Thermal managament system for a motor vehicle, motor vehicle equipped with such a system and thermal management method

Abstract

The invention relates to a thermal management system (3) for a motor vehicle (1) comprising a storage battery (2), comprising a first thermo-fluidic circuit (4) in which a first fluid circulates and a second thermo-fluidic circuit (5) in which a second fluid circulates, a heat transfer module (6) configured to thermally couple the first thermo-fluidic circuit and the second thermo-fluidic circuit, the second thermo-fluidic circuit being configured to be thermally coupled to the storage battery. According to the invention, the management system comprises a control module (7) configured to control the flow rate of the second fluid in the second thermo-fluidic circuit as a function of a setpoint value representative of a value of thermal power to be transferred to the accumulator battery. Also proposed is a motor vehicle equipped with a storage battery and such a thermal management system. A thermal management method is also proposed.

Description

[0001] DESCRIPTION

[0002] TITLE OF THE INVENTION: THERMAL REGULATION SYSTEM FOR MOTOR VEHICLES, MOTOR VEHICLES EQUIPPED WITH SUCH A SYSTEM, AND METHOD FOR THERMAL REGULATION

[0003] TECHNICAL FIELD OF THE INVENTION

[0004] The present invention relates generally to the field of electric storage batteries, and more particularly to the temperature regulation of electric storage batteries, especially those used in electric or hybrid motor vehicles. It also relates more specifically to a thermal regulation system for a motor vehicle, a motor vehicle equipped with such a system, and a thermal regulation method.

[0005] STATE OF THE ART

[0006] Electric storage batteries, particularly those equipping electric or hybrid motor vehicles (often of the lithium-ion type), are configured to operate optimally within a given temperature range, for example between 15°C and 45°C.

[0007] Above this temperature range, there is a risk of damage to the battery components. For this reason, motor vehicles generally have a fluid cooling system for the battery.

[0008] Below this temperature range, the performance of the battery, particularly its capacity to receive or supply current, decreases with temperature. In other words, when its temperature is low, a battery will have a reduced capacity (for example, 15% less than its standard capacity), will take longer to charge, and will provide less power (especially traction power, in the case of a battery in a motor vehicle).

[0009] Solutions exist to prevent the battery from operating below its optimal temperature range. For example, heating pads can be placed in contact with the battery cells. Alternatively, a rapid charge / discharge cycle can be used to heat the battery cells through Joule heating. Another alternative is to integrate a heat source (or heating element) into the battery's cooling fluid circuit so that it functions as a heating circuit.

[0010] Furthermore, electric and hybrid vehicles are generally equipped with cabin heating systems. These systems typically include a heat source, such as a heat pump, supplemental electric resistance heating, or a combination of both. These heat sources are often connected to a fluid circuit and a fluid-to-air heat exchanger (e.g., a fan heater). Cabin heating systems are typically controlled by setting a target temperature at the outlet of the heat exchanger.

[0011] Therefore, to ensure both thermal comfort in the passenger compartment and optimal battery performance, electric and hybrid vehicles are equipped with two separate heating circuits. Methods exist for transferring heat from one heating circuit to the other, allowing for the energy savings of one of the heat sources.

[0012] However, due to the significant mass of the battery, particularly when fitted to a motor vehicle, it is necessary to precisely control the power transferred from one circuit to another, otherwise the battery will absorb all the thermal power and the passenger compartment will not be sufficiently heated.

[0013] PRESENTATION OF THE INVENTION

[0014] In order to overcome the aforementioned drawbacks of the prior art, the present invention proposes a heat transfer system allowing precise control of the power transferred.

[0015] According to one aspect of the invention, a thermal regulation system for a motor vehicle equipped with a battery is proposed, comprising:

[0016] - a first thermo-fluid circuit in which a first fluid circulates,

[0017] - a second thermo-fluid circuit in which a second fluid circulates and which is configured to be thermally coupled to the battery of accumulators, and

[0018] - a heat transfer module configured to thermally couple the first thermo-fluid circuit and the second thermo-fluid circuit. This system further includes a control module configured (e.g., programmed) to control the flow rate of the second fluid in the second thermo-fluid circuit according to a setpoint value representing a value of thermal power to be transferred to the storage battery.

[0019] The presence of a transfer module makes it advantageous to share the heat source, and therefore to do away with a heat source that would be specific to the second circuit.

