suitable for selectively assuming a first position in which it allows coupling between the first and second parts and a second position in which it allows coupling between the first, second, and third parts.

[0024] This control method is characterized by the fact that it includes a step in which, when the passenger compartment cooling mode is activated and the converter and drive machine need to be cooled, the valve is placed in one of its first and second positions, the operation of the ventilation unit is prohibited and the heat transfer fluid is cooled by the first heat exchanger by exchange with the cooled refrigerant.

[0025] Thanks to the invention, it is now possible to use the cooled refrigerant circulating in the first heat exchanger to also cool the part of the heat transfer fluid which comes from the first part and thus cool the converter and the electric drive machine, without having to operate the ventilation unit, which avoids reducing the vehicle's mileage range.

[0026] For example, in its step, the valve can be placed in its first position when the main battery does not need to be cooled by the heat transfer fluid.

[0027] Also, for example, in its step, the valve can be placed in its second position when the main battery also needs to be cooled by the heat transfer fluid from the second part.

[0028] The invention also proposes a computer program product comprising a set of instructions which, when executed by processing means, is suitable for implementing a control method of the type described above, in a vehicle comprising an electric drive machine, a main battery suitable for supplying electrical energy to the drive machine, a converter suitable for converting electrical energy stored in the main battery, a passenger compartment, and a heating / cooling system comprising a heating / cooling circuit in which a heat transfer fluid circulates and comprising, firstly, a first part coupled to the converter and drive machine and comprising a ventilation unit suitable for drawing air towards a radiator to cool the heat transfer fluid, secondly, a second part coupled to the passenger compartment and comprising a first heat exchanger suitable for the vehicle,In a passenger compartment cooling mode, a second heat exchanger cools the heat transfer fluid by exchange with a refrigerant, and a third heat exchanger cools air intended for the passenger compartment by exchange with the cooled heat transfer fluid. A third part is coupled to the main battery, and a fourth part is a valve connected to the first, second, and third parts, and capable of selectively assuming a first position in which it allows coupling between the first and second parts, and a second position in which it allows coupling between the first, second, and third parts, to control the heating / cooling system when the passenger compartment cooling mode is activated and the converter and engine need to be cooled.

[0029] The invention also proposes a control device for equipping a vehicle comprising an electric drive unit, a main battery for supplying electrical energy to the drive unit, a converter for converting electrical energy stored in the main battery, a passenger compartment, and a heating / cooling system comprising a heating / cooling circuit in which a heat transfer fluid circulates and comprising, firstly, a first part coupled to the converter and drive unit and comprising a ventilation unit for drawing air towards a radiator to cool the heat transfer fluid, secondly, a second part coupled to the passenger compartment and comprising a first heat exchanger for cooling the heat transfer fluid by exchange with a refrigerant, in a passenger compartment cooling mode.and a second heat exchanger designed to cool air intended for the passenger compartment by exchange with the cooled heat transfer fluid, on the third part, a third, part coupled to the main battery, and, on a fourth part, a valve connected to the first, second and third parts, and capable of selectively taking a first position in which it allows coupling between the first and second parts and a second position in which it allows coupling between the first, second and third parts.

[0030] This control device is characterized by the fact that it includes at least one processor and at least one memory arranged to perform the operations consisting, when the passenger compartment cooling mode is activated and the converter and drive machine need to be cooled, of triggering a placement of the valve in one of its first and second positions, a prohibition of operation of the ventilation unit and a cooling of the heat transfer fluid by the first heat exchanger by exchange with the cooled refrigerant.

