System and method for thermal management of a motor vehicle comprising an electric drive chain and a fuel cell

Abstract

TITLE: System and method for thermal management of a motor vehicle comprising an electric drivetrain and a fuel cell. Thermal management system (1) of a motor vehicle (100) comprising an electric drivetrain and a fuel cell device (30), the system comprising a primary circuit (3) for circulating a deionized heat transfer fluid (F1) comprising at least one component of the electric drivetrain, the fuel cell and a first heat exchanger (31). Abstract figure: Figure 1

Description

Title of the invention: System and method for thermal management of a motor vehicle comprising an electric drive chain and a fuel cell

[0001] The invention relates to a thermal management system for a motor vehicle, in particular a vehicle comprising an electric drivetrain and more especially an electric motor vehicle. The invention further relates to a motor vehicle equipped with said system. The invention also relates to a method for thermal management of a motor vehicle.

[0002] One of the main challenges for electric vehicles is to offer users a range, autonomy, and travel time approaching those of internal combustion engine vehicles, while maintaining suitable battery sizes. To this end, it is known to limit battery size to meet the range requirements for 90 to 95% of journeys and to integrate a fuel cell into the vehicle to supplement the electric battery for the remaining journeys, thus maintaining travel times similar to those of internal combustion engine vehicles.

[0003] The use of fuel cells is accompanied by numerous technical challenges related to the thermal management of the vehicle. Indeed, it is necessary to ensure the thermal management of both the fuel cell and the electric drive system. However, the thermal management of the fuel cell cannot be achieved using the fluids or coolants conventionally employed for the thermal management of the powertrain, battery, and / or power electronics components within the drive system. In particular, to preserve the lifespan of the fuel cell cells, it is known to use a deionized fluid. Therefore, it is not conventionally possible to simply integrate such a fuel cell into an existing circuit or system for the thermal management of the electric drive system.

[0004] Also, the thermal management of the electric drive chain must conventionally be carried out at lower temperatures than the thermal management carried out at the level of the fuel cell.

[0005] Additionally, it is necessary to provide for the integration of the fuel cell adapted to thermal management systems executed when the vehicle is cold or when outside temperatures are low, i.e. in "cold conditions", corresponding to conditions in which, due to the low temperature, the battery performance is severely degraded and it is necessary to implement heating of all or part of the electric drive chain.

[0006] Finally, it is necessary to optimize the vehicle's overall energy consumption, taking into account battery thermal management, passenger compartment thermal comfort, and energy consumption by the fuel cell and battery. Indeed, the electric powertrain of an electric vehicle generates relatively little heat while driving compared to internal combustion engines. Therefore, the energy recovered is not always sufficient to maintain the passenger compartment at the desired comfort temperatures while simultaneously keeping the battery at optimal operating temperatures.

[0007] The invention falls within this context and aims to provide a thermal management system and method for a motor vehicle that overcomes the above drawbacks. In particular, the invention proposes a thermal management system for a motor vehicle equipped with a ventilation, heating and / or air conditioning system, a fuel cell device, and an electric drive system comprising an electric vehicle powertrain, at least one power electronics component, and an electric drive battery. The thermal management system comprises a primary circuit configured to allow the circulation of a deionized heat transfer fluid, including: - the fuel cell device and at least one of the components of the electric drive chain selected from the electric drive battery, the vehicle's electric powertrain and / or one or more power electronics element(s); - a first heat exchanger configured to implement a heat exchange between the deionized heat transfer fluid and an airflow external to the vehicle; - a first loop comprising the fuel cell device and the first heat exchanger.

[0008] In particular, the thermal management system includes the electric drive battery and a second loop, connected to the first loop by at least one connecting branch, said second loop including the electric drive battery.

[0009] According to one embodiment, the primary circuit includes a primary branch comprising at least one component of the electric drive chain, this being selected from the electric powertrain and at least one power electronics element.

[0010] In particular, the thermal management system comprising, furthermore, a second heat exchanger, in particular disposed on the primary branch, configured to implement a heat exchange between the deionized heat transfer fluid and an airflow external to the vehicle.

[0011] Optionally, the primary circuit further comprises a branch secondary, connected to the primary branch and configured to bypass the second heat exchanger.

[0012] In particular, the thermal management system includes a primary bypass branch, connected to the first loop and configured to bypass the first heat exchanger.

[0013] According to one embodiment, the system comprises a plurality of drive chain components, including at least one power electronics element and the electric drive unit: - at least one power electronics component being positioned upstream of the electric powertrain according to a direction of deionized heat transfer fluid flow; and / or - at least one power electronics component being selected from an on-board charger, a DC-DC converter and / or an inverter.

[0014] For example, the primary circuit comprises a plurality of power electronics elements comprising successively, according to a direction of circulation of the deionized heat transfer fluid, at least one on-board charger and / or a DC-DC converter and then an inverter.

[0015] According to one embodiment, the thermal management system comprises: - at least one solenoid valve configured to selectively direct the deionized heat transfer fluid to the fuel cell device and / or to at least one of the components of the electric drive chain according to an implemented thermal management mode; and / or - at least one solenoid valve configured to selectively direct the deionized heat transfer fluid to the first heat exchanger or to bypass it according to an implemented thermal management mode; and / or - at least one solenoid valve configured to selectively direct the deionized heat transfer fluid to the electric drive battery and / or to the second loop on the one hand and / or to the first heat exchanger on the other hand.

[0016] Optionally, the thermal management system further includes a secondary circuit included in the ventilation, heating and / or air conditioning installation and configured to allow the circulation of a cooling fluid, separate from the deionized heat transfer fluid of the primary circuit, the secondary circuit including a first heat exchanger configured to implement a heat exchange between the deionized heat transfer fluid circulating in the primary circuit and the cooling fluid circulating in the secondary circuit.

[0017] In particular, the primary circuit includes at least one of a pump, a degassing device, a thermistor and / or a deionizer device.

[0018] The invention also extends to an electrically powered motor vehicle comprising a ventilation, heating and / or air conditioning system, a fuel cell device and an electric drive system comprising a powertrain, an electric drive battery and / or at least one power electronics element, the vehicle further comprising a thermal management system according to the invention and: - at least one temperature measuring device for at least one of the components of the electric drive chain and / or the fuel cell device and / or for at least one temperature of the deionized heat transfer fluid; and - at least one control device configured to adapt the circulation of the deionized heat transfer fluid in the primary circuit according to data from at least one measuring device.