[0020] The heat transfer regulation here is unique because it doesn't specifically control the power of the heat source, but rather the flow rate in the second circuit. This allows for simple and precise control of heat transfer, without requiring complex and expensive equipment.

[0021] In practice, this regulation consists of characterizing the heat exchanges between the two circuits and controlling the flow rate of the second fluid according to the value characterizing these heat exchanges, so that the latter remains equal to or close to a target (within a predetermined range).

[0022] Other advantageous and non-limiting features of the system according to the invention, taken individually or in all technically possible combinations, are as follows:

[0023] - the control module is configured to receive the setpoint value, determine an instantaneous value representative of a thermal power exchanged between the second thermal circuit and the battery of accumulators and develop a control signal for the flow rate of the second fluid in the second thermo-fluid circuit as a function of the difference between the setpoint value and the instantaneous value;

[0024] - the control module includes a Proportional-Integral type controller configured to receive the setpoint value and the instantaneous value;

[0025] - the second thermo-fluid circuit includes a circulation pump configured to control the flow of the second fluid, the control signal being a control signal for the circulation pump;

[0026] - the regulation system includes a temperature measurement system configured to measure the average temperature of the accumulators in the accumulator battery, a temperature sensor configured to measure the temperature of the second fluid, the control unit is configured to determine the thermal power exchanged between the second fluid and the accumulator battery by multiplying the difference between the average temperature of the accumulators and the temperature of the second fluid by an average value of thermal conductivity between the second fluid and the accumulators in the accumulator battery;

[0027] - the value of the control signal is less than or equal to a predetermined threshold value;

[0028] - the heat transfer module includes an exchanger and a valve configured to, in a first configuration, isolate the exchanger from the first thermo-fluid circuit and, in a second configuration, connect the first thermo-fluid circuit and the exchanger;

[0029] - the second thermo-fluid circuit includes a branch with an inlet placed upstream of the heat transfer module and an outlet placed downstream of the heat transfer module;

[0030] - the first thermo-fluid circuit includes a heating system for a passenger compartment of the motor vehicle.

[0031] The invention also proposes a motor vehicle equipped with a battery of accumulators and a thermal regulation system according to the invention.

[0032] The invention also proposes a thermal regulation method in a motor vehicle equipped with a battery of accumulators and a thermal regulation system comprising a first thermo-fluid circuit in which a first fluid circulates, a second thermo-fluid circuit in which a second fluid circulates and which is configured to be thermally coupled to the battery of accumulators, and a heat transfer module configured to thermally couple the first thermo-fluid circuit and the second thermo-fluid circuit.

[0033] This process includes a step of controlling the flow rate of the second fluid in the second thermo-fluid circuit as a function of a setpoint value representing a value of thermal power to be transferred to the battery of accumulators.

[0034] According to one embodiment, this method comprises a step of receiving the setpoint value, a step of determining an instantaneous value representing the thermal power exchanged between the second thermal circuit and the storage battery, and a step of generating a control signal for the flow rate of the second fluid in the second thermo-fluidic circuit based on the difference between the setpoint value and the instantaneous value. Naturally, the various features, variations, and embodiments of the invention can be combined in various ways, provided they are not incompatible or mutually exclusive.

[0035] DETAILED DESCRIPTION OF THE INVENTION

[0036] The description that follows, with regard to the attached drawings, given by way of non-limiting examples, will make it clear what the invention consists of and how it can be carried out.

[0037] Regarding the attached drawings:

[0038] [Fig. 1] is a schematic view of a motor vehicle equipped with a thermal regulation system according to an embodiment of the invention;

[0039] [Fig. 2] is a schematic representation of the operation of a control module of the thermal regulation system of figure 1.

[0040] A motor vehicle, as illustrated in Figure 1 and designated as a whole by the numerical reference 1, comprises a battery 2 and a thermal regulation system 3. The battery 2 is here a traction battery configured to power an electric machine of a traction system of the motor vehicle 1. The thermal regulation system 3 is configured to regulate both the temperature of a passenger compartment of the vehicle 1 and the temperature of the battery 2.