[0031] The invention also proposes a vehicle, possibly of the automobile type, comprising:

[0032] - an electric motor,

[0033] - a main battery suitable for supplying electrical energy to the drive machine,

[0034] - a converter suitable for converting electrical energy stored in the battery main,

[0035] - a passenger compartment,

[0036] - a heating / cooling installation comprising a heating circuit / cooling system in which a heat transfer fluid circulates and comprising, firstly, a first part coupled to the converter and drive machine and including a ventilation unit designed to draw air towards a radiator to cool the heat transfer fluid, secondly, a second part coupled to the passenger compartment and including a first heat exchanger designed, in a passenger compartment cooling mode, to cool the heat transfer fluid by exchange with a refrigerant, and a second heat exchanger designed to cool air intended for the passenger compartment by exchange with the cooled heat transfer fluid, thirdly, a third part coupled to the main battery, and, fourthly, a valve connected to the first, second and third parts,and capable of selectively taking a first position in which it allows coupling between the first and second parts and a second position in which it allows coupling between the first, second and third parts, and ,

[0037] - a control device of the type presented above.

[0038] The vehicle according to the invention may include other features which may be taken separately or in combination, and in particular:

[0039] - the valve may include first and second inlets and a first outlet connected to the first part, a third input and a second output are connected to the second part, and a fourth input and a third output connected to the third part, and can be arranged in the first position so as to couple the second input to the second output and the third input to the first output, and in the second position so as to couple the second input to the second output, the third input to the third output and the fourth input to the first output;

[0040] - in the presence of the first option, the heating / cooling installation may include a degassing box coupled to the first part to allow degassing of the latter. In this case, the valve may include a degassing inlet connected to the degassing box and suitable for being coupled to the second outlet to allow degassing of the second part and / or the third part;

[0041] - also in the presence of the first option, the heating / cooling installation The system may include, on the one hand, a first pump interposed between the first outlet and the first part, and suitable for circulating the heat transfer fluid in the first part, and, on the other hand, a second pump interposed between the second outlet and the second part and suitable for circulating the heat transfer fluid in the second and third parts. Brief description of the figures

[0042] Other features and advantages of the invention will become apparent from an examination of the detailed description below, and the accompanying drawings, in which:

[0043] [Fig. 1] schematically and functionally illustrates an example of an embodiment of a vehicle comprising a passenger compartment, an electric powertrain associated with a supervisory computer and a main battery, also associated with a converter, a heating / cooling system, and a control device according to the invention,

[0044] [Fig.2] schematically and functionally illustrates an example of an embodiment of the heating / cooling installation of [Fig.1], with its multi-position valve placed in a first position,

[0045] [Fig.3] schematically and functionally illustrates an example of the implementation of the heating / cooling installation of [Fig.1], with its multi-position valve placed in a second position,

[0046] [Fig.4] schematically and functionally illustrates an example of an embodiment of a powertrain monitoring computer comprising an example of an embodiment of a control device according to the invention, and

[0047] [Fig.5] schematically illustrates an example of an algorithm implementing a control method according to the invention. Detailed description of the invention

[0048] The invention aims in particular to provide a control method, and an associated DC1 control device, intended to allow control of an installation heating / cooling IV equipping a vehicle V with an electric powertrain (or PMT), when the passenger compartment cooling mode H of the latter (V) is activated and CV converters and electric motive machine MME of this vehicle V need to be cooled.

[0049] In what follows, vehicle V is considered, by way of non-limiting example, to be of the automobile type. This is, for example, a car, as illustrated in [Fig. 1]. But the invention is not limited to this type of vehicle. It relates in fact to any type of vehicle (land, sea (or river) or air) comprising an electric powertrain (or PMT) (and therefore comprising at least one electric drive unit capable of providing the torque to propel it), a main battery capable of supplying electrical energy to this electric drive unit, a converter capable of converting electrical energy stored in this main battery, a passenger compartment, and a heating / cooling system.

[0050] A vehicle V comprising a passenger compartment H, an electric GMP transmission chain (and therefore comprising at least one electric drive machine MME), a service battery BS, a main battery BP, a CV converter, a heating / cooling installation IV, and a DC1 control device according to the invention is schematically represented in [Fig.1].