[0019] The invention also extends to a method for thermal management of a motor vehicle according to the invention, the method comprising: - a step of measuring the temperature of at least one of the components of the primary circuit, in particular one of the components of the electric drive chain and / or the fuel cell device, and / or at least the temperature of the deionized heat transfer fluid, via at least one measuring device; - a step to determine a thermal management method to be applied; - a step of applying the thermal management mode determined by adjusting the circulation of the deionized heat transfer fluid in the primary circuit by means of the control device.

[0020] Other details, features and advantages will become clearer upon reading the detailed description given below, by way of example and not limitation, in relation to the various embodiments illustrated in the following figures:

[0021] Fig. 1 is a simplified schematic representation of an example embodiment of a vehicle equipped with a thermal management system.

[0022] Figure 2 is a schematic representation of an example embodiment of the thermal management system.

[0023] Fig. 3 is a schematic representation of a first example of execution of a first operating mode of the thermal management system.

[0024] Figure 4 is a schematic representation of a second execution example of the first operating mode of the thermal management system.

[0025] Fig. 5 is a schematic representation of a third example of the execution of the first operating mode of the thermal management system.

[0026] Fig. 6 is a schematic representation of an alternative execution of the first operating mode of the thermal management system.

[0027] Fig. 7 is a schematic representation of an example of the execution of a second operating mode of the thermal management system.

[0028] Fig. 8 is a schematic representation of an alternative embodiment of the thermal management system of Fig. 2.

[0029] Figures 1 to 8 schematically illustrate a motor vehicle 100 equipped with embodiments of a thermal management system 1. The vehicle 100 can be of any type, i.e., it can be a passenger car, a commercial vehicle, a truck, or a bus. Also, the vehicle 100 can be an autonomous or non-autonomous vehicle, or any other means of locomotion.

[0030] In particular, the vehicle 100 is electrically powered. In this sense, it includes an electric drive chain comprising an electric powertrain 11, at least one power electronics element 12 and an electric drive battery 13, also likely to be referred to as a "battery", "battery module" or "battery pack" in English, allowing the storage of electrical energy and the supply of such electrical energy to at least one component of the drive chain.

[0031] In particular, the vehicle 100 also includes a ventilation, heating and / or air conditioning system 2 for the passenger compartment allowing the thermal management of an airflow sent to a passenger compartment of the vehicle 100 so as to heat or cool it.

[0032] In addition, the vehicle 100 includes a fuel cell device 30 comprising at least one fuel cell, in particular hydrogen fuel cell, configured to complement the capabilities of the electric drive battery 13 and give the vehicle 100 additional range, in addition to the range provided by said battery 13. The fuel cell device 30 includes one or more fuel cells of size and power that may vary depending on the type of vehicle.

[0033] Generally, the thermal management system 1 includes a primary circuit 3 configured to allow the circulation of a deionized heat transfer fluid FL. A "deionized heat transfer fluid" is defined as a fluid devoid of ions so as to have low electrical conductivity, or preferably so as to have no electrical conductivity. For example, the deionized heat transfer fluid Fl comprises a mixture of water, in particular deionized and / or demineralized water, and glycol. The glycol advantageously lowers the freezing point of the deionized heat transfer fluid Fl and raises its boiling point; the proportion of glycol in the deionized heat transfer fluid can thus be adapted according to the vehicle 100 and / or the thermal management system 1 implemented. For example, and in a manner For the purposes of this non-limiting example, a deionized heat transfer fluid Fl comprising a mixture of 40% glycol and 60% water has a boiling point of approximately 107°C and a freezing point of approximately -35°C. It should be noted that the deionized heat transfer fluid preferably does not contain any ionized additives.

[0034] The primary circuit 3 particularly includes the fuel cell device 30 and at least one of the components of the electric drive chain selected from the electric drive battery 13, the electric powertrain 11 of the vehicle 100 and / or one or more power electronics element(s) 12. In this case, according to a non-limiting embodiment, the primary circuit 3 includes, among the components of the drive chain, the electric drive battery 13, the electric powertrain 11 of the vehicle 100 and at least one power electronics element 12, in particular a plurality of power electronics elements, further detailed below.

[0035] Optionally but preferably, at least one component of the electric drive chain is treated, for example passivated, subjected to a surface treatment, and / or neutral from the point of view of ion exchange, so as to make it compatible with the circulation of a deionized heat transfer fluid Fl and thus optimize the life of the fuel cell device 30. Such a principle extends to a plurality of components of the electric drive chain, i.e. to the electric drive battery 13 and / or the electric powertrain 11.

[0036] The term "passivated" refers in particular to the fact that the component in question is subjected to a passivation process, especially for components made of aluminum alloy. Such passivation can be achieved, as is known, by a direct reaction between the aluminum alloy and a liquid to form a passive film. For example, and without limitation, an anodizing surface treatment of the aluminum alloy, conventionally carried out by immersion in chemical or electrolytic baths, creates a uniform, resistant layer of aluminum oxide. It is understood that any other suitable passivation or surface treatment process may be implemented.

[0037] Optionally or preferably, as detailed in the description below, all or part of the components, elements, exchangers and other parts arranged in the primary circuit 3 are treated, for example, passivated, subjected to a surface treatment, and / or made neutral with respect to ion exchange, so as to make them compatible with the circulation of a deionized heat transfer fluid Fl and thus optimize the service life of the fuel cell device 30. In particular, all or part of the components, elements, exchangers and other parts arranged in the primary circuit 3 made of a material that is not neutral with respect to ion exchange are treated, for example passivated, subjected to a surface treatment to make it compatible with the circulation of a deionized heat transfer fluid Fl.

[0038] The primary circuit 3 also includes a first heat exchanger 31 configured to implement a heat exchange between the deionized heat transfer fluid Fl and an outside air flow FA to the vehicle 100. In particular, the first heat exchanger 31 can function as a radiator, that is to say, it is notably configured to transfer heat to the outside air flow FA so as to allow the cooling of the deionized heat transfer fluid Fl and, by extension, of all or part of the components arranged on the primary circuit 3.

[0039] In particular, the first heat exchanger 31 is a high-temperature radiator, configured to allow the circulation of the deionized heat transfer fluid Fl at temperatures greater than or equal to 65°C, or even greater than or equal to approximately 95°C. The first heat exchanger 31 can also optionally be located at the front of the vehicle 100 or in any suitable location. Optionally, but preferably, the first heat exchanger 31 is treated, for example, passivated, and subjected to a surface treatment making it compatible with the circulation of a deionized or ion-neutral fluid as described above.

