Method for controlling a thermal conditioning system of an electric or hybrid vehicle

Abstract

The invention relates to a method comprising: determining an internal temperature (T) of the battery (30), if the determined internal temperature (T) of the battery (30) is below a first predetermined threshold (S): passing high-pressure refrigerant through the first exchanger (7) so as to heat the heat-transfer liquid, expanding the refrigerant to a low pressure lower than the high pressure, passing low-pressure refrigerant through the second exchanger (4), passing the heat-transfer liquid through the battery (30) so as to heat the battery (30), wherein a value of a parameter representative of the heating of the battery (30) is maintained during the heating of the battery (30), between a first predetermined limit value and a second predetermined limit value so as to minimise an amount of electrical energy (Ef) supplied to the thermal conditioning system (100) to heat the battery (30).

Description

Description Title: Method for controlling a thermal conditioning system of an electric or hybrid vehicle Technical field [1] The present invention relates to the field of thermal conditioning of batteries of electric or hybrid propulsion vehicles. Prior art [2] In the case of an electric or hybrid vehicle, the maximum power that a battery can provide when it is at low temperature is lower than its theoretical maximum power. In addition, when the internal temperature of the battery is too low, it is not possible to recover electrical energy during vehicle deceleration phases, otherwise known as "regenerative braking". Regenerative braking makes it possible to recover kinetic energy, potential energy or a combination of the two, and provide electrical energy to the battery during a vehicle rolling phase. [3] It is known to preheat the battery using on-board electric heating, or a heat pump system, which uses the energy of the battery itself to heat it. The battery has a limitation of recoverable power depending on its own temperature. The need to heat the battery therefore penalizes the vehicle's autonomy. [4] There is therefore a need for an improved method allowing the battery to recover electrical energy in a cold environment. Summary [5] To this end, the present invention provides a method for controlling a thermal conditioning system of an electric or hybrid vehicle. [6] the thermal conditioning system comprising: - an electrical energy storage battery, configured to provide electrical energy to an electric traction motor of the vehicle and to receive electrical energy from an electrical energy source, - a refrigerant circuit comprising: - a compressor, - a first heat exchanger thermally coupled with the battery via a heat transfer fluid, - a second heat exchanger thermally coupled with an air flow outside the vehicle, - a regulator, - a means for determining an internal temperature of the battery, the method comprising the steps: - determine the internal temperature of the battery, - if the determined internal temperature of the battery is lower than a first predetermined threshold: - circulate high-pressure refrigerant fluid in the first exchanger so as to heat the heat transfer fluid, - expand the refrigerant fluid to a low pressure lower than the high pressure, - circulate low-pressure refrigerant fluid in the second exchanger, - circulating the heat transfer fluid in the battery so as to heat the battery, wherein a value of a parameter representative of the heating of the battery is maintained during the heating of the battery between a first predetermined limit value and a second predetermined limit value so as to minimize an amount of electrical energy supplied to the thermal conditioning system for heating the battery. [7] For a conventional vehicle, the battery is heated by reaching a target temperature in the shortest possible time, in other words with a compressor operating at its maximum speed with the additional heat of an electrical resistance. The coefficient of performance (COP) of such a system is around 1 (reference COP). The present invention allows the heating of the battery with a COP higher than the reference COP of the conventional vehicle, so a compressor operating at a lower speed with or without the additional heat of an electric heater. [8] Preferably, no electric heater is used to heat the heat transfer fluid circulating in the battery. Such a solution is very energy-intensive, and heating the battery using the refrigerant fluid, on the contrary, allows energy savings. [9] In particular, heating the battery may be accomplished without the supply of electrical energy by a battery charging device, or with the supply of electrical energy by a battery charging device.

[0010] The battery charging device may be an on-board charger on the vehicle. The on-board charger is connected, during a charging phase, to an electrical network. In this case, the electrical network may be a domestic electrical network, for example, one that powers the vehicle's garage.

[0011] The battery charging device can also be a charging station external to the vehicle, for example a high-power charging station.

[0012] The second heat exchanger is located, for example, in the front of the vehicle, i.e. behind the vehicle's radiator grille. The outside airflow passes through the vehicle's radiator grille and then carries out a heat exchange with the second heat exchanger.

[0013] According to one variant, the second heat exchanger is configured to exchange heat with a heat transfer fluid circulating in a heat transfer fluid circuit, the heat transfer fluid circuit comprising a heat exchanger configured to exchange heat with the outside air flow.

[0014] A pump, not shown, circulates the heat transfer fluid in the heat transfer fluid circuit. The circuit forms a closed circuit. The circuit is leak-proof during nominal operation of the thermal conditioning system, i.e., when the system is fully assembled and operating without faults.

[0015] The heat transfer fluid circulating in the circuit is, for example, a mixture of water and glycol.

[0016] The thermal coupling between the second heat exchanger and the outside air flow is in this case called indirect, since it is achieved by means of the heat transfer fluid in the circuit which transfers the heat supplied by the refrigerant to the outside air flow.

[0017] The heat exchanger for the coolant circuit is, for example, located in the front of the vehicle.

[0018] According to one aspect, said parameter representative of the heating of the battery is a slope value of the internal temperature curve of the battery as a function of the heating duration of the battery.

[0019] In other words, the slope value of the internal temperature of the battery is controlled so that the increase in the internal temperature of the battery takes place over a longer period of time so as to limit the consumption of electrical energy supplied to the thermal conditioning system to heat the battery unlike rapid heating as discussed above.

[0020] In particular, the first predetermined limit value and the second predetermined limit value are determined by knowing an outside ambient temperature and an initial temperature of the battery before the battery heating step.

[0021] The electronic control unit is in particular configured to maintain said temperature slope value between a first predetermined limit value and a second predetermined limit value.

[0022] According to one aspect, said parameter representative of the heating of the battery is a difference between the internal temperature of the battery and the temperature of the heat transfer liquid at the inlet or outlet of the first exchanger.

[0023] The temperature of the heat transfer fluid to be applied can be determined based on a quantity of heat to be supplied to the battery to heat it, and a time available for heating the battery.

[0024] The temperature of the heat transfer fluid at the inlet or outlet, in particular at the inlet, of the first exchanger, can be determined by the electronic control unit.

[0025] By maintaining this gap so that the temperature of the heat transfer fluid is lower than in the case of a conventional method at the inlet of the first exchanger, the coefficient of performance of the thermal conditioning system is improved.

[0026] According to one aspect, the battery is heated prior to a driving phase of the vehicle.