[0051] The auxiliary battery BS is responsible for supplying electrical power to an on-board electrical system RB of the vehicle V, supplementing that supplied by the converter CV, which is powered by the main (or power) battery BP via a main electrical circuit, and sometimes replacing this converter CV. For example, this auxiliary battery BS may be configured as a very low voltage type battery (typically 12 V, 24 V, or 48 V). It is rechargeable at least by the converter CV. In the following, for the sake of non-limiting example, the auxiliary battery BS is considered to be a 12 V lithium-ion type.

[0052] The RB on-board network is an electrical power supply network to which electrical (or electronic) equipment (or components) that consume electrical energy are coupled.

[0053] The main electrical circuit (or "high voltage" or "power" circuit) is connected, on the one hand, to the main battery BP via an interface device, and, on the other hand, to electronic equipment, such as the CV converter and the MME drive unit. It also allows the main battery BP to be recharged by an external power source temporarily connected to the vehicle V.

[0054] The transmission chain has a powertrain that is purely electric and therefore includes, in particular, in addition to its (electric) drive machine MME, a drive shaft AMI, and a transmission shaft ATI. Here, "machine" is understood to mean electric motor » an electric machine arranged to provide torque to move the vehicle V, and possibly to recover regenerative torque.

[0055] The drive unit MME (here an electric motor) is connected to the main battery BP via the main electrical circuit, in order to be supplied with electrical energy, and also possibly to supply this main battery BP with electrical energy, for example during a regenerative braking phase. It is connected to the drive shaft AMI, to provide it with torque by rotational drive. This drive shaft AMI is connected to a reduction gear RDI which is also connected to the transmission shaft ATI, itself connected to a first set of wheels Tl, preferably via a differential DV.

[0056] This first train Tl is located here in the front part PVV of the vehicle V. But in a variant this first train Tl could be the one which is here referenced T2 and which is located in the rear part PRV of the vehicle V.

[0057] The CV converter is, for example, of the DC / DC type (“Direct Current / Direct Current”). It is therefore responsible for converting a direct current from a first voltage to a second voltage.

[0058] This CV converter can also be used during vehicle V's driving phases to convert a portion of the electrical current stored in the main battery BP to supply converted electrical current to the vehicle's electrical system RB and the auxiliary battery BS (for recharging). It is also electrically connected, via the main electrical circuit, to the vehicle V's charging connector, which, during a charging phase of the main battery BP, is intended to be temporarily connected to an external power source via a charging cable.

[0059] It will be noted, as illustrated non-limitingly in [Fig. 1], that the CV converter can be part of an internal CH charger also comprising a computer responsible, at least, for controlling the charging of the main battery BP.

[0060] The main (or power or traction) battery BP may, for example, include electrical energy storage cells, possibly electrochemical (for example, lithium-ion (or Li-ion) or Ni-MH or Ni-Cd type). Also, for example, the main battery BP may be of the low-voltage type (typically 450 V or 600 V, by way of illustration). But it could also be of the medium-voltage or high-voltage type.

[0061] It should also be noted that in the example illustrated, but not limited to, in [Fig. 1], the vehicle V also includes a distribution box BD to which the auxiliary battery BS, the converter CV, and the on-board network RB are coupled. This distribution box BD is responsible for distributing the electrical energy produced by the converter CV or stored in the auxiliary battery BS into the on-board network RB. for powering electrical components (or equipment) connected to the RB on-board network, according to power requests received.

[0062] As illustrated in figures 1 to 3, the heating / cooling installation IV includes a (multi-position) valve VC and a heating / cooling circuit CR in which a heat transfer fluid circulates and comprising first PI, second P2 and third P3 parts.

[0063] The first PI section is coupled to the CV converter and the MME drive machine in order to cool them as needed using the heat transfer fluid. For this purpose, it includes a radiator RI and a GV ventilation unit designed to draw air towards this radiator RI to cool the heat transfer fluid.