[0040] According to specific, optional examples, the treatment of the first heat exchanger 31 includes at least one of the following: - the deposition of at least one layer of metallic alloy, in particular a plurality of layers of corrosion-resistant metallic alloy(s), for example comprising nickel, chromium and / or titanium; and / or - the anodizing of at least one layer of metallic alloy as described above, so as to form a protective and insulating oxide layer on the surface of the heat exchanger 31; and / or - the deposition of at least one corrosion-resistant organic coating, for example comprising polymers and / or ceramics.

[0041] It is understood that such treatments can be used alone or in combination with each other so as to optimize the protection of the first heat exchanger 31 against corrosion.

[0042] Optionally, the thermal management system 1 further includes a primary motor-fan unit, not shown, associated with the first heat exchanger 31.

[0043] Optionally, the thermal management system 1 further comprises a secondary circuit 4 configured to allow the circulation of a cooling fluid F2, for example a two-phase fluid, separate from the deionized heat transfer fluid Fl of the primary circuit 3. Such a secondary circuit 4 is particularly included in the installation ventilation, heating and / or air conditioning 2 which is intended to implement, at a given moment, at least the thermal management of a passenger compartment of the vehicle 100. The thermal management system 1 includes in particular a first heat exchanger 41 configured to implement a heat exchange between the primary circuit 3 and the secondary circuit 4. In particular, said first heat exchanger 41 is treated, for example passivated, subjected to a surface treatment, and / or neutral with respect to ion exchange, so as to make it compatible with the circulation of a deionized heat transfer fluid Fl and thus preserve the life of the fuel cell, as described previously with reference to the first heat exchanger 31.

[0044] The secondary circuit 4 can have any type of architecture commonly used in a ventilation, heating and / or air conditioning system 2, therefore it will not be described in detail. For example, the secondary circuit 4 may include at least one second heat exchanger 42, in particular a heat exchanger functioning as a condenser, as schematically illustrated in [Fig. 1] or 2.

[0045] The general architecture of the thermal management system 1 is thus particular in that the primary circuit 3 allows the circulation of a deionized heat transfer fluid Fl so as to ensure the thermal management, within the same closed circuit, of the fuel cell device 30 and of at least one component of the electric drive chain, in particular of a plurality of components of the electric drive chain. The primary circuit 3 and the secondary circuit 4 are fluidically independent closed circuits, that is to say, the deionized heat transfer fluid Fl circulating in the primary circuit 3 does not circulate in the secondary circuit 4 or mix with the cooling fluid F2 circulating in the secondary circuit 4, and vice versa.

[0046] Throughout the following description, the terms "upstream," "downstream," "inlet," and "outlet" refer to the direction of fluid flow specific to the circuit in question, as illustrated by arrows. Similarly, terms such as "first," "second," "primary," and "secondary" are intended to distinguish similar components and not to define a hierarchy within the present invention.

[0047] According to a preferred embodiment of the thermal management system 1, illustrated in Figures 1 to 8, the primary circuit 3 comprises a first loop 32 including the fuel cell device 30 and the first heat exchanger 31.

[0048] Optionally, but preferably, the primary circuit 3 further comprises a second loop 33, connected to the first loop 32 via at least one connecting branch. In particular, the second loop 33 is capable of being in fluidic connection with the first loop 32 via a first connecting branch 34 and a second connecting branch 35.

[0049] The second loop 33 includes at least the electric drive battery 13. Also, the second loop 33 includes the first heat exchanger 41 configured to implement heat exchange between the primary circuit 3 and the secondary circuit 4. In particular, the first heat exchanger 41 is arranged upstream of the electric drive battery 13 according to the direction of flow of the deionized heat transfer fluid Fl.

[0050] In particular, the first connecting branch 34 is connected to the first loop 32 at a first bifurcation point 34a, in particular located downstream of the fuel cell device 30, particularly located between the fuel cell device 30 and the first heat exchanger 31. The first connecting branch 34 is connected to the second loop 33 at a first connection point 34b located upstream of the electric drive battery 13, for example upstream of the first heat exchanger 4L

[0051] In particular, the second connecting branch 35 is connected to the second loop 33 at a second branching point 35a, in particular located downstream of the electric drive battery 13. The second connecting branch 35 is connected to the first loop 32 at a second connection point 35b located downstream of the fuel cell device 30, for example downstream of the first branching point 34a and upstream of the first heat exchanger 31.

[0052] In particular, the first loop 32 and the second loop 33 are connected to each other such that, depending on the thermal management mode implemented as described below, either the first loop 32 and / or the second loop 33 may be in operation. Specifically, the first loop 32 and the second loop 33 may operate at least partially independently of each other; that is, for a defined mode, a portion of the deionized heat transfer fluid Fl from the primary circuit 3 passes through the first loop 32 without joining the second loop 33, and vice versa, as further detailed below.

[0053] Optionally, the primary circuit 3 includes a primary branch 36 comprising at least one component of the electric drive chain selected from the electric powertrain 11 and at least one power electronics element 12. In this case, said branch comprises a plurality of components of the electric drive chain, particularly the electric powertrain 11 and a plurality of power electronics elements 12. The primary branch 36 is connected to the first loop 32 so as to be in fluidic connection with it.

[0054] In particular, the primary branch 36 is connected to the first loop 32 at a branch point 36a and a junction point 36b. Preferably, the branch point 36a is located upstream of the fuel cell device 30, specifically downstream of the first heat exchanger 31, while the junction point 36b is located downstream of the fuel cell device 30, specifically upstream of the first heat exchanger 31. The primary branch 36 thus advantageously allows for bypassing the fuel cell device 30 or distributing the deionized heat transfer fluid Fl between the primary branch 36 and the first loop 32, so that the deionized heat transfer fluid Fl can circulate selectively in the first loop 32, at the fuel cell device 30, and / or in the primary branch 36 at any given time, depending on the thermal management method implemented. For example, the junction point 36b is located upstream of the first bifurcation point 34a, depending on the direction of flow of the deionized heat transfer fluid.

[0055] The connection of the primary branch 36 to the first loop 32 makes it possible in particular to form a third loop 37 comprising a part of the first loop 32 and the primary branch 36. In particular the third loop 37 comprises, on the one hand, the first heat exchanger 31 and, on the other hand, at least one component of the electric drive chain selected from the electric powertrain 11 and at least one power electronics element 12 as described above.

[0056] The fact that a common flow of deionized heat transfer fluid Fl can be selectively distributed to the primary branch 36 and / or to the first loop 32 in order to be directed to the fuel cell device 30, at least one power electronics element 12 and / or the electric powertrain 11, both at the front and at the rear of the vehicle 100, makes it possible in particular to reduce the required pipe sections and lengths, and thus to reduce the volume of deionized heat transfer fluid Fl required.