[0027] According to one aspect, the method comprises the steps: - receive information on the vehicle's predicted route to a predefined arrival point, - determine a quantity of recoverable electrical energy on a journey to the predefined arrival point, - determine a battery set temperature to be reached prior to a vehicle driving phase, - determining the amount of electrical energy to be supplied to the thermal conditioning system to heat the battery to the set temperature, wherein the battery is heated if the amount of recoverable electrical energy is greater than the amount of electrical energy to be supplied to the thermal conditioning system to heat the battery to the set temperature.

[0028] Thus, the electrical energy supplied to the thermal conditioning system to warm the battery is not detrimental to the smooth running of the journey to the predefined arrival point. In other words, no more electrical energy is consumed to warm the battery than the electrical energy that can be recovered by the electrical energy source to the predefined arrival point, in particular during deceleration of the vehicle.

[0029] The vehicle's predicted route is a predicted route between a current vehicle position and the predefined destination point.

[0030] The current vehicle position is a vehicle parking position.

[0031] The amount of electrical energy to be supplied to the thermal conditioning system is, for example, determined by the electronic control unit. In particular, the amount of electrical energy to be supplied to the thermal conditioning system is determined by tables pre-recorded in a memory of the electronic control unit.

[0032] The amount of recoverable electrical energy is, for example, determined by the electronic control unit. In particular, the amount of recoverable electrical energy is determined by tables pre-recorded in a memory of the electronic control unit.

[0033] In particular, the amount of recoverable electrical energy is calculated from characteristic parameters of the vehicle's aerodynamics and characteristic parameters of the route to be taken. For example, the characteristic parameters of the vehicle's aerodynamics include the mass of the vehicle, a product between the drag coefficient and the frontal area of the vehicle, and a rolling resistance of the vehicle. For example, the characteristic parameters of the route include a speed profile of the vehicle on the route to be taken.

[0034] The quantity of recoverable electrical energy is a component of a total quantity of recoverable energy further comprising kinetic energy and / or potential energy.

[0035] The electronic control unit can determine portions of the route where a quantity of recoverable electrical energy can be recovered.

[0036] The electronic control unit can further determine said quantity of recoverable electrical energy on each of said portions of the journey.

[0037] Alternatively, for a regular journey, the amount of recoverable energy can be determined by learning by the electronic control unit.

[0038] According to one aspect, the method comprises a step of confirmation by a user of the completion of the journey for which the journey information was received by the vehicle.

[0039] Confirmation by a user may be made by means of the human-machine interface, or a user terminal configured to communicate with the vehicle, in particular with the electronic control unit.

[0040] According to a variant, when the internal temperature of the battery reaches a predetermined value greater than or equal to the first threshold, it is maintained at this value for a determined period. It is understood that the internal temperature of the battery is maintained at the predetermined value with a tolerance of plus or minus 10%.

[0041] Beyond the specified time, it is considered that the vehicle will not start and that it is then useless to continue warming up the battery.

[0042] In one aspect, the battery is not warmed if the amount of recoverable electrical energy is less than the amount of electrical energy to be supplied to the thermal conditioning system to heat the battery to the set temperature.

[0043] This avoids an unfavorable energy balance by consuming more energy to warm the battery than can be recovered while driving.

[0044] According to one aspect, the method comprises the steps: - determine an optimal battery heating time to reach the determined set temperature by minimizing the amount of electrical energy supplied to the thermal conditioning system, - receive information on the available battery heating time prior to a vehicle driving phase, - if the available heating time of the battery is greater than or equal to the optimal time, heat the battery to the set temperature for a heating time equal to the optimal time, and if the available heating time of the battery is less than the optimal time, heat the battery to the set temperature for a heating time equal to the available time.

[0045] The optimal heating time of the battery is, for example, determined by knowing the amount of heat to be supplied to the battery to heat it to the set temperature, preferably with a tolerance, for example 10%, below the set temperature.

[0046] For a given quantity of heat to be supplied to the battery to heat it, we can determine a curve of electrical energy supplied to the thermal conditioning system as a function of the duration of heating of the battery.

[0047] By "greater than or equal to the optimal duration" is meant preferably greater than or equal to the optimal duration with a tolerance of 1% around the optimal duration.

[0048] Thus, when the available duration is long, heating the battery for the optimal duration allows the lowest possible amount of electrical energy supplied to the thermal conditioning system to be consumed. For an available duration shorter than the optimal duration, the entire available duration is used so as to minimize the amount of energy supplied to the thermal conditioning system compared to an even shorter duration. The consumption of electrical energy supplied to the thermal conditioning system to heat the battery is thus optimized. In one aspect, the amount of electrical energy supplied to the thermal conditioning system to heat the battery to the set temperature depends on an external ambient temperature, an initial temperature of the battery before the battery heating step, and the available battery heating duration.

[0049] In one aspect, the initial temperature of the battery is the temperature determined after a time less than a threshold relative to a time when information on the predicted route of the vehicle towards a predefined arrival point is received.

[0050] Thus, in an example where forecast journey information is received several hours before a driving phase, and in particular prior to a duration less than a threshold relative to the time when the information is received, from a duration less than the determined threshold, the internal temperature of the battery is determined and the external ambient temperature is determined. If the two temperatures are below the first determined temperature threshold, the battery will be warmed up to reach the set temperature before the driving phase.

[0051] In particular, the predicted route information is received by the electronic control unit and transmitted to the electronic control unit by means of the human-machine interface.

[0052] In one aspect, the electrical energy source is an electrical generator driven by a component of a powertrain of the vehicle, the electrical generator comprising, for example, the electric motor.

[0053] In one aspect, the electrical power source is an electrical generator driven by a component of a powertrain of the vehicle.

[0054] The electric generator allows for the recovery of electrical energy when the inertia of the vehicle allows the electric generator to be mechanically driven. In particular, the electric generator allows for the recovery of energy during deceleration, that is to say that the kinetic energy of the vehicle is partly converted into electrical energy during the deceleration phases of the vehicle. This electrical energy can be stored by the battery 30.

[0055] The electric generator may include the electric motor. The electric motor is configured to selectively operate as a motor to propel the vehicle or as a generator when the kinetic energy of the vehicle drives the electric motor.

[0056] In one aspect, the second exchanger is configured to receive heat from an outside airflow.

[0057] The present invention also relates to a thermal conditioning system for an electric or hybrid vehicle, comprising: - an electrical energy storage battery, configured to supply electrical energy to an electric traction motor of the vehicle and to receive electrical energy from an electrical energy source, - a refrigerant circuit comprising: - a compressor, - a first heat exchanger thermally coupled with the battery via a heat transfer fluid, - a second heat exchanger thermally coupled with an outside air flow, - a regulator, - a means of determining an internal temperature of the battery, - an electronic control unit configured to implement a previously defined method.

[0058] The present invention also relates to a computer program which comprises instructions which cause the thermal conditioning system to carry out the steps of the control method described above.