[0064] The second part P2 is coupled to the passenger compartment H to supply it with treated air (and in particular with cooled air). For this purpose, it comprises at least one first heat exchanger EC1 and a second heat exchanger EC2 installed downstream of the first heat exchanger EC1. In a passenger compartment H cooling mode, the first heat exchanger EC1 is supplied with cooled refrigerant (from a sub-part of the second part P2 (called the cooling or air conditioning sub-part (and including, in particular, an air conditioning compressor)) and arranged to cool the heat transfer fluid by exchange with this cooled refrigerant. The second heat exchanger EC2 is arranged to cool air intended for the passenger compartment H by exchange with the cooled heat transfer fluid from the first heat exchanger EC1. It will be understood that the latter (EC1) constitutes what is called in English a "chiller".

[0065] It should be noted that in the example illustrated, but not limited to, in Figures 2 and 3, the second part P2 also includes a heating device DC2 installed upstream of the first heat exchanger EC1 and designed, in a passenger compartment heating mode H, to heat the heat transfer fluid exiting the valve VC and entering the second part P2. It will be understood that in this case, the heated heat transfer fluid passes through the first heat exchanger EC1 without exchanging with the refrigerant and supplies the second heat exchanger EC2 in order to heat the air intended for the passenger compartment H.

[0066] The third part P3 is coupled to the main battery BP, in order to heat or cool it as needed.

[0067] The (multi-position) valve VC is connected to each of the first PI, second P2 and third P3 parts. In addition, it is arranged so as to selectively assume at least one first position illustrated in [Fig.2] in which it (VC) allows coupling between the first PI and second P2 parts, and a second position illustrated in [Fig.3] in which it (VC) allows coupling between the first PI, second P2 and third P3 parts.

[0068] Herein, "selectively taking" means being placed in a position chosen either by a user of the vehicle V by action on at least one control or selection of a menu displayed on a screen, for example of a central instrument cluster installed in or on the dashboard of the vehicle V, or by a computer, such as the CS supervisory computer which monitors the operation of the powertrain and the installation IV. Furthermore, "coupling" herein means that at least a portion of the heat transfer fluid circulates in at least two parts Pj (with j = 1 to 3) temporarily connected to form a closed circuit, independently of what happens in any other part Pj' (j' j).

[0069] For example, the selective placement of the VC valve in one of its first and second positions can be controlled by the DC1 control device (optionally via the CS supervisory computer).

[0070] As mentioned above, the invention proposes in particular a control method intended to allow control of the installation IV when the cabin cooling mode H is activated and the CV converter and electric drive machine MME need to be cooled.

[0071] This (control) method can be implemented at least partially by the control device DC1 (illustrated at least partially in Figures 1 and 4), which for this purpose comprises at least one PR1 processor, for example a digital signal processor (or DSP), and at least one MD memory. This control device DC1 can therefore be implemented as a combination of electrical or electronic circuits or components (or "hardware") and software modules (or "software"). By way of example, it could be a microcontroller.

[0072] The MD memory is random access memory (RAM) to store instructions for the implementation by the PR1 processor of at least part of the control process. The PR1 processor may comprise integrated (or printed) circuits, or several integrated (or printed) circuits connected by wired or wireless connections. An integrated (or printed) circuit is defined as any type of device capable of performing at least one electrical or electronic operation.

[0073] In the example illustrated, but not limited to, in Figures 1 and 4, the DC1 control device is part of the CS powertrain monitoring computer. However, this is not mandatory. Indeed, the DC1 control device could comprise its own dedicated computer, which could then be coupled to the CS powertrain monitoring computer, or it could be part of another computer embedded in the vehicle V and performing at least one other function, for example.

[0074] As illustrated, without limitation, in [Fig. 5], the (control) method according to the invention comprises a step 10-30 which is implemented whenever two conditions are simultaneously met, namely only the cooling mode of The cabin H is activated, and a cooling request for the CV converter and the electric drive unit MME has just been generated and transmitted to the CS supervisory control unit. It should be understood that, since only the cabin H cooling mode is initially activated, the second section P2 operates in a closed loop, isolated from the first PI and third P3 sections. A portion of the heat transfer fluid therefore circulates solely within the second section P2, independently of what is happening in the first PI and third P3 sections. This portion of the heat transfer fluid is cooled by exchange with the cooled refrigerant circulating in the first heat exchanger EC1, which then flows into the second heat exchanger EC2 to cool the air destined for the cabin H.