[0057] In particular, at least one power electronics element 12 is preferentially arranged upstream of the electric powertrain 11 according to the direction of flow of the deionized heat transfer fluid FL. Indeed, the power electronics elements 12 classically exhibit greater sensitivity to temperature variations and operate at a lower temperature than the electric powertrain 11.

[0058] Also, at least one power electronics element 12 can be selected from an on-board charger 12a, a DC-DC converter 12b, and / or an inverter 12c. The on-board charger 12a can, in particular, be a DC-DC converter 12a, or an OBC+DCDC for "On-Board Charger". For example, the converter 12b can be specific to the fuel cell device 30.

[0059] Advantageously, the primary circuit 3 can comprise a plurality of power electronic elements. These are optionally but preferably arranged on the primary branch 36, as illustrated in [Fig.2]. In addition, the plurality of power electronics elements 12 is preferentially arranged upstream of the powertrain 11 according to the direction of flow of the deionized heat transfer fluid Fl.

[0060] According to an alternative embodiment, illustrated in [Fig. 8], the thermal management system 1, particularly the primary circuit 3, comprises an auxiliary branch 38, connected to the first loop 32 and located upstream of the fuel cell device 30. This auxiliary branch 38 comprises at least one power electronics element 12, or one of the power electronics elements when the thermal management system 1 comprises a plurality of them as described above. For example, the auxiliary branch 38 comprises the charger 12a. The auxiliary branch 38 is then connected to the first loop 32 via two three-way connections, located upstream and downstream of said branch. The deionized heat transfer fluid Fl can thus circulate simultaneously in the auxiliary branch 38 and in an intermediate portion of the first loop 32 located between said three-way connections.Optionally, the thermal management system 1 further includes a nozzle 38a arranged on the intermediate portion of the first loop 32.

[0061] According to an illustrated embodiment, the plurality of power electronics components 12 are arranged in a specific order, successively comprising, according to the direction of flow of the deionized heat transfer fluid Fl, the onboard charger 12a, then the DC-DC converter 12b, and finally the inverter 12c. Such an arrangement optimizes the thermal management of these components and limits derating situations depending on the operating conditions. Indeed, the chargers 12a and DC-DC converters 12b are typically more sensitive to temperature increases and tend to transfer less heat to the deionized heat transfer fluid Fl compared to the inverter 12c. It is therefore advantageous to place them upstream of the inverter 12c within the primary circuit 3, and in particular the primary branch 36. Furthermore, temperature stresses tend to impact the power electronics components 12 and their aging.For example, the thermal management requirements of inverter 12c are typically cyclical, linked to the power / torque demands of the powertrain 11. This results in significant temperature cycling, causing thermo-mechanical stress and, in the long term, a risk of thermal shock and premature aging. By positioning the onboard charger 12a upstream of the powertrain 11 and inverter 12c, the onboard charger 12a is advantageously less subjected to temperature cycling since it is not under load during driving. Also, the charger 12a does not typically operate simultaneously with inverter 12c and the electric powertrain 11, thus preventing the accumulation of heat. of the charger 12a, the inverter 12c and the electric drive unit 11. The power electronics components 12 are thus advantageously arranged in the order of their operating temperatures.

[0062] Optionally, but preferably, the primary circuit 3 includes a primary bypass branch 39, connected to the first loop 32 and configured to bypass the first heat exchanger 31. The primary bypass branch 39 is connected to the primary circuit 3 at a divergence point 39a, allowing all or part of the deionized heat transfer fluid Fl circulating in the primary circuit 3 to be diverted from the first heat exchanger 31, as further described below, and a convergence point 39b, returning said fluid to the first loop 32. The divergence point 39a is located upstream of the first heat exchanger 31, for example downstream of the first bifurcation point 34a and the second connection point 35b linking the primary circuit 3 to the secondary circuit 4.

[0063] According to a particular embodiment, illustrated in [Fig.2], the primary circuit 3 may optionally include a second heat exchanger 5 configured to implement heat exchange between the deionized heat transfer fluid Fl and an outside air flow FA' to the vehicle 100. The second heat exchanger 5 is located at the primary branch 36. In particular, the second heat exchanger 5 is located upstream of at least one component of the electric drive chain, for example upstream of the electric powertrain 11 of the vehicle 100 and upstream of the power electronics element 12 or of the plurality of power electronics elements 12.

[0064] In particular, the second heat exchanger 5 can function as a radiator, that is, it is configured to transfer heat to the outside airflow FA' so as to allow the cooling of the deionized heat transfer fluid Fl and, by extension, of all or part of the components located on the primary circuit 3. Specifically, the second heat exchanger 5 is a low-temperature radiator, configured to allow the circulation of the heat transfer fluid at, for example, temperatures less than or equal to 60°C, or even 55°C. Also, the first heat exchanger 31 can optionally be located at the front of the vehicle 100 or in any suitable location on the vehicle 100.Optionally but preferably, the second heat exchanger 5 is treated, for example passivated, subjected to a surface treatment making it compatible with the circulation of a deionized or ion-exchange-neutral fluid, similarly to what was described previously with reference to the first heat exchanger 31. Optionally again, the thermal management system 1 further includes a secondary motor-fan unit associated with the second heat exchanger 5.

[0065] The addition of the second heat exchanger 5 advantageously allows the size of the first heat exchanger 31 to be reduced. The positions of the first heat exchanger 31 and the second heat exchanger 5 can also be adapted and modified according to the need and the available space at the front of the vehicle 100. For example, in the case of a vehicle 100 whose electric powertrain 11 and fuel cell device 30 are located at the rear of the vehicle 100, it may be preferable to also locate the second heat exchanger 5 at the rear of the vehicle 100.Conversely, if the electric powertrain 11 and the fuel cell device 30 are located at the front of the vehicle 100, it may be preferable to locate the second heat exchanger 5, i.e. in particular the low-temperature radiator, at the front of the vehicle 100, for example so that it is positioned upstream of the first heat exchanger 31 in a direction of circulation of the outside air flow FA', FA. .

[0066] Optionally, the primary circuit 3 further includes a secondary branch 50, connected to the primary branch 36, configured to bypass the second heat exchanger 5. Optionally, the secondary branch 50 is directly or indirectly connected to the first loop 32, for example it is indirectly connected to the first loop 32 at a first connection point 50a, located downstream of the branch point 36a. Alternatively, the secondary branch 50 is connected to the primary branch 36 at a second connection point 50b located upstream of at least one component of the electric drive chain, in particular upstream of the electric powertrain 11 and at least one power electronics element 12. According to an alternative not shown, the secondary branch 50 is directly connected to the first loop 32 at the branch point 36a.