[0041] The battery 2, for example, comprises a plurality of electrochemical cells (here, lithium-ion type) connected in series between two battery supply terminals and contained within a protective casing. The thermal regulation system 3 comprises a first thermo-fluid circuit 4, a second thermo-fluid circuit 5, and a heat transfer module 6 configured to thermally couple the first thermo-fluid circuit 4 and the second thermo-fluid circuit 5. A thermo-fluid circuit is understood here to be a circuit that allows the exchange of heat from one point to another within the circuit or to the outside of the circuit via a heat transfer fluid. A thermo-fluid circuit therefore comprises a fluid circuit and at least one heat transfer element. Thermal coupling refers to a configuration in which heat exchange is possible.The first thermo-fluid circuit 4 is here a heating circuit for the passenger compartment of the motor vehicle 1. It includes, for example, a first fluid circuit 8 comprising one or more connected conduits (or pipes) configured to allow the passage of a first heat transfer fluid, for example ethylene glycol or a mixture of water and ethylene glycol. It also includes a first circulation pump 9 configured to circulate the first heat transfer fluid in the first fluid circuit 8 in a first direction of flow 10. It also includes a heat source 11 which is adapted to heat the first heat transfer fluid and which is, for example, in the form of a condenser of a heat pump of the motor vehicle 1 thermally coupled to the first fluid circuit 8.Finally, it includes a fluid / air exchanger 12 configured to remove at least part of the heat produced by the heat source 11 from the first thermo-fluid circuit 4. For example, here, the fluid / air exchanger 12 is an air heater configured to remove heat towards the passenger compartment of the motor vehicle 1. The fluid / air exchanger 12 can be operated in a first configuration in which it does not transfer any heat out of the first thermo-fluid circuit 4 (the air heater is then inactive) and in a second configuration in which it transfers at least part of the thermal power from the first heat transfer fluid to the outside of the first thermo-fluid circuit 4 (the air heater is then active), in this case towards the passenger compartment.

[0042] The heat source 11 is controlled here by a main controller 24 based, in particular, on a measured temperature of the first heat transfer fluid. For example, the temperature is measured at the outlet of the fluid / air heat exchanger 12 relative to the first direction of flow 10.

[0043] The second thermo-fluidic circuit 5 is a heating circuit for the storage battery 2. It includes, for example, a second fluidic circuit 13 comprising one or more connected conduits (or pipes) configured to allow the passage of a second heat transfer fluid, for example, ethylene glycol or a mixture of water and ethylene glycol. It also includes a second circulation pump 14 configured to circulate the second heat transfer fluid in the second fluidic circuit 13 in a second direction of flow 15. It also includes means for transferring heat from the second heat transfer fluid to the storage cells of the storage battery 2. For example, the second fluidic circuit 13 may include a portion 23 that winds inside the protective housing of the storage battery 2, in contact with at least some of the storage cells of the storage battery 2 or in close proximity to them.For example, said portion 23 of the second fluidic circuit 13 may include a gallery formed in an element with high thermal conductivity which is placed in contact with at least some of the accumulators. For example, said element may be a floor of the accumulator battery 2, preferably made of a material with high thermal conductivity (greater than 60 K.rrr. 1 .k' 1 ), for example, in aluminium.

[0044] The thermal power transferred to the storage battery 2 depends on the temperature and flow rate of the second heat transfer fluid in the second fluid circuit 13. Therefore, the minimum power that can be transferred to the storage battery 2 depends, a priori, on the minimum flow rate of the second circulation pump 14 (such a pump is not capable of precisely regulating the flow rate below this threshold). However, it may be necessary to transfer a non-zero but lower amount of thermal power to the storage battery 2 than the minimum flow rate of the second circulation pump 14 allows.

[0045] To address this problem, the second fluid circuit 13 preferably includes a bypass 18 located in parallel with the heat transfer module 6. This bypass diverts a portion of the second heat transfer fluid from the second circulation pump 14 directly to the storage battery 2. This bypass 18 has an inlet connected to the second fluid circuit 13 upstream of the heat transfer module 6 (between the second circulation pump 14 and the module) and an outlet connected to the second fluid circuit 13 downstream of the heat transfer module 6 (between the heat transfer module 6 and the storage battery 2). Note that the terms upstream and downstream are used here in relation to the second direction of circulation 15. This bypass 18 could be equipped with a pilot-operated valve. However, the illustrated design is simpler, as the bypass has no actuator.However, it is configured to divert, particularly when pump 14 is operating at its minimum speed, a fluid flow rate equal to the difference between the desired minimum flow rate (i.e., the lowest flow rate desired to circulate through the battery bank, which corresponds to the minimum power desired to be transferred to the battery) and the minimum flow rate of the second circulation pump 14. Thus, only the desired minimum flow rate circulates through the heat exchanger 16 when pump 14 is operating at its minimum speed. In this example, the maximum flow rate of the second fluid in the bypass 18 is less than half the maximum flow rate that the second circulation pump 14 can provide.