[0075] Step 10-30 of the process includes a substep 10 in which, when the two aforementioned conditions are simultaneously satisfied, the VC valve is placed (for example, the control device DC1 triggers the placement of) in one of its first and second positions (the one that is adapted to the current situation).

[0076] Step 10-30 of the process also includes a substep 30 in which the operation of the ventilation unit GV is prohibited (for example, the control device DC1 triggers the prohibition of the operation), and the heat transfer fluid is cooled (for example, the control device DC1 triggers the cooling of the) by the first heat exchanger EC1 by exchange with the refrigerant.

[0077] It will be understood that the advantage taken here is that the cooled refrigerant already circulates in the first heat exchanger EC1, and therefore it can be advantageously used to cool the portion of the heat transfer fluid coming from the first section PI (due to the placement of the valve VC in its first or second position), before the cooled heat transfer fluid returns to the first section PI to cool the CV converter and the electric drive unit MME. Therefore, there is no need (at least initially) to operate the GV ventilation unit, which avoids reducing the vehicle's range.

[0078] It should be noted that substeps 10 and 30 could be combined in order to perform the three actions substantially simultaneously. It should also be noted that the two actions performed in substep 30 could be separated into two successive substeps.

[0079] For example, in substep 10 of step 10-30, the VC valve can be placed (for example, the control device DC1 can trigger the placement of) in its first position when the main battery BP does not need to be cooled by the heat transfer fluid. It will be understood, by observing [Fig. 2], that in this case the heat transfer fluid, which is cooled in the second section P2, directly returns to the first section PI, and then, after cooling the CV converter and the electric drive machine MME, returns to be cooled again in the second section P2.

[0080] Also, for example, in substep 10 of step 10-30, the VC valve can be placed (for example, the control device DC1 can trigger the placement of) in its second position when not only the CV converter and the electric drive machine MME but also the main battery BP need to be cooled by the heat transfer fluid from the second section P2. It will be understood, by observing [Fig. 3], that in this case the heat transfer fluid which is cooled in the second section P2 first enters the third section P3 to cool the main battery BP, then leaves the third section P3 to enter the first section PI, and then, after cooling the CV converter and the electric drive machine MME, returns to be cooled again in the second section P2.

[0081] In order to allow obtaining at least the first and second positions described above, the VC valve may include at least four inlets Ek (k = 1 to 4) and at least three outlets Sm (m = 1 to 3), as illustrated non-limitingly in Figures 2 and 3.

[0082] The first E1 (k = 1) and second E2 (k = 2) inputs and the first output SI (m = 1) are connected to the first PL part

[0083] The third input E3 (k = 3) and the second output S2 (m = 2) are connected to the second part P2.

[0084] The fourth input E4 (k = 4) and the third output S3 (m = 3) are connected to the third part P3.

[0085] Furthermore, the VC valve is arranged:

[0086] - in the first position so as to couple the second input E2 to the second output S2 and the third input E3 to the first output SI (to put the first PI and second P2 parts in a coupled and closed circuit, without going through the radiator RI which is useless because it does not receive air from the GV ventilation unit (temporarily prohibited from operating)), and

[0087] - in the second position so as to couple the second input E2 to the second output S2, the third input E3 to the third output S3 and the fourth input E4 to the first output SI (to put the first PI, second P2 and third P3 parts in coupled and closed circuit, without going through the radiator RI which is useless because it does not receive air from the GV ventilation group (temporarily prohibited from operating)).

[0088] It should be noted that when an Ek inlet or an Sm outlet is not used in a position of the VC valve, this means that it is disconnected (or sealed tightly).