[0067] Optionally but preferably, the primary circuit 3 comprises at least one of a pump 15, a degassing device 17, a thermistor 16 and / or a deionizer device 18. Preferably, the primary circuit 3 comprises at least one pump 15, at least one degassing device 17, at least one thermistor 16 and at least one deionizer device 18. Optionally but preferably, all or part of these are treated, for example passivated, subjected to a surface treatment making them compatible with the circulation of a deionized fluid or neutral from the point of view of ion exchange.

[0068] In particular, and preferably, each of the first loop 32 and the second loop 33 comprises its own pump 15. For example, a first pump 15a is disposed in the first loop 32, for example upstream of the fuel cell device 30. Also, a second pump 15b is disposed within the second loop 33, for example upstream of the electric drive battery 13 and / or the first heat exchanger 41.

[0069] Additionally, the primary circuit 3, and more particularly the second loop 33, optionally includes at least one PTC thermistor 16, i.e., a positive temperature coefficient thermistor, allowing the deionized heat transfer fluid Fl to be heated as required. For example, this thermistor is located upstream of the electric drive battery 13 and / or downstream of the first heat exchanger 41. Additionally or alternatively, such a thermistor 16 may be located in the first loop 32, in particular upstream of the fuel cell device 30.

[0070] Optionally, the primary circuit 3, and more particularly the first loop 32, includes a deionizer device 18. For example, this device is located upstream of the fuel cell device 30, specifically between the first heat exchanger 31 and the fuel cell device 30. As is known, the deionizer device 18 comprises an electrically charged resin capable of exchanging ions so as to attract ions present in the deionized heat transfer fluid Fl. The ions are then replaced by ions of opposite charge present in the resin. This deionization process advantageously eliminates all or part of the ions that may be present in the deionized heat transfer fluid Fl, thus producing a fluid with low electrical conductivity that can be used to cool the fuel cell device 30.

[0071] Furthermore, the primary circuit 3 includes at least one degassing device 17. In particular, the first loop 32 and the second loop 33 each include their own degassing device 17. For example, the degassing device 17 includes a jar, which may or may not be circulating. In this case, a first degassing device 17a is located on the first loop 32, for example near the fuel cell device 30, and a second degassing device 17b is located on the second loop 33, for example downstream of the electric drive battery 13.

[0072] The primary circuit 3 also preferably includes a plurality of solenoid valves configured to selectively direct the deionized heat transfer fluid Fl to the different branches and / or loops of the primary circuit 3, in particular so as to bypass or not a specific component of the primary circuit 3. In the figures illustrated, each solenoid valve includes one inlet and two possible outlets.

[0073] In particular, and in a known manner, said solenoid valves comprise a plastic body and an internal mechanism at least partly made of a plastic material and including a shaft made of a metallic material such as stainless steel or chrome. Furthermore, said solenoid valves do not require any treatment, in particular surface treatment, such as passivation treatment, for use with a deionized heat transfer fluid Fl. According to an alternative embodiment, at least part of said solenoid valves may be treated, for example passivated, subjected to a surface treatment, and / or neutral from the point of view of ion exchange, so as to be compatible with the circulation of a deionized heat transfer fluid Fl.

[0074] In particular, the primary circuit 3 includes a first solenoid valve 6a, configured to selectively direct the deionized heat transfer fluid Fl to the fuel cell device 30 and / or to at least one component of the electric drive system, in particular to at least one component of the electric drive system selected from the electric powertrain 11 and / or to at least one power electronics element 12 according to an implemented thermal management mode. In other words, the first solenoid valve 6a is configured to selectively direct the deionized heat transfer fluid Fl to the fuel cell device 30 and / or to the primary branch 36. The first solenoid valve 6a is arranged, in particular, to include the branch point 36a of the primary branch 36, as illustrated in Figures 2 to 8.

[0075] Optionally, the primary circuit 3 includes a second solenoid valve 6b, configured to selectively direct the deionized heat transfer fluid Fl to the electric drive battery 13 or to bypass it. The second solenoid valve 6b is, in particular, arranged to include the first branch 34a of the connecting branch linking the first loop 32 to the second loop 33.

[0076] When the thermal management system 1 includes the primary bypass branch 39, configured to bypass the first heat exchanger 31, the primary circuit 3 may further include a third solenoid valve 6c, configured to direct the deionized heat transfer fluid Fl selectively to the first heat exchanger 31 and / or to bypass it, depending on the thermal management mode implemented. The third solenoid valve 6c is, in particular, arranged to include the divergence point 39a of the primary bypass branch 39.

[0077] In particular, optionally but preferably, the first solenoid valve 6a, the second solenoid valve 6b and / or the third solenoid valve 6c may be of the proportional solenoid valve type so as to ensure the circulation of the deionized heat transfer fluid Fl with more or less flow rate as required.

[0078] Optionally, when the primary circuit 3 includes the secondary branch 50, it further includes a fourth solenoid valve 6d, for example an ON / OFF type solenoid valve, i.e., one operating on the principle of opening and closing access to a defined branch, configured to allow the bypassing the second heat exchanger 5, i.e. to "bypass" the low temperature radiator in the illustrated example.

[0079] Conventionally, the primary circuit 3 and / or the thermal management system 1 optionally includes a plurality of sensors 7, in particular devices for measuring the temperature of the fluid circulating in the circuit. Figures 2 and 8 illustrate examples of the positioning of a plurality of sensors 7, in particular temperature measuring devices. For example, the sensors 7 can be arranged on the first loop 32, in particular upstream of the fuel cell device 30, and / or on the primary branch 36, for example at the level of at least one power electronics element 12 or of each of the power electronics elements 12. Also, at least one sensor 7 can be arranged upstream of the first heat exchanger 31, upstream of the electric drive battery 13 and / or upstream of one of the solenoid valves.

[0080] In particular, and in a known manner, the at least one sensor 7 comprises a support body, not detailed, configured to allow the circulation of the deionized heat transfer fluid Fl and made of a plastic material. The sensor further comprises, for example, a pin or finger made of a metallic material and configured to be in contact with the deionized heat transfer fluid FL. Since the contact surface between the finger and the fluid is minimal, the ion exchanges occurring at this point are negligible. Therefore, it is not necessary to implement a special surface treatment, such as passivation, on the finger of the at least one sensor 7. Such a principle is particularly suitable when the primary circuit 3 includes a deionizer device 18.