[0059] The present invention also relates to a computer-readable medium on which said computer program is recorded. Brief description of the drawings

[0060] Other features, details and advantages will become apparent upon reading the detailed description below, and upon analyzing the attached drawings, in which:

[0061] [Fig.1] is a schematic side view of a vehicle equipped with a thermal conditioning system and an electrical energy management system on which the proposed method is implemented,

[0062] [Fig.2] is a schematic view of a thermal conditioning system on which the proposed method is implemented,

[0063] [Fig.3] represents the evolution of the temperature of the heat transfer fluid at the inlet of the first exchanger, and the evolution of the internal temperature of the battery as a function of time in the case where, at an initial instant, the internal temperature of the battery is greater than or equal to a first predetermined threshold,

[0064] [Fig.4] represents the evolution of the temperature of the heat transfer fluid (solid curve) at the inlet of the first exchanger, and the evolution of the internal temperature of the battery (curve with points) as a function of time in the case where, at an initial instant, the internal temperature of the battery is lower than a first predetermined threshold,

[0065] [Fig.5] represents the evolution of a quantity of electrical energy consumed daily by the vehicle battery and by other organs consuming electrical energy such as the motor-fan unit or the heat transfer fluid circulation pump as a function of a quantity of electrical energy supplied to the thermal conditioning system to heat the battery.

[0066] [Fig.6] represents the evolution of a sum of a quantity of electrical energy consumed daily by the vehicle battery and by other organs consuming electrical energy such as the motor-fan unit or the heat transfer fluid circulation pump, and of a quantity of electrical energy supplied to the thermal conditioning system to heat the battery, as a function of the quantity of electrical energy supplied to the thermal conditioning system to heat the battery.

[0067] [Fig.7] is a block diagram of the control method according to the invention.

[0068] [Fig.8] represents the evolution of the quantity of electrical energy to be supplied to the thermal conditioning system to reach a set temperature of the battery. Description of the embodiments

[0069] To facilitate reading the figures, the different elements are not necessarily represented to scale. In these figures, identical elements have the same references. Some elements or parameters may be indexed, i.e. designated for example by first element or second element, or first parameter and second parameter, etc. This indexing is intended to differentiate similar, but not identical, elements or parameters. This indexing does not imply a priority of one element or parameter over another and the names may be interchanged.

[0070] In the following description, the term "a first element upstream of a second element" means that the first element is placed before the second element relative to the direction of circulation, or path, of a fluid. Similarly, the term "a first element downstream of a second element" means that the first element is placed after the second element relative to the direction of circulation, or path, of the fluid in question. In the case of the refrigerant circuit, the term "a first element is upstream of a second element" means that the refrigerant passes successively through the first element, then the second element, without passing through the compression device. In other words, the refrigerant leaves the compression device, possibly passes through one or more elements, then passes through the first element, then the second element, then returns to the compression device, possibly after passing through other elements.The term "a second element is placed between a first element and a third element" means that the shortest path from the first element to the third element passes through the second element.

[0071] When it is specified that a subsystem includes a given element, this does not exclude the presence of other elements in this subsystem.

[0072] Figure 1 shows an electrically powered vehicle 1.

[0073] The term “electrically powered vehicle” shall not be construed as limiting and the vehicle may be a front-wheel drive electric vehicle.

[0074] The electrically powered vehicle 1 is, for example, a motor vehicle.

[0075] Alternatively, the vehicle may be a hybrid vehicle.

[0076] The electric vehicle 1 comprises a thermal conditioning system 100 comprising in particular an electrical energy storage battery 30 configured to supply electrical energy to an electric traction motor 35 of the vehicle and to receive electrical energy from an electrical energy source 40.

[0077] The vehicle 1 preferably comprises a human-machine interface. The human-machine interface may comprise, for example, display means. 55, and / or touch or voice control means, and / or means of communication with a user terminal such as a smartphone or a tablet.

[0078] The thermal conditioning system 100 provides thermal regulation for several components or subsystems of the vehicle.

[0079] The architecture of the thermal conditioning system 100 is represented schematically in Figure 2 where it can be seen that the thermal conditioning system comprises in particular, in addition to the battery 30: - a refrigerant fluid circuit 150 comprising: - a compressor 2, - a first heat exchanger 7 thermally coupled with the battery 30 via a heat transfer fluid, - a second heat exchanger 4 thermally coupled with an external air flow Fe, - a 10, 8 regulator, - a means of determining an internal temperature T of the battery 30. Compressor 2 is typically configured to supply high pressure refrigerant.

[0080] The means for determining an internal temperature T of the battery 30 notably comprises battery temperature sensors 36.

[0081] The thermal conditioning system 100 further comprises an electronic control unit 50 configured to implement a control method which will be described below.

[0082] The electronic control unit 50 receives information from various sensors measuring in particular the characteristics of the refrigerant fluid at various points in the circuit. The electronic control unit implements control laws allowing the control of the various actuators, in order to ensure the control of the thermal conditioning system 100 so as to ensure the received instructions.

[0083] The refrigerant of the refrigerant circuit 10 is here a chemical fluid such as R1234yf. Other refrigerants can also be used, such as for example R134a, or R744.

[0084] Outside air flow Fe is defined as an air flow that is not directed towards the vehicle's passenger compartment. In other words, this air flow Fe remains outside the vehicle's passenger compartment.

[0085] A motor-fan unit, not shown, can be activated in order to increase the flow rate of the outside air flow Fe if necessary. This motor-fan unit is arranged for example in the front of the vehicle, i.e. behind the vehicle's grille.

[0086] In particular, the refrigerant circuit 150 comprises: - a main loop A comprising successively according to the direction of travel of the refrigerant fluid: - a compressor 2, - a heat exchanger 3, called the third heat exchanger, thermally coupled with an interior air flow Fi to the passenger compartment of the vehicle, - a second relaxation device 8, - a heat exchanger 4, called the second heat exchanger, thermally coupled with an external air flow Fe to the passenger compartment of the vehicle - a third relaxation device 5, - a heat exchanger 6, called the fourth heat exchanger, thermally coupled with an interior air flow Fi to the passenger compartment of the vehicle, - a first branch branch B connecting a first connection point 1 1 arranged on the main loop A downstream of the third heat exchanger 3 and upstream of the second heat exchanger 4 at a second connection point 12 arranged on the main loop A downstream of the second heat exchanger 4 and upstream of the second expansion device 5,

[0087] - A second branch C connecting a third connection point 13 arranged on the main loop A downstream of the second heat exchanger 4 and upstream of the second connection point 12 to a fourth connection point 14 arranged on the main loop A downstream of the fourth heat exchanger 6 and upstream of the compression device 2,

[0088] - A third branch branch D connecting a fifth connection point 15 arranged on the main loop A downstream of the first connection point 11 and upstream of the second heat exchanger 4 to a sixth connection point 16 arranged on the main loop A downstream of the fourth heat exchanger 6 and upstream of the fourth connection point 14,

[0089] - A fourth branch branch E connecting a seventh connection point 17-1 arranged on the first branch branch B to an eighth connection point 18 arranged on the main loop A downstream of the fourth heat exchanger 6 and upstream of the fourth connection point 14, the fourth branch branch E comprising a first expansion device 10 and a first heat exchanger 7.