[0089] Also, for example, and as illustrated without limitation in Figures 2 and 3, the installation IV may include a degassing box BDZ coupled to the first part PI in order to allow degassing of the latter (PI). In this case, the valve VC may also include a degassing input E5 (k = 5) which is connected to the degassing unit BDZ and designed to be coupled to the second output S2 in order to allow degassing of the second part P2 and / or the third part P3. Note that this coupling between the degassing input E5 and the second output S2 may optionally be permanent.

[0090] Also, for example, and as illustrated without limitation in Figures 2 and 3, the installation IV may include first PF1 and second PF2 heat transfer fluid pumps. In this case, the first pump PF1 is interposed between the first outlet SI and the first section PI, and may be suitable for circulating the heat transfer fluid in the first section PI. The second pump PF2, for its part, is interposed between the second outlet S2 and the second section P2, and may be suitable for circulating the heat transfer fluid in the second section P2 and the third section P3.

[0091] In the presence of these first PF1 and second PF2 heat transfer fluid pumps, step 10-30 of the process may include, as illustrated without limitation in [Fig. 5], a substep 20 in which the operation of the first PF1 and second PF2 heat transfer fluid pumps is initiated (for example, the control device DC1 is triggered) after the valve VC has been moved to its first or second position. These two actions are intended to facilitate the circulation of the heat transfer fluid between the temporarily coupled parts Pj.

[0092] It should be noted that it would be possible to consider merging sub-steps 20 and 30 in order to carry out their four actions substantially simultaneously.

[0093] The VC valve and the first PF1 and second PF2 pumps (with heat transfer fluid) may optionally be part of an "all-in-one" MC control module, as illustrated, but not limited to, Figures 2 and 3. This advantageously reduces the number of components, the size, and the complexity of the system architecture IV. However, this is not mandatory. Indeed, the first pump PF1 could be part of the first section PI, and the second pump PF2 could be part of the second section P2.

[0094] Also, for example, and as illustrated non-limitingly in Figures 2 and 3, the heating / cooling circuit CR may include a first temperature probe STI to measure the temperature of the heat transfer fluid in its first part PI (preferably at its inlet), a second temperature probe ST2 to measure the temperature of the heat transfer fluid in its second part P2 (preferably at its inlet), and a third temperature probe ST3 to measure the temperature of the heat transfer fluid in its third part P3 (preferably upstream of the main coil BP).

[0095] The temperature measurements taken in the first PI part by the first STI temperature probe can be used to decide on cooling the CV converter and MME drive machine.

[0096] The temperature measurements taken in the third part P3 by the third temperature probe ST3 can be used to decide on cooling the main battery BP.

[0097] The temperature measurements taken in the second part P2 by the second temperature probe ST2 can be used to control the temperature of the air intended for the passenger compartment H.

[0098] It should also be noted, as illustrated but not limited to [Fig. 4], that the CS supervisory computer (or the DC1 control unit computer) may also include a MEM mass memory, in particular for storing any intermediate data involved in all its calculations and processing. Furthermore, this CS supervisory computer (or the DC1 control unit computer) may also include an IE input interface for receiving at least the messages indicating that the cabin cooling mode H is activated and that at least the CV converter and the MME drive unit must be cooled, in order to use their contents in calculations or processing, possibly after having shaped and / or demodulated and / or amplified them, in a manner known per se, by means of a PR2 digital signal processor.Furthermore, this CS supervisory computer (or the DC1 control device computer) can also include an IS output interface, notably to deliver a message (or command) to place the VC valve in one of its first and second positions, a message (or command) to prohibit the operation of the GV ventilation unit, and a message (or command) to cool the heat transfer fluid by the first EC1 heat exchanger by exchange with the refrigerant.

[0099] It will also be noted that the invention also proposes a computer program product (or computer program) comprising a set of instructions which, when executed by processing means of the type of electronic circuits (or hardware), such as for example the PR1 processor, is suitable for implementing the control method described above to control in the vehicle V the heating / cooling installation IV when the passenger compartment cooling mode H is activated and the CV converter and MME drive machine (as well as possibly the main battery BP) need to be cooled.