[0081] The thermal management system 1 according to the invention thus allows, as needed, heat exchange between the primary circuit 3 and the secondary circuit 4, enabling the management of the redistribution of heat generated by the vehicle 100 according to different operating modes, for example, to heat or cool the electric drive battery 13, one or more power electronics components 12 and / or the powertrain 11, to ensure the thermal management of the fuel cell device 30, or to heat the passenger compartment. The thermal management system 1 according to the invention advantageously reduces the number of circuits and components required compared to prior art systems, thereby optimizing the mass and size of the thermal management system 1.

[0082] The invention also relates to a method for thermal management of the automobile vehicle 100. In other words, such a method can be considered as a method for operating or using a vehicle 100 equipped with the system of thermal management 1 according to the invention. Alternatively, such a method corresponds to a method of operating or using the thermal management system 1.

[0083] The method includes a step of measuring the temperature of a component of the primary circuit 3 by means of one or more sensors 7. In particular, the method includes measuring the temperature of at least one of the components of the electric drive chain selected from the electric drive battery 13, the electric powertrain 11 and / or at least one power electronics element 12, and / or measuring the temperature of the fuel cell device 30. Alternatively or additionally, the method includes measuring the temperature of the deionized heat transfer fluid Fl, for example upstream of at least one of the solenoid valves described above, upstream of at least one of the components of the electric drive chain selected from the electric drive battery 13, the electric powertrain 11 and / or at least one power electronics element 12, and / or upstream of the fuel cell device 30.

[0084] The method then includes a step of determining a thermal management mode to be applied, corresponding to an operating mode of the thermal management system 1. For example, such a determination can be carried out by comparing temperature measurement data relating to one or more components with data relating to optimal temperatures and / or operating limits of a given component and / or by comparing temperature measurement data relating to the deionized heat transfer fluid Fl with reference temperature data. Such data can be stored on one or more memory elements of the vehicle 100, while the comparisons can be performed by a processing unit comprising a computer or an on-board computer, not shown.

[0085] The method then includes a step of applying the thermal management mode determined by adjusting the circulation of the deionized heat transfer fluid Fl in the primary circuit 3, in particular within the first loop 32 and / or the second loop 33. The circulation of the deionized heat transfer fluid Fl can, in particular, be directed by means of at least one control device 71 equipped in the vehicle 100. The control device 71 is, in particular, capable of actuating the first solenoid valve 6a, the second solenoid valve 6b, the third solenoid valve 6c and / or the fourth solenoid valve 6d as required. Additionally or alternatively, the control device 71 is capable of regulating the flow rate of the first pump 15a and / or the second pump 15b.

[0086] Figures 3 to 7 schematically illustrate non-limiting examples of different operating modes of the thermal management system 1 corresponding to different types of thermal management that can be implemented.

[0087] According to a first mode of operation, illustrated in figures 3 to 6, the thermal management system 1 can implement the cooling of the fuel cell device 30 and / or at least one power electronics element 12 and the powertrain 11. The necessary cooling power is then supplied at least by the first heat exchanger 31.

[0088] According to a first embodiment of the first operating mode, illustrated in [Fig. 3], when it is necessary to cool the fuel cell device 30 alone, the deionized heat transfer fluid Fl circulates in the first loop 32 and is sent to the fuel cell device 30, where it absorbs heat from said device to enable its cooling. In the illustrated embodiment, the first solenoid valve 6a is controlled so that the deionized heat transfer fluid Fl is directed to the fuel cell device 30 to remain in the first loop 32. Optionally, the first solenoid valve 6a and / or the pump 15a are controlled so that the deionized heat transfer fluid Fl is directed at a defined flow rate to the fuel cell device 30.The heated deionized heat transfer fluid Fl is then returned to the first heat exchanger 31 by controlling at least the second solenoid valve 6b, in particular by controlling the second solenoid valve 6b and the third solenoid valve 6c. At the first heat exchanger 31, the deionized heat transfer fluid Fl releases heat to the outside air flow FA and can thus be cooled before continuing its circulation within the primary circuit 3. Such cooling can notably be implemented when the vehicle 100 is in motion.

[0089] According to a second embodiment of the first mode of operation, similarly to that illustrated in [Fig.4], when it is necessary to perform the cooling of at least one power electronics element 12 and / or the powertrain 11, the deionized heat transfer fluid Fl circulates over a part of the first loop 32 and is then sent to the primary branch 36 instead of being directed to the fuel cell device 30. In the illustrated embodiment, the first solenoid valve 6a is controlled so that the deionized heat transfer fluid Fl is directed to the primary branch 36 where it is able to capture heat from at least one power electronics element 12 and / or the electric powertrain 11.Optionally, the first solenoid valve 6a and / or the pump 15a are controlled so that the deionized heat transfer fluid Fl is directed with a defined flow rate to the primary branch 36. Such an embodiment can be implemented during the charging of the electric drive battery 13, for example to cool the charger 12a, or during the driving of the vehicle 100, for example to cool the inverter 12c and / or the powertrain 11. The heated deionized heat transfer fluid Fl is then returned to the first heat exchanger 31 by control. of at least the second solenoid valve 6b, in particular by controlling the second solenoid valve 6b and the third solenoid valve 6c. At the level of the first heat exchanger 31, the deionized heat transfer fluid Fl releases heat to the outside air flow FA and can thus be cooled before continuing its circulation within the primary circuit 3.

[0090] According to a third embodiment of the first operating mode, illustrated in [Fig. 5], the management system can simultaneously cool the fuel cell device 30 on the one hand and cool at least one power electronics component 12 and / or the powertrain 11 on the other. The deionized heat transfer fluid Fl circulates in the first loop 32 and, at the first solenoid valve 6a, a portion of the deionized heat transfer fluid Fl continues to circulate in the first loop 32 while a separate portion of the deionized heat transfer fluid Fl is sent to the primary branch 36 as described above.

[0091] In the illustrated embodiment, the first solenoid valve 6a is configured to separate the deionized heat transfer fluid Fl into several portions directed to different parts of the primary circuit 3. Optionally, such control is associated with control of the first pump 15a. The first solenoid valve 6a is particularly well-suited to adapting the flow rate of the different portions of deionized heat transfer fluid Fl as required. In particular, and preferably, the portion of deionized heat transfer fluid Fl sent to the fuel cell device 30 has a higher flow rate than the portion sent to the primary branch 36. The presence of a proportional solenoid valve advantageously allows for optimized control based, in particular, on the temperatures measured within the primary circuit 3, by making it possible to adapt the fluid flow rate in the first loop 32 and in the primary branch 36.Optionally, such control is also associated with the control of the first pump 15a so as to adapt the flow rate within the primary circuit 3 as needed. Such an embodiment can be implemented during vehicle 100 operation, for example, to cool the inverter 12c and / or the powertrain 11 and the fuel cell device 30 simultaneously. The heated deionized heat transfer fluid Fl is then returned to the first heat exchanger 31 via the control of at least the second solenoid valve 6b, in particular by controlling the second solenoid valve 6b and the third solenoid valve 6c. At the first heat exchanger 31, the deionized heat transfer fluid Fl releases heat to the outside airflow FA and can thus be cooled before continuing its circulation within the primary circuit 3.