[0090] The first heat exchanger 7 is configured to be thermally coupled with the electric traction battery 30 of the vehicle 1.

[0091] In other words, the first heat exchanger 7 is configured to exchange heat with the battery 30 of the vehicle 1. Thermal regulation of the battery 30 can thus be ensured. According to the mode shown in FIG. 2, the heat exchange is indirect, that is to say that the heat exchange between the battery 30 and the first heat exchanger 7 occurs via a heat transfer liquid. The battery 30 can supply electrical energy to an electric traction motor of the vehicle, not shown.

[0092] Interior airflow Fi refers to an airflow directed towards the passenger compartment of the motor vehicle. This interior airflow Fi can circulate in a heating, ventilation and / or air conditioning system, often referred to by the English term "HVAC" meaning "Heating, Ventilating and Air Conditioning". This system has not been shown in the various figures.

[0093] The third heat exchanger 3 and the fourth heat exchanger 6 here provide thermal conditioning of the vehicle interior. The third heat exchanger 3 and the fourth heat exchanger 6 are arranged in the air circulation housing of the heating, ventilation and / or air conditioning device.

[0094] The second heat exchanger 4 is arranged, for example, in the front of the vehicle, i.e. behind the vehicle grille. The outside air flow Fe thus passes through the vehicle grille and then carries out a heat exchange with the second heat exchanger 4.

[0095] Various shutoff valves allow the circulation of refrigerant fluid in different portions of the refrigerant circuit 150 to be authorized or interrupted. It is thus possible, by combining the opening and closing of the various shutoff valves, to circulate the refrigerant fluid in the circuit 150 according to multiple possibilities which allow numerous types of heat exchanges within the thermal conditioning system 100.

[0096] The refrigerant circuit 150 thus includes a first shut-off valve 21 arranged on the main loop A downstream of the first connection point 11 and upstream of the fifth connection point 15. In other words, the first stop valve 21 is arranged on the main loop A between the first connection point 11 and the fifth connection point 15.

[0097] The refrigerant circuit 150 also includes a second shut-off valve 22 arranged on the main loop A downstream of the sixth connection point 16 and upstream of the fourth connection point 14.

[0098] The refrigerant circuit 150 also comprises a third stop valve 23 arranged on the first bypass branch B. The third stop valve 23 is arranged between the first connection point 11 and the seventh connection point 17-1.

[0099] The refrigerant circuit 150 also comprises a fourth stop valve 24 arranged on the second bypass branch C. The fourth stop valve 24 is thus between the third connection point 13 and the fourth connection point 14.

[0100] The refrigerant circuit 150 also includes several non-return valves 31, 32. Each non-return valve prevents the circulation of the refrigerant in a determined direction, and therefore makes it possible to isolate certain portions of the circuit 15. Unlike a stop valve, the non-return valves react to the pressure of the refrigerant fluid and do not need to be electrically controlled by the electronic control unit of the system 100.

[0101] The refrigerant circuit 150 thus comprises a first non-return valve 31 arranged on the main loop A downstream of the third connection point 13 and upstream of the second connection point 12, the first non-return valve 31 being configured to block circulation of the refrigerant from the second connection point 12 to the third connection point 13. In other words, the first non-return valve allows the refrigerant to pass from the third connection point 13 to the second connection point 12, but prohibits circulation in the opposite direction. The first non-return valve 31 is arranged on the main loop A between the third connection point 13 and the second connection point 12.

[0102] The refrigerant circuit 1 also comprises a second non-return valve 32 arranged on the third bypass branch D and configured to block a circulation of the refrigerant from the fifth connection point 15 to the sixth connection point 16. In other words, the second non-return valve 32 allows the refrigerant to pass only in the direction going from the sixth connection point 16 to the fifth connection point 15.

[0103] According to variants not shown, the first non-return valve 31 and the second non-return valve 32 can be replaced by shut-off valves. In this case, the refrigerant circuit 1 comprises a sixth shut-off valve arranged on the main loop A downstream of the third connection point 13 and upstream of the second connection point 12. Similarly, the refrigerant circuit 1 can comprise a seventh shut-off valve 27 arranged on the third bypass branch D. In other words, the first non-return valve 31 can be replaced by a sixth shut-off valve, and the second non-return valve 32 can also be replaced by a shut-off valve.

[0104] The main loop A may also include a first refrigerant fluid accumulation device 33 arranged downstream of the fourth point of connection 14 and upstream of the compression device 2. The first refrigerant fluid accumulation device 33 is an accumulator arranged on the side of the low pressure inlet 2a of the compression device 2.

[0105] Each of the expansion devices 5, 8, 10 used may be an electronic expansion valve or a thermostatic expansion valve. In the case of an electronic expansion valve, the passage section allowing the refrigerant to pass through may be continuously adjusted between a closed position and a maximum open position. For this, the electronic control unit of the system drives an electric motor which moves a movable shutter controlling the passage section offered to the refrigerant. For a given position of the movable shutter, the passage section is understood to be the area of a cross-section of a circular conduit providing the same flow rate, for the same pressure differential between the inlet and the outlet of the expansion device.

[0106] The compressor 2 may be an electric compressor, i.e. a compressor whose moving parts are driven by an electric motor. The compression device 2 comprises a suction side for the low-pressure refrigerant, also called the inlet 2a of the compression device, and a discharge side for the high-pressure refrigerant, also called the outlet 2b of the compressor 2. The internal moving parts of the compressor 2 cause the refrigerant to pass from a low pressure on the inlet side 2a to a high pressure on the outlet side 2b. After expansion in one or more expansion devices, the refrigerant leaving the compressor 2 returns to the inlet 2a of the compressor 2 and begins a new thermodynamic cycle.

[0107] Each connection point 1 1 , 12, 13, 14, 15, 16, 17-1 , 18 allows the refrigerant to pass into one or other of the circuit portions joining at this connection point. The distribution of the refrigerant between the circuit portions joining at a connection point is done by adjusting the opening or closing of the stop valve(s), non-return valve or expansion device included on each of the branches. In other words, each connection point is a means of redirecting the refrigerant arriving at this connection point.

[0108] The heat transfer fluid circulates in a heat transfer fluid circuit 42 between the first exchanger 7 and the battery 30.