[0046] The thermal regulation system 3 thus comprises two thermo-fluidic circuits, each adapted to heat a distinct element of the motor vehicle 1 (the passenger compartment and the battery). Each of the thermo-fluidic circuits could have its own heat source. However, since one of the advantages of the invention is to offer a simple thermal regulation system, only one heat source is used here, common to the first thermo-fluidic circuit 4 and the second thermo-fluidic circuit 5.

[0047] Thus, in this example, the second thermo-fluid circuit 5 lacks its own heat source, and any heat it transfers to the storage battery 2 comes from the first thermo-fluid circuit 4, specifically from the heat source 11 (which thus forms the common heat source for both thermo-fluid circuits). Heat transfer between the heat source 11 and the storage battery 2, that is, between the first thermo-fluid circuit 4 and the second thermo-fluid circuit 5, is ensured by the heat transfer module 6.

[0048] In this example, the heat transfer module 6 includes a fluid / fluid exchanger 16, for example here a plate exchanger, and a control valve, here an on / off type valve 17, which are mounted in parallel with the air heater 12.

[0049] The on / off type valve 17 is configured to, in a first configuration, be in a blocked (or closed) state in which it does not allow any fluid to pass and, in a second configuration, be in a passing (or open) state in which it allows the first heat transfer fluid to pass from the first fluidic circuit 8 to the fluid / fluid exchanger 16.

[0050] In the configuration of the thermal regulation system 3 described here, three use cases may arise, depending on whether it is necessary to heat the passenger compartment only (for example, the battery 2 has been pre-heated and a vehicle occupant wishes to increase the temperature of the passenger compartment), whether it is necessary to heat the battery only (for example, the vehicle is unoccupied, for example in parking, and a pre-heating of the battery has been programmed in view of imminent use of the vehicle), or whether it is necessary to heat both the passenger compartment and the battery 2.

[0051] In a first use case where only the passenger compartment of vehicle 1 needs to be heated, the on / off valve 17 is in the blocked state. In this configuration, the first circulation pump 9 is activated and the first heat transfer fluid circulates in the first fluid circuit 8 but not in the fluid / fluid heat exchanger 16. The heat source 11 provides thermal power that is a function of a heating setpoint, for example, calculated from a target temperature entered by a vehicle occupant and a measured temperature of the passenger compartment. The first circulation pump 9 ensures a constant flow rate, for example, a maximum flow rate relative to its capacity (it operates at full speed). The air heater 12 is active and transfers at least some of the heat to the passenger compartment. The second circulation pump 14 is, for example, switched off.In this configuration, no heat transfer takes place between the first thermo-fluid circuit 4 and the second thermo-fluid circuit 5.

[0052] In a second use case where only the battery of the motor vehicle 1 needs to be heated, the on / off valve 17 is in the open state. The air heater 12 is inactive and does not transfer heat to the passenger compartment. The first circulation pump 9 and the second circulation pump 14 are activated to provide maximum flow relative to their respective capacities (each operates at full speed). The heat source 11 is controlled here according to a setpoint value developed, for example, by a control system for the battery 2, which is representative of the thermal power required by the battery 2. This setpoint value depends, for example, on the average temperature of the cells in the battery 2.

[0053] Thus, the first and second heat transfer fluids circulate through the fluid / fluid exchanger 16, and at least some of the heat produced by the heat source 11 is transferred from the first fluid circuit 8 to the second fluid circuit 13. The circulation of the second heat transfer fluid in section 23 (here, in the battery floor) thus allows at least some of the heat to be transferred to the accumulators. In a third use case, in which both the storage battery 2 and the vehicle passenger compartment must be heated, the on / off valve 17 is in the open state, the first circulation pump 9 and the second circulation pump 14 are activated (the first circulation pump 9 ensures a constant flow of the first fluid; for example, it operates at full speed), and the air heater 12 is active.Part of the heat produced by the heat source 11 is therefore transferred to the passenger compartment by the air heater 12 and another part of the heat is transferred to the storage battery 2 via the fluid / fluid exchanger 16. The main regulator 24 controls the heat source 11 so as to provide sufficient thermal power to the passenger compartment, and takes into account the loss of thermal power related to the transfer to the second thermo-fluid circuit 5.