[0092] In particular, when the thermal management system 1 includes the second heat exchanger 5 and all or part of the deionized heat transfer fluid Fl is The fluid, sent to the primary branch 36 of the primary circuit 3, as described above with reference to the second and third examples of the first operating mode, can be sent to the second heat exchanger 5 via the fourth solenoid valve 6d when a greater cooling requirement is needed. Conversely, the fluid can be directed to the secondary bypass branch 50 via the fourth solenoid valve 6d to bypass the second heat exchanger 5 when the cooling requirement is lower. This principle advantageously reduces pressure and heat losses. As previously indicated, the second heat exchanger 5 is, for example, of the "low temperature" type so as to lower the temperature of the deionized heat transfer fluid Fl sent to the primary branch 36, for example, to temperatures below 55°C.

[0093] Similarly, regardless of the embodiment of the first operating mode implemented, when the thermal management system 1 includes the primary bypass branch 39, all or part of the deionized heat transfer fluid Fl can be sent, via the third solenoid valve 6c, to the primary bypass branch 39 in order to bypass the first heat exchanger 31 when a lower cooling requirement is needed. This fluid can thus be directed, via the third solenoid valve 6c, to pass through the first heat exchanger 31 in order to transfer heat to the outside airflow FA, as described above, when the cooling requirement is higher. This principle advantageously reduces pressure and heat losses.

[0094] According to alternative embodiments of the first operating mode, illustrated in [Fig. 4] or 6, the thermal management system 1 is optionally also capable of implementing thermal management of the electric drive battery 13 and / or the passenger compartment. Such alternative operating modes thus incorporate the various embodiments described above and apply to the associated figures, with the difference that all or part of the deionized heat transfer fluid Fl can be sent to the second loop 33, including the electric drive battery 13, by controlling the second solenoid valve 6b.

[0095] It should be noted that, depending on the temperature of the deionized heat transfer fluid Fl at the level of the second solenoid valve 6b and the temperature of the electric drive battery 13, the thermal management system 1 can then implement the cooling or heating of the electric drive battery 13, respectively by capturing calories from said battery 13 or by giving it calories as needed.

[0096] A similar principle applies mutatis mutandis with the first heat exchanger 41, arranged in the second loop 33, depending on the temperature of the F2 cooling fluid circulating in the secondary circuit 4, specific to the ventilation, heating and / or air conditioning system 2 of vehicle 100.

[0097] Optionally, as illustrated in [Fig. 4], the second loop 33 can at least partially operate in a closed loop, meaning that at least a portion of the deionized heat transfer fluid Fl can remain within the second loop 33 for a specified period before being returned to the first loop 32, in particular to the first heat exchanger 31, via the second connecting branch 35. Such a principle can notably be implemented to allow the cooling or heating of the electric drive battery 13. The first loop 32 and the second loop 33 can then partially, and temporarily, operate independently of each other.

[0098] For example, but not limited to, the cooling of the electric drive battery 13 can be implemented during its charging phases when the vehicle 100 is stationary. Under such conditions, at least one power electronics component 12, such as the on-board charger 12a, requires thermal management, while the other power electronics components or the drive unit 11 do not. The electric drive battery 13 may also require thermal management.

[0099] Conversely, the second loop 33 can be connected to the first loop 32, as illustrated in [Fig.6] so that all or part of the deionized heat transfer fluid Fl arriving at the level of the second solenoid valve 6b can be sent into the second loop 33 via the first connecting branch 34, circulate through the first heat exchanger 41 and the electric drive battery 13, for example in order to heat the passenger compartment and / or said battery 13, and then be returned to the first loop 32 via the second connecting branch 35.

[0100] Controlling the second solenoid valve 6b, particularly the proportional one, allows for variable heat transfer to the second loop 33, so as to isolate or not the second loop 33 as needed. Such control can advantageously be combined with control of the second pump 15b to adapt the flow rate within the second loop 33.

[0101] The presence of the first heat exchanger 41 can in particular allow, depending on the temperature conditions measured at the level of the primary circuit 3 and the secondary circuit 4, the cooling of the deionized heat transfer fluid Fl circulating in the second loop 33.

[0102] Note that, in the various embodiment examples described above, the fuel cell device 30 can be switched off during defined periods so that it requires little or no thermal management.

[0103] Figure 7 illustrates a second operating mode, which can be implemented in "cold ambient" conditions, that is, in particular when the temperature outside the vehicle 100 is less than or equal to 10°C, or even less than or equal to 6°C or 0°C. Under such conditions, it is necessary to heat the electric drive battery 13 to bring it to and maintain it at the optimal operating temperature and prevent its capacity from decreasing during winter conditions. A similar principle applies, mutatis mutandis, to heat the fuel cell device 30 to an optimal operating temperature.

[0104] According to one embodiment, at least one thermistor 16 can advantageously increase the temperature of the deionized heat transfer fluid Fl upstream of the fuel cell device 30 and / or the electric battery 13 so as to allow preheating of the latter in order to reach, at start-up, the minimum required temperature which is predefined, in particular an optimized operating temperature.

[0105] Additionally or alternatively, the heating of the electric battery 13 can be achieved via the fuel cell device 30. Indeed, when the fuel cell device 30 is operating, it tends to heat up. It is thus able to transfer heat to the deionized heat transfer fluid Fl circulating in the first loop 32 in order to heat it. The heated deionized heat transfer fluid Fl can then be sent to the second loop 33 via the first connecting branch 34 by controlling the second solenoid valve 6b. In the second loop 33, the heated deionized heat transfer fluid Fl allows the electric drive battery 13 to be warmed to a more suitable temperature under "cold ambient" conditions.

[0106] Similarly, the first heat exchanger 41 can transfer heat to the secondary circuit 4 to provide cabin heating when required. The deionized heat transfer fluid Fl is then returned to the first loop 32 via the second connecting branch 35. The third solenoid valve 6c is controlled so that the deionized heat transfer fluid Fl is sent to the primary bypass branch 39 to bypass the first heat exchanger 31 and avoid lowering the temperature of said fluid. The fluid can then be returned, via the first solenoid valve 6a, to the fuel cell device 30 to capture heat. The deionized heat transfer fluid Fl is then returned to the first loop 32 as described above.