[0109] A pump, not shown, allows the heat transfer liquid to circulate in the heat transfer liquid circuit 42.

[0110] According to one variant, the second heat exchanger 4 is configured to exchange heat with a heat transfer liquid circulating in a heat transfer liquid circuit, the heat transfer liquid circuit comprising a heat exchanger configured to exchange heat with the outside air flow.

[0111] A pump, not shown, circulates the heat transfer fluid in the heat transfer fluid circuit. The circuit forms a closed circuit. The circuit is leaktight during nominal operation of the thermal conditioning system 100, i.e. when the system is fully assembled and operating without fault.

[0112] The heat transfer fluid circulating in the circuit is, for example, a mixture of water and glycol.

[0113] The thermal coupling between the second heat exchanger and the outside air flow is in this case called indirect, since it is achieved by means of the heat transfer fluid in the circuit which transfers the heat supplied by the refrigerant to the outside air flow.

[0114] The heat exchanger for the coolant circuit is, for example, located in the front of the vehicle.

[0115] A method for controlling a thermal conditioning system 100 of an electric vehicle 1 is proposed here, represented by a block diagram in figure 7.

[0116] The process includes the steps: - determine an internal temperature T of the battery 30, - if the determined internal temperature T of the battery 30 is lower than a first predetermined threshold S: - circulate high-pressure refrigerant fluid in the first exchanger 7 so as to heat the heat transfer fluid, - expand the refrigerant fluid to a low pressure lower than the high pressure, - circulate low-pressure refrigerant fluid in the second exchanger 4, - circulating the heat transfer fluid in the battery 30 so as to heat the battery 30, wherein a value of a parameter representative of the heating of the battery is maintained during the heating of the battery 30 between a first predetermined limit value and a second predetermined limit value so as to minimize a quantity of electrical energy Ef supplied to the conditioning system 100 to heat the battery 30.

[0117] For a conventional vehicle, the battery is heated by reaching a target temperature in the shortest possible time, in other words with a compressor operating at its maximum speed with the additional heat of an electrical resistor. The coefficient of performance (COP) of such a system is around 1 (reference COP). The present invention allows the heating of the battery with a COP higher than the reference COP of the conventional vehicle, therefore a compressor 2 operating at a lower speed with or without the additional heat of an electric heater.

[0118] Preferably, no electric heating is used to heat the heat transfer fluid circulating in the battery 30. Such a solution is very energy-intensive, and heating the battery 30 using the refrigerant fluid, on the contrary, allows energy savings to be made.

[0119] In particular, the heating of the battery 30 can be done without the supply of electrical energy by a device for charging the battery 30, or with the supply of electrical energy by a device for charging the battery 30.

[0120] The battery charging device 30 may be an on-board charger on the vehicle 1. The on-board charger is connected, during a recharging phase, to an electrical network R. The electrical network may in this case be a domestic electrical network, for example equipping the vehicle's garage.

[0121] The battery charging device 30 may also be a charging terminal 45 external to the vehicle, for example a high-power charging terminal.

[0122] To implement the method in the thermal conditioning system, a flow of refrigerant fluid circulates in the compressor 2 where it passes at high pressure, and circulates in the main loop A successively in the third heat exchanger 3 without giving up heat to the interior air flow Fi, in the first bypass branch B where it joins the fourth bypass branch E and circulates in the first expansion device 10, in the first heat exchanger 7 where it gives up heat to the battery 30 of the traction chain, in the third bypass branch D, joins the main loop A and circulates in the second expansion device 8 where the refrigerant fluid undergoes expansion and passes at low pressure, circulates in the second heat exchanger 4 where the refrigerant fluid absorbs heat from the exterior air flow Fe, then circulates in the second bypass branch C and returns to the inlet 2a of the compressor 2,thus completing the thermodynamic cycle.

[0123] The first shut-off valve 21 is closed and prevents the refrigerant from flowing into the main loop A between the first connection point 11 and the fifth connection point 15. The third expansion device 5 is in the closed position and prevents the refrigerant from flowing into the third heat exchanger 6. The first non-return valve 31 prevents the high-pressure refrigerant at the second connection point 12 from flowing to the third connection point 13 where the refrigerant is at low pressure. The second shut-off valve 22 is closed so as to direct the refrigerant leaving the first heat exchanger 7 to the third bypass branch D. The third shut-off valve 23 and the fourth shut-off valve 24 are open so as to allow the refrigerant to flow.

[0124] This mode of operation allows heat to be released in the first heat exchanger 7. The battery 30 can thus be heated.

[0125] Many other operating modes not shown are also possible, in which the refrigerant circulates differently to provide other functions, for example air conditioning of the passenger compartment of the vehicle 1.

[0126] The amount of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery is understood as the amount of energy electric to be supplied to all the organs involved and consuming electrical energy to heat the battery 30. For example, said organs include the compressor 2, the heat transfer fluid circulation pump, the front motor-fan unit of the vehicle 1.

[0127] According to one aspect, the step of determining the internal temperature Ti of the battery 30 is repeated according to a predetermined frequency, and if the determined internal temperature T of the battery 30 during the repetition is lower than a first predetermined threshold S - circulate high-pressure refrigerant fluid in the first exchanger 7 so as to heat the heat transfer fluid, - expand the refrigerant fluid to a low pressure lower than the high pressure, - circulate low-pressure refrigerant fluid in the second exchanger 4, - circulating the heat transfer fluid in the battery 30 so as to heat the battery 30, wherein a value of a parameter representative of the heating of the battery is maintained during the heating of the battery 30 between a first predetermined limit value and a second predetermined limit value so as to minimize an amount of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30.

[0128] The process is implemented here by iterations.

[0129] According to a first embodiment, said parameter representative of the heating of the battery 30 is a slope value of the internal temperature curve T of the battery 30 as a function of the duration t of heating of the battery 30.

[0130] In other words, the slope value of the internal temperature T of the battery 30 is controlled so that the increase in the internal temperature T of the battery 30 is not too rapid so as to limit the consumption of electrical energy supplied to the thermal conditioning system 100 to heat the battery 30.

[0131] In particular, the first predetermined limit value and the second predetermined limit value are determined by knowing an ambient temperature external temperature Tamb and an initial temperature Ti of the battery 30 before the battery heating step 30.

[0132] The electronic control unit 50 is in particular configured to maintain said temperature slope value between a first predetermined limit value and a second predetermined limit value.

[0133] By knowing the quantity of electrical energy Ef to be supplied to the thermal conditioning system 100 to heat the battery 30, it is possible to determine the heating duration of the battery 30, the first predetermined limit value and the second predetermined limit value, and thus to apply an internal temperature slope value T of the battery 30 as a function of the heating duration t of the battery 30 between said first predetermined limit value and said second predetermined limit value.