[0054] For a given thermal power supplied by the heat source 11, the thermal power transferred from the first thermo-fluid circuit 4 to the second thermo-fluid circuit 5 depends, in particular, on the flow rate of the second heat transfer fluid in the second fluid circuit 13 (specifically at the fluid / fluid exchanger 16). Therefore, the control of the thermal power transferred to the storage battery 2 is achieved by controlling the flow rate provided by the second circulation pump 14 (i.e., by controlling the operating speed of the second circulation pump 14).

[0055] In order to allow precise adjustment of the thermal power transferred to the accumulator battery 2, the control signal Sp2 of the second circulation pump 14 is generated by a control module 7 from signals provided by sensors of the thermal regulation system 3.

[0056] The control module 7 includes, for example, a processor, one or more memories, and a plurality of input and output ports. It is specifically configured to execute computer program code corresponding to the implementation of the method according to the invention.

[0057] The operation of the control module 7 is described below in relation to Figure 2. In particular, the control module 7 is configured here to generate the control signal Sp2 from a setpoint signal Sc, which is generated by the control system of the storage battery 2 and represents the thermal power required by the storage battery 2 and the thermal power exchanged Pexc between the second thermo-fluidic circuit 5 and the storage battery 2. To determine the value of the thermal power exchanged Pexc, the control module 7 takes several parameters into account. For example, it considers the average temperature Tel of the cells in the storage battery 12, which is provided, for instance, by a measurement module comprising one or more dozen physical or software temperature sensors distributed across at least some of the cells.For example, it also takes into account the temperature Tf2 of the second heat transfer fluid at section 23 of the second fluidic circuit located in the storage battery 2, which is provided, for example, by a temperature sensor located in the second fluidic circuit 13 (specifically in contact with the second heat transfer fluid, for example at the outlet of section 23 relative to the direction of flow of the second heat transfer fluid). It also takes into account, for example, an average value of the thermal conductivity of the storage cells in the storage battery 2.

[0058] Here, the thermal conductivity of a storage tank is understood as the inverse of the thermal resistance Rth between the fluid and the tank (the thermal resistance being equal to the sum of the thermal resistance between the second fluid and section 23, in this case the aluminum floor of the storage tank, and the thermal resistance between section 23 and the tank). To improve the accuracy of the estimation of this thermal resistance, a correction factor dependent on the rotational speed of the second circulation pump 14 can be used. This is because the thermal resistance depends on the flow rate circulating in section 23.

[0059] For example, the control module 7 includes a calculator 19 configured to determine the heat exchanged Pexc according to the following formula: [Math. 1]

[0060] The control module 7 includes a first regulator 20 configured to determine an intermediate control signal Spi by comparing the heat exchanged Pexc and the value of the setpoint signal Sc (i.e., the heat required by the battery). For example, the first regulator 20 is here a proportional-integral type regulator.

[0061] It is possible that the second circulation pump 14 could deliver a flow rate corresponding to a higher thermal power transfer than the heat source 11 can provide. Such a flow rate is undesirable, as the second circulation pump 14 would then consume more energy without delivering a greater thermal power transfer. It is therefore necessary to prevent the second circulation pump 14 from operating in this manner. To this end, the control module 7 includes a second controller 21 configured to establish a threshold signal Smax, the value of which represents the maximum flow rate that the second circulation pump 14 must not exceed. This threshold signal Smax is established based on the thermal power Psrc value supplied by the heat source 11 and a maximum setpoint value Pmax.

[0062] The control module 7 further includes a comparator 22 configured to compare the value of the intermediate control signal Spi and the value of the threshold signal Smax and to provide the control signal Sp2 whose value is equal to the value of the intermediate control signal Spi if the latter is less than the value of the threshold signal Smax, otherwise to the value of the threshold signal Smax.

[0063] The invention is not limited to the embodiment described above in connection with figures 1 and 2.