[0107] Additionally or alternatively, such an embodiment may further allow the heating of at least one power electronics component 12 and / or the drive unit 11 by controlling the first solenoid valve 6a in order to direct the deionized heat transfer fluid Fl heated towards the primary branch 36 in order to allow the heating of at least one power electronics element 12 and / or the powertrain 11.

[0108] The vehicle 100 according to the invention thus comprises on the one hand an electric motor battery 13, particularly suitable for most of the journeys likely to be made by a user, and a fuel cell device 30 making it possible to increase the range of the vehicle 100 while limiting the bulk and the increase in mass classically observed when the number of modules or cells of the motor battery 13 are increased.

[0109] The thermal management system 1 according to the invention advantageously provides thermal management for the electric drive battery 13 and the fuel cell device 30, as well as for the components of the electric drive system, while reducing the number of circuits and components required. In particular, the invention reduces the number of heat exchangers, pumps 15, or other components needed, the length and number of pipes or connections between the system components, and significantly reduces the amount of fluid circulating in the thermal management system 1. The thermal management system 1 thus advantageously optimizes the aerodynamic cooling drag, pressure losses, mass, and cost of the cooling system, while facilitating its integration into the vehicle 100 by reducing the space generated by said system.The significant reduction in mass of the thermal management system 1 also allows for optimization of the vehicle 100's performance. These advantages are all the more important as the system architecture according to the invention allows the various components to be placed at the front or rear of the vehicle 100 according to needs and constraints.

[0110] Furthermore, according to the embodiment of the thermal management system 1 implemented, the invention advantageously allows the reduction of the dimensions of all or part of the airflow heat exchangers, for example in the case of a low temperature radiator, or even the elimination of such a low temperature radiator.

[0111] The present invention cannot, however, be limited to the means and configurations described and illustrated herein and it also extends to any equivalent means or configuration and to any technically operative combination of such means insofar as they ultimately fulfill the functionalities described and illustrated in this document.

Claims

Demands

1. Thermal management system (1) for a motor vehicle (100) equipped with a ventilation, heating and / or air conditioning system (2), a fuel cell device (30) and an electric drive chain comprising an electric vehicle (11) powertrain (100), at least one power electronics element (12) and an electric drive battery (13), the thermal management system (1) comprising a primary circuit (3), configured to permit the circulation of a deionized heat transfer fluid (Fl), comprising: - the fuel cell device (30) and at least one of the components of the electric drive chain selected from the electric drive battery (13), the electric vehicle (100) powertrain (11) and / or one or more power electronics elements;- a first heat exchanger (31) configured to implement heat exchange between the deionized heat transfer fluid (Fl) and an external airflow (FA) to the vehicle (100); - a first loop (32) comprising the fuel cell device (30) and the first heat exchanger (31).

2. Thermal management system (1) according to the preceding claim, comprising the electric drive battery (13) and a second loop (33), connected to the first loop (32) by at least one linking branch (34, 35), said second loop (33) comprising the electric drive battery (13).

3. Thermal management system (1) according to any one of the preceding claims, wherein the primary circuit (3) comprises a primary branch (36) comprising at least one component of the electric drive chain, this being selected from the electric powertrain (11) and at least one power electronics element (12).

4. Thermal management system (1) according to the preceding claim, further comprising a second heat exchanger (5), in particular disposed on the primary branch (36), configured to implement heat exchange between the deionized heat transfer fluid (Fl) and an outside airflow (FA) to the vehicle (100).

5. Thermal management system (1) according to any one of the preceding claims, comprising a primary bypass branch (39), connected to the first loop (32), configured to bypass the first heat exchanger (31).

6. Thermal management system (1) according to any one of the preceding claims, comprising a plurality of drive chain components including at least one power electronics element (12) and the electric drive unit (11): - at least one power electronics element (12) being disposed upstream of the electric drive unit (11) in a direction of flow of the deionized heat transfer fluid (Fl); and / or - at least one power electronics element (12) being selected from an on-board charger (12a), a DC-DC converter (12b) and / or an inverter (12c).

7. Thermal management system (1) according to any one of the preceding claims in combination with claim 2, wherein the primary circuit (3) comprises: - at least one solenoid valve (6a) configured to direct the deionized heat transfer fluid (Fl) selectively to the fuel cell device (30) and / or to at least one of the components of the electric drive chain according to an implemented thermal management mode; and / or - at least one solenoid valve (6c) configured to direct the deionized heat transfer fluid (Fl) selectively to the first heat exchanger (31) or to bypass it according to an implemented thermal management mode; and / or - at least one solenoid valve (6b) configured to direct the deionized heat transfer fluid (Fl) selectively to the electric drive battery (13) and / or to the second loop (33) on the one hand and / or to the first heat exchanger (31) on the other hand.

8. Thermal management system (1) according to any one of the preceding claims, further comprising a secondary circuit (4) included in the ventilation, heating and / or air conditioning installation (2) and configured to allow the circulation of a cooling fluid (F2), separate from the deionized heat transfer fluid (Fl) of the primary circuit (3), the secondary circuit (4) comprising a first heat exchanger (41) configured to implement heat exchange between the deionized heat transfer fluid (Fl)

9.

10.

11. circulating in the primary circuit (3) and the cooling fluid (F2) circulating in the secondary circuit (4). Thermal management system (1) according to any one of the preceding claims, wherein the primary circuit (3) comprises at least one of a pump (15), a degassing device (17), a thermistor (16) and / or a deionizer device (18). an electrically powered motor vehicle (100) comprising a ventilation, heating and / or air conditioning system (2), a fuel cell device (30) and an electric drive system comprising a powertrain (11), an electric drive battery (13) and / or at least one power electronics element (12), the vehicle (100) further comprising a thermal management system (1) according to any one of the preceding claims and: - at least one temperature measuring device for at least one of the components of the electric drive chain and / or the fuel cell device (30) and / or for at least one temperature of the deionized heat transfer fluid (Fl); and - at least one control device (71) configured to adapt the circulation of the deionized heat transfer fluid (Fl) in the primary circuit (3) according to data from at least one measuring device. Thermal management method of a motor vehicle (100) according to the preceding claim, the method comprising: - a step of measuring a temperature of at least one of the components of the primary circuit (3), in particular one of the components of the electric drive chain and / or the fuel cell device (30), and / or at least a temperature of the deionized heat transfer fluid (Fl), by means of at least one measuring device; - a step to determine a thermal management method to be applied; - a step of applying the thermal management mode determined by adjusting the circulation of the deionized heat transfer fluid (Fl) in the primary circuit (3) by means of the control device (71).

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