[0134] According to a second embodiment, said parameter representative of the heating of the battery 30 is a difference Delta between the internal temperature T of the battery 30 and the temperature Tcalo of the heat transfer liquid at the inlet or outlet of the first exchanger 7, in particular at the inlet of the first exchanger 7.

[0135] The temperature Tcalo of the heat transfer fluid to be applied can be determined as a function of a quantity of heat Q to be supplied to the battery 30 to heat it, and of a duration tdisp available for heating the battery 30.

[0136] The temperature Tcalo of the heat transfer liquid at the inlet or outlet, in particular at the inlet, of the first exchanger 7, can be determined by the electronic control unit 50.

[0137] By maintaining this gap so that the temperature Tcalo of the heat transfer fluid is lower than in the case of a conventional method at the inlet of the first exchanger 7, the coefficient of performance of the thermal conditioning system 100 is improved.

[0138] According to a particular embodiment, the battery 30 is heated prior to a rolling phase of the vehicle 1.

[0139] It is understood here that vehicle 1 is parked, and that electric motor 35 is switched off.

[0140] When the battery is too cold, its capacity to store the energy recovered during vehicle deceleration phases is limited or nonexistent. By warming the battery to a sufficiently high temperature, the battery's capacity to store the energy recovered during vehicle deceleration phases is increased. This energy can then be reused for other phases of the journey. This reduces the energy required for the vehicle's total journey.

[0141] Figure 3 shows the evolution of the internal temperature of the battery 30 as a function of time in the case where, at an initial instant t0, the internal temperature T of the battery 30 is greater than a first predetermined threshold S. In this particular mode, the battery is at a sufficient temperature to store the energy recovered during the deceleration phases of the vehicle, it is not necessary to reheat it, the process stops until a new iteration.

[0142] Figure 4 shows the change in the temperature Tcalo of the heat transfer fluid at the inlet of the first exchanger 7, and the change in the internal temperature of the battery 30 as a function of time in the case where, at an initial instant t0, the internal temperature T of the battery 30 is lower than a first predetermined threshold S. In this case, the steps of the method are continued, high-pressure refrigerant is circulated in the first exchanger 7 so as to heat the heat transfer fluid, the refrigerant is expanded to a low pressure lower than the high pressure, low-pressure refrigerant is circulated in the second exchanger 4, the heat transfer fluid is circulated in the battery 30 so as to heat the battery 30. The first threshold S is here 8°C, and the available time is twenty minutes. The initial heat transfer fluid temperature Tcalo is 0°C.The initial temperature Ti of the battery 30 is also 0°C. The temperature Tcalo is increased by taking into account the available time of twenty minutes for the internal temperature T of the battery 30 to reach at least the first threshold S. The slope value of the curve of the internal temperature T of the battery 30 as a function of the heating time of the battery 30 is maintained between a first limit value and a second limit value so as to heat the battery 30 slowly and minimize the amount of energy. electric Ef supplied to the thermal conditioning system 100 to heat the battery 30.

[0143] In this same figure, the difference Delta between the internal temperature T of the battery 30 and the temperature Tcalo of the heat transfer fluid at the inlet of the first exchanger 7 is maintained between a first limit value and a second limit value so as to heat the battery 30 slowly and minimize the quantity of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30. In particular, in this example, the heat transfer fluid is heated to a maximum of 17°C. To heat a passenger compartment of the vehicle, the temperature of the heat transfer fluid is rather between 50°C and 60°C.

[0144] The method may further comprise the steps: - receive information on the vehicle's predicted route to a predefined arrival point A, - determine an electrical energy Er recoverable on a journey towards the predefined arrival point A,

[0145] determining the quantity of electrical energy Ef to be supplied to the thermal conditioning system 100 to heat the battery 30 up to the set temperature Tc30, in which the battery 30 is reheated if the quantity of recoverable electrical energy Er is greater than the quantity of electrical energy Ef to be supplied to the thermal conditioning system 100 to heat the battery 30 up to the set temperature Tc30.

[0146] Thus, the electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30 is not detrimental to the smooth running of the journey to the predefined arrival point A. In other words, no more electrical energy is consumed to heat the battery 30 than the electrical energy that can be recovered by the electrical energy source 40 to the predefined arrival point A, in particular during decelerations of the vehicle 1.

[0147] The vehicle's predicted route is a predicted route between a current vehicle position and the predefined arrival point A.

[0148] The current vehicle position is a vehicle parking position.

[0149] According to one aspect, the electrical energy source 40 is an electrical generator driven by a component of a powertrain of the vehicle.

[0150] The electric generator allows for the recovery of electrical energy when the inertia of the vehicle allows the electric generator to be mechanically driven. In particular, the electric generator allows for the recovery of energy during deceleration, that is to say that the kinetic energy of the vehicle is partly converted into electrical energy during the deceleration phases of the vehicle. This electrical energy can be stored by the battery 30.

[0151] The electric generator may include the electric motor 35. The electric motor is configured to selectively operate as a motor to propel the vehicle or as a generator when the kinetic energy of the vehicle drives the electric motor.

[0152] The quantity of electrical energy Ef to be supplied to the thermal conditioning system 100 is for example determined by the electronic control unit 50. In particular, the quantity of electrical energy Ef to be supplied to the thermal conditioning system 100 is determined by tables pre-recorded in a memory of the electronic control unit 50.

[0153] The quantity of recoverable electrical energy Er is for example determined by the electronic control unit 50. In particular, the quantity of recoverable electrical energy Er is determined by tables pre-recorded in a memory of the electronic control unit 50.

[0154] In particular, the amount of recoverable electrical energy Er is calculated from characteristic parameters of the aerodynamics of the vehicle and characteristic parameters of the journey to be made. For example, the characteristic parameters of the aerodynamics of the vehicle include the mass of the vehicle 1 , a product between the drag coefficient Cx and the frontal area S of the vehicle 1 , a rolling resistance of the vehicle 1 . For example, the parameters trip characteristics include a vehicle speed profile over the trip to be taken.

[0155] The quantity of recoverable electrical energy Er is a component of a total quantity of recoverable energy further comprising kinetic energy and / or potential energy.

[0156] The electronic control unit 50 can determine portions of the path where a quantity of recoverable electrical energy Er can be recovered.

[0157] The electronic control unit 50 can further determine said quantity of recoverable electrical energy Er on each of said path portions.

[0158] According to a variant, for a regular journey, the quantity of recoverable energy Er can be determined by learning by the electronic control unit 50.

[0159] According to one aspect, the method comprises a step of confirmation by a user of the completion of the journey for which the journey information has been received by the vehicle 1.