Claims

1.

2. Demands Control method for a vehicle (V) comprising an electric power unit (MU), a main battery (MB) for supplying electrical energy to said power unit (MU), a converter (CV) for converting electrical energy stored in said main battery (MB), a passenger compartment (H), and a heating / cooling system (IV) comprising a) a heating / cooling circuit (HC) in which a heat transfer fluid circulates and comprising i) a first part (P1) coupled to said converter (CV) and power unit (MU) and comprising a ventilation unit (VU) for drawing air towards a radiator (RI) to cool said heat transfer fluid, ii) a second part (P2) coupled to said passenger compartment (H) and comprising a first heat exchanger (HE1) for cooling said passenger compartment (H) by exchange with a refrigerant,and a second heat exchanger (EC2) adapted to cool air intended for said passenger compartment (H) by exchange with said cooled heat transfer fluid, and iii) a third part (P3) coupled to said main battery (BP), and b) a valve (VC) connected to said first (PI), second (P2) and third (P3) parts, and adapted to selectively assume a first position in which it allows coupling between said first (PI) and second (P2) parts and a second position in which it allows coupling between said first (PI), second (P2) and third (P3) parts, characterized in that it comprises a step in which, when said passenger compartment (H) cooling mode is activated and said converter (CV) and power machine (MME) are to be cooled, said valve (VC) is placed in one of said first and second positions,The operation of said ventilation unit (GV) is prohibited, and said heat transfer fluid is cooled by said first heat exchanger (EC1) through exchange with said refrigerant. Method according to claim 1, characterized in that in said step said valve (VC) is placed in said first position when said main battery (BP) does not need to be cooled by said heat transfer fluid.

3. Method according to claim 1, characterized in that in said step said valve (VC) is placed in said second position when said main battery (BP) is to be cooled by said heat transfer fluid from said second part (P2).

4. Product computer program comprising a set of instructions which, when executed by processing means, is suitable for implementing the control method according to any one of claims 1 to 3, in a vehicle (V) comprising an electric drive machine (EMM), a main battery (MB) suitable for supplying electrical energy to said drive machine (EMM), a converter (CV) suitable for converting electrical energy stored in said main battery (MB), a passenger compartment (H), and a heating / cooling system (IV) comprising a) a heating / cooling circuit (HC) in which a heat transfer fluid circulates and comprising i) a first part (P) coupled to said converter (CV) and drive machine (EMM) and comprising a ventilation unit (VU) suitable for drawing air to a radiator (RI) to cool said heat transfer fluid,(ii) a second part (P2) coupled to said passenger compartment (H) and comprising a first heat exchanger (EC1) suitable, in a cooling mode of said passenger compartment (H), for cooling said heat transfer fluid by exchange with a refrigerant, and a second heat exchanger (EC2) suitable for cooling air intended for said passenger compartment (H) by exchange with said cooled heat transfer fluid, and (iii) a third part (P3) coupled to said main battery (BP), and (b) a valve (VC) connected to said first (PI), second (P2) and third (P3) parts, and suitable for selectively assuming a first position in which it allows coupling between said first (PI) and second (P2) parts and a second position in which it allows coupling between said first (PI), second (P2) and third (P3) parts,to control said heating / cooling system (IV) when said passenger compartment cooling mode (H) is activated and said converter (CV) and engine (MME) are to be cooled.