[0160] Confirmation by a user can be done by means of the human-machine interface, or a user terminal configured to communicate with the vehicle 1, in particular with the electronic control unit 50.

[0161] According to a variant, when the internal temperature T of the battery 30 reaches a predetermined value Tp greater than or equal to the first threshold S, it is maintained at this value Tp for a determined duration. It is understood that the internal temperature T of the battery 30 is maintained at the predetermined value Tp with a tolerance of plus or minus 10%.

[0162] Beyond the determined duration, it is considered that vehicle 1 will not start and that it is then useless to continue heating battery 30.

[0163] According to one aspect, the battery 30 is not heated if the recoverable electrical energy Er is less than the electrical energy to be supplied to the thermal conditioning system 100 to heat the battery 30 to the set temperature Tc30.

[0164] This avoids an unfavorable energy balance by consuming more energy to heat the battery 30 than can be recovered while driving.

[0165] According to one aspect, the method comprises the steps: - determine an optimal heating duration topt of the battery 30 to reach the set temperature Tc30 determined by minimizing the quantity of electrical energy Ef supplied to the thermal conditioning system 100, - receive information on the available duration tdisp prior to a rolling phase of vehicle 1, - if the available heating time tdisp of the battery 30 is greater than or equal to the optimal time topt, heat the battery 30 to the set temperature Tc30 for a heating time equal to the optimal time topt, and if the available heating time tdisp of the battery 30 is less than the optimal time topt, heat the battery 30 to the set temperature Tc30 for a heating time equal to the available time tdisp.

[0166] For example, if the available heating time tdisp of the battery 30 is greater than or equal to the optimal time topt, the first limit value and the second limit value are predetermined from first pre-recorded tables.

[0167] According to this example, if the available heating duration tdisp of the battery 30 is less than the optimal duration topt, at least one of the first limit value and the second limit value is modified, to take into account the constraint of duration less than the optimal duration.

[0168] The optimal heating duration topt of the battery 30 is for example determined by knowing a quantity of heat Q to be supplied to the battery 30 to heat it up to the set temperature Tc30, preferably with a tolerance, for example of 10%, below the set temperature Tc30.

[0169] For a given quantity of heat Q to be supplied to the battery 30 to heat it, it is possible to determine an electrical energy curve Ef supplied to the thermal conditioning system 100 as a function of the heating time of the battery 30.

[0170] Curves of electrical energy Ef supplied to the thermal conditioning system 100 as a function of the heating duration of the battery 30 are for example stored in a memory of the electronic control unit 50.

[0171] An example of this type of curve is shown in Figure 8.

[0172] Over a first portion between an initial duration tO and the optimal duration topt, the quantity of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30 starts from a maximum value Ef_maxi and decreases. At the optimal duration topt, the curve has an inflection point where the quantity of electrical energy Ef supplied to the thermal conditioning system 100 is the lowest, and beyond that, over a second portion, the quantity of electrical energy Ef supplied to the thermal conditioning system 100 increases.

[0173] In fact, on the first portion of the curve, the closer we get to the optimal duration, the slower the heating is carried out and the lower the quantity of electrical energy Ef to be supplied to the thermal conditioning system 100.

[0174] On the second portion of the curve, if battery 30 is heated too slowly, the thermal losses caused to the atmosphere of battery 30 become significant and must be compensated by compressor 2.

[0175] By "greater than or equal to the optimal duration" is meant preferably greater than or equal to the optimal duration with a tolerance of 1% around the optimal duration topt.

[0176] Thus, when the available duration tdisp is long, heating the battery 30 for the optimal duration topt makes it possible to consume the lowest possible amount of electrical energy Ef supplied to the thermal conditioning system 100. For an available duration tdisp shorter than the optimal duration topt, the entire available duration tdisp is used so as to minimize the amount of energy Ef supplied to the thermal conditioning system 100 compared to an even shorter duration. The consumption of electrical energy supplied to the thermal conditioning system 100 to heat the battery 30 is thus optimized.

[0177] To heat the battery 30 by supplying a quantity of electrical energy Ef to the thermal conditioning system 100 according to the optimal duration topt or according to the available duration tdisp, a power P exchanged between the heat transfer fluid and the battery 30 can be determined by dividing a quantity of electrical energy Eb to be supplied to the battery 30 by the optimal duration topt, respectively the available duration tdisp. Thus, for an available heating duration tdisp less than the optimal duration topt, the power P to heat the battery 30 is greater than the power P to heat the battery 30 for the optimal duration topt so as to still be able to reach the set temperature Tc30. By knowing the heating power P, it is possible to deduce the instantaneous temperature difference Delta to be controlled between the internal temperature T of the battery 3 and the temperature Tcalo of the heat transfer fluid.

[0178] According to one aspect, the electrical energy Ef to be supplied to the thermal conditioning system 100 to heat the battery 30 to the set temperature Tc30 depends on an external ambient temperature, an initial temperature Ti of the battery 30 before the heating phase of the battery 30, and the available heating duration tdisp of the battery 30.

[0179] In particular, the initial temperature Ti of the battery 30 is the temperature determined after a duration less than a threshold relative to the instant when information on the predicted journey of the vehicle 1 towards a predefined arrival point A is received.

[0180] Thus, in an example where forecast journey information is received several hours before a driving phase, and in particular prior to a duration less than a threshold relative to the time when the information is received, from a duration less than the determined threshold, the internal temperature T of the battery 30 is determined and the external ambient temperature Tamb is determined. If the two temperatures are less than the first determined temperature threshold S, the battery 30 will be reheated to reach the set temperature Tc30 before the driving phase.

[0181] In particular, the predicted route information is received by the electronic control unit 50 and transmitted to the electronic control unit 50 by means of the human-machine interface 55.

[0182] Figure 5 represents the evolution of a quantity of electrical energy E_daily consumed daily by the battery 30 of the vehicle 1 and by other components consuming electrical energy such as fans or pumps, as a function of a quantity of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30.

[0183] A first level is observed for which, by increasing the quantity of electrical energy Ef supplied to the thermal conditioning system 100 from zero to a first value Ef1, the quantity of electrical energy E_daily consumed daily remains substantially constant. This is due to the fact that the internal temperature T of the battery 30 does not yet exceed the first threshold S allowing the recovery of electrical energy by the battery 30. Beyond the first value Ef1 and up to a second value Ef2, the quantity consumed daily by the battery 30 of the vehicle 1 can fall rapidly due to the recovery of electrical energy during the deceleration phases of the vehicle 1.Then beyond the second value Ef2, we observe a second level for which, by increasing the quantity of electrical energy Ef supplied to the thermal conditioning system 100, the quantity of electrical energy E_quotidien consumed daily remains substantially constant.

[0184] Figure 6 represents the evolution of a sum E_tot of a quantity of electrical energy E_daily consumed daily by the battery 30 of the vehicle 1 and by other components consuming electrical energy such as the front-end motor-fan unit or the heat transfer fluid pump, and of a quantity of energy supplied to the thermal conditioning system 100 to heat the battery 30, as a function of the quantity of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30.

[0185] Originally, the sum E_totO is equal to the quantity of electrical energy E_quotidien consumed daily by vehicle 1 without heating the battery 30 prior to a driving phase of vehicle 1. Then, the sum E_tot increases until the first value Ef 1 defined above is reached. Between the first value Ef 1 and the second value Ef2 of the quantity of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30, the sum Etot decreases to a minimum point Etot_min before increasing again. All the points located between the minimum point Etot_min and the origin point EtotO correspond to the points where the electrical energy recovered Er during the deceleration phases of the vehicle is greater than the electrical energy Ef supplied to the thermal conditioning system 100 and therefore consumed to heat the battery 30. The minimum point Etot_min is the optimum point where the consumption of electrical energy Ef supplied to the thermal conditioning system 100 to heat the battery 30 is the lowest to recover a maximum of electrical energy Er during the deceleration phases of the vehicle.

[0186] Also provided is a computer program comprising instructions that cause the thermal conditioning system 100 to perform the steps of the method as described above.

[0187] Also provided is a computer-readable medium on which said computer program is recorded.

Claims

Claims

1. Method for controlling a thermal conditioning system (100) of an electric or hybrid vehicle (1), the thermal conditioning system (100) comprising: - an electrical energy storage battery (30), configured to supply electrical energy to an electric traction motor (35) of the vehicle and to receive electrical energy from an electrical energy source (40), - a refrigerant fluid circuit (10) comprising: - a compressor (2), - a first heat exchanger (7) thermally coupled with the battery (30) via a heat transfer fluid, - a second heat exchanger (4) thermally coupled with an external air flow (Fe) to the vehicle (1), - a regulator (10, 8), - a means for determining an internal temperature (T) of the battery (30), the method comprising the steps: - (i) determining an internal temperature (T) of the battery (30), - (ii) if the determined internal temperature (T) of the battery (30) is lower than a first predetermined threshold (S): - (iii) circulating high-pressure refrigerant fluid in the first exchanger (7) so as to heat the heat transfer fluid, - (iv) expand the refrigerant fluid to a low pressure lower than the high pressure, - (v) circulating low-pressure refrigerant fluid in the second exchanger (4), - (vi) circulating the heat transfer fluid in the battery (30) so as to heat the battery (30), wherein a value of a parameter representative of the heating of the battery (30) is maintained during the heating of the battery (30) between a first predetermined limit value and a second predetermined limit value so as to minimize an amount of electrical energy (Ef) supplied to the thermal conditioning system (100) to heat the battery (30).

2. Method according to claim 1, wherein said parameter representative of the heating of the battery (30) is a slope value of the internal temperature curve (T) of the battery (30) as a function of the heating duration of the battery (30).

3. Method according to claim 1, in which said parameter representative of the heating of the battery (30) is a difference (Delta) between the internal temperature (T) of the battery (30) and the temperature (Tcalo) of the heat transfer liquid at the inlet or outlet of the first exchanger (7).

4. Method according to any one of claims 1 to 3, in which the battery (30) is heated prior to a rolling phase of the vehicle (1).

5. A method according to claim 4, comprising the steps: - receive information on the vehicle's predicted route to a predefined arrival point (A), - determine a quantity of electrical energy (Er) recoverable on a journey towards the predefined arrival point (A), - determine a set temperature (Tc30) of the battery (30) to be reached prior to a driving phase of the vehicle (1), - determining the quantity of electrical energy (Ef) to be supplied to the thermal conditioning system (100) to heat the battery (30) up to the set temperature (Tc30), wherein the battery (30) is reheated if the quantity of recoverable electrical energy (Er) is greater than the quantity of electrical energy (Ef) to be supplied to the thermal conditioning system (100) to heat the battery (30) up to the set temperature (Tc30).

6. Method according to claim 5, in which the battery (30) is not heated if the quantity of recoverable electrical energy (Er) is less than the quantity of electrical energy to be supplied to the thermal conditioning system (100) to heat the battery (30) to the set temperature (Tc30).

7. Method according to claim 7, in which the quantity of electrical energy (Ef) to be supplied to the thermal conditioning system (100) to heat the battery (30) up to the set temperature (Tc30) depends on an external ambient temperature (Tamb), an initial temperature (Ti) of the battery (30) before the step of heating the battery (30), and the available duration (tdisp) of heating the battery (30).

8. A method according to claim 5 or 6, comprising the steps: - determining an optimal duration (topt) for heating the battery (30) to reach the set temperature (Tc30) determined by minimizing the quantity of electrical energy (Ef) supplied to the thermal conditioning system (100) - receive information on the available duration (tdisp) of heating of the battery (30) prior to a driving phase of the vehicle (1), - if the available heating time (tdisp) of the battery (30) is greater than or equal to the optimal time (topt), heating the battery (30) to the set temperature (Tc30) for a heating time equal to the optimal time (topt), and if the available heating time (tdisp) of the battery (30) is less than the optimal time (topt), heating the battery (30) to the set temperature (Tc30) for a heating time equal to the available time (tdisp).

9. Method according to claim 8, in which the initial temperature (Ti) of the battery is the temperature determined after a duration less than a threshold (St) relative to a time (t) when information on the predicted route of the vehicle towards a predefined arrival point (A) is received.

10. A method according to any one of claims 1 to 9, wherein the electrical energy source (40) is an electrical generator driven by an element of a powertrain of the vehicle (1), the electrical generator comprising for example the electric motor (35).

11. Method according to any one of claims 1 to 10, in which the second exchanger (4) is configured to receive heat from an external air flow (Fe).

12. Thermal conditioning system for an electric or hybrid vehicle, comprising: - an electrical energy storage battery (30), configured to supply electrical energy to an electric traction motor (35) of the vehicle and to receive electrical energy from an electrical energy source (40), - a refrigerant fluid circuit (150) comprising: - a compressor (2), - a first heat exchanger (7) thermally coupled with the battery (30) via a heat transfer fluid, - a second heat exchanger (4) thermally coupled with an external air flow (Fe), - a regulator (10, 8), - a means for determining an internal temperature (T) of the battery (30), - an electronic control unit (50) configured to implement a method according to one of the preceding claims.

13. A computer program comprising instructions which cause the thermal conditioning system according to the preceding claim to execute the steps of the control method according to any one of claims 1 to 11.

14. Computer-readable medium, on which the computer program according to the preceding claim is recorded.

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