5. Control device (DC1) for a vehicle (V) comprising an electric motive machine (MME), a main battery (BP) for supplying electrical energy to said motive machine (MME), a converter (CV) for converting energy

6. electrical energy stored in said main battery (BP), a passenger compartment (H), and a heating / cooling system (IV) comprising a) a heating / cooling circuit (CR) in which a heat transfer fluid circulates and comprising i) a first part (PI) coupled to said converter (CV) and engine (MME) and comprising a ventilation unit (GV) for drawing air to a radiator (RI) to cool said heat transfer fluid, ii) a second part (P2) coupled to said passenger compartment (H) and comprising a first heat exchanger (EC1) for cooling said passenger compartment (H) by exchange with a refrigerant, and a second heat exchanger (EC2) for cooling air intended for said passenger compartment (H) by exchange with said cooled heat transfer fluid, and iii) a third part (P3) coupled to said main battery (BP), and b) a valve (VC) connected to said first part (PI) (PI),second (P2) and third (P3) parts, and adapted to selectively assume a first position in which it allows coupling between said first (PI) and second (P2) parts and a second position in which it allows coupling between said first (PI), second (P2) and third (P3) parts, characterized in that it comprises at least one processor (PR1) and at least one memory (MD) arranged to perform the operations consisting, when said passenger compartment cooling mode (H) is activated and said converter (CV) and drive machine (MME) are to be cooled, of triggering a placement of said valve (VC) in one of said first and second positions, a prohibition of operation of said ventilation unit (GV) and a cooling of said heat transfer fluid by said first heat exchanger (EC1) by exchange with said cooled refrigerant. Vehicle (V) comprising an electric power unit (MU), a main battery (MB) for supplying electrical energy to said power unit (MU), a converter (CV) for converting electrical energy stored in said main battery (MB), a passenger compartment (H) and a heating / cooling system (IV) comprising a) a heating / cooling circuit (HC) in which a heat transfer fluid circulates and comprising i) a first part (P) coupled to said converter (CV) and

7.

8. a motive machine (MME) and comprising a ventilation unit (GV) adapted to draw air towards a radiator (RI) to cool said heat transfer fluid, ii) a second part (P2) coupled to said passenger compartment (H) and comprising a first heat exchanger (EC1) adapted, in a cooling mode of said passenger compartment (H), to cool said heat transfer fluid by exchange with a refrigerant, and a second heat exchanger (EC2) adapted to cool air intended for said passenger compartment (H) by exchange with said cooled heat transfer fluid, and iii) a third part (P3) coupled to said main battery (BP), and b) a valve (VC) connected to said first (PI), second (P2) and third (P3) parts, adapted to selectively assume a first position in which it allows coupling between said first (PI) and second (P2) parts and a second position in which it allows coupling between said first (PI),second (P2) and third (P3) parts, characterized in that it further comprises a control device (DC1) according to claim 5. Vehicle according to claim 6, characterized in that said valve (VC) comprises first (E1) and second (E2) inlets and a first outlet (S1) connected to said first part (P1), a third inlet (E3) and a second outlet (S2) connected to said second part (P2), and a fourth inlet (E4) and a third outlet (S3) connected to said third part (P3), and is arranged a) in said first position so as to couple said second inlet (E2) to said second outlet (S2) and said third inlet (E3) to said first outlet (S1), and b) in said second position so as to couple said second inlet (E2) to said second outlet (S2), said third inlet (E3) to said third outlet (S3) and said fourth inlet (E4) to said first outlet (S1). Vehicle according to claim 7, characterized in that said heating / cooling installation (IV) includes a degassing box (BDZ) coupled to said first part (PI) in order to allow degassing of the latter (PI), and in that said valve (VC) includes a degassing inlet (E5) connected to said degassing box (BDZ) and suitable to be coupled to said second outlet (S2) in order to allow degassing of said second part (P2) and / or said third part (P3).

9. Vehicle according to claim 7 or 8, characterized in that said heating / cooling installation (IV) comprises i) a first pump (PF1) interposed between said first outlet (SI) and said first part (PI), and adapted to circulate said heat transfer fluid in said first part (PI), and ii) a second pump (PF2) interposed between said second outlet (S2) and said second part (P2) and adapted to circulate said heat transfer fluid in said second part (P2) and said third part (P3).

10. Vehicle according to any one of claims 6 to 9, characterized in that it is of the automobile type.

Images