[0064] For example, a thermal control system 3 was previously described in which the heat transfer module 6 includes an on / off valve and a fluid-fluid heat exchanger, and in which the controller manages the power transferred to the battery by controlling the speed of the second circulation pump. Alternatively, the heat transfer module may include a mixer configured to mix the heat transfer fluids of the two fluid circuits, with the controller configured to manage the power transferred to the storage battery by controlling the mixing ratio. Heat transfer thus occurs by transferring the first, warmer heat transfer fluid to the second thermo-fluid circuit 5. For example, the mixer is a three-way proportional valve. A change in the mixing ratio is accompanied by a change in the flow rate, at least in the second fluid circuit 13.

[0065] Furthermore, as previously described, the second fluid circuit includes a bypass whose purpose is to ensure that the flow rate of the second heat transfer fluid through the storage battery (circulating in section 23) is lower than the minimum flow rate that the circulation pump is capable of providing. However, the invention is not limited to the presence of this bypass, and in certain embodiments, the minimum flow rate of heat transfer fluid through the storage battery is that which the second circulation pump can provide.

[0066] The thermal regulation system described above includes a second regulator configured to limit the maximum flow rate of the pump, preventing it from operating beyond a speed that allows it to transfer all the thermal power produced by the heat source. However, some embodiments of the invention do not include such a regulator, and the maximum flow rate is that which the second circulation pump is capable of providing.

[0067] A first thermo-fluid circuit has been described, which is a passenger compartment heating circuit. However, the invention is not limited to this function, and the first thermo-fluid circuit may include any type of heat exchanger designed to transfer heat to any other part of the motor vehicle.

[0068] The control module is not limited to the presence of the second regulator and the comparator. According to certain embodiments of the invention, the control module comprises only the computer 19 and the first regulator 20, the intermediate control signal then forming the control signal of the second circulation pump.

[0069] The controllers of the control module described above are proportional-integral type controllers. However, the invention is compatible with any type of controller, for example, proportional-integral-derivative controllers.

[0070] The second thermo-fluid circuit described above includes a section that winds through the battery bank, located in the battery bank's base. Alternatively, any configuration that allows heat transfer from the second fluid circuit to the batteries is possible. For example, this section could include a cold plate (sometimes called a "water plate," regardless of the type of fluid flowing through it).

[0071] The invention is not limited to a heat source being a heat pump condenser. Any type of heat source is conceivable, for example a heat source comprising electric heating resistances, for example an HVCH type heat source (for "High Voltage Coolant Heater", according to the usual Anglo-Saxon acronym or, in French "chauffement haute tension sur l'eau") and / or a PTC (Positive Temperature Coefficient) thermistor heat source.

[0072] Finally, the embodiment described above applies to a car, but the invention is not limited to one type of vehicle and is compatible with any vehicle, for example a truck, a train, or even a ship or an aircraft.

Claims

DEMANDS

1. Thermal control system for a motor vehicle (1) equipped with a battery (2), comprising: - a first thermo-fluid circuit (4) in which a first fluid circulates, - a second thermo-fluid circuit (5) in which a second fluid circulates and which is configured to be thermally coupled to the battery of accumulators (2), and - a heat transfer module (6) configured to thermally couple the first thermo-fluid circuit (4) and the second thermo-fluid circuit (5), characterized in that it comprises a control module (7) configured to control the flow of the second fluid in the second thermo-fluid circuit (5) as a function of a setpoint value (Sc) representative of a value of thermal power to be transferred to the battery of accumulators (2).

2. System according to claim 1, wherein the control module (7) is configured to: - receive the setpoint value (Sc), - determine an instantaneous value representative of the thermal power exchanged (Pexc) between the second thermal circuit (5) and the accumulator battery (2), - develop a control signal (Sp2) for the flow rate of the second fluid in the second thermo-fluid circuit (5) as a function of the difference between the setpoint value (Sc) and the instantaneous value.

3. System according to claim 2, wherein the control module (7) includes a Proportional-Integral type controller (20) configured to receive the setpoint value (Sc) and the instantaneous value.

4. System according to claim 2 or 3, wherein the second thermo-fluid circuit (5) includes a circulation pump (14) configured to control the flow of the second fluid, the control signal (Sp2) being a control signal of the circulation pump (14).

5. System according to any one of claims 2 to 4, comprising a temperature measurement system configured to measure the average temperature (Tel) of the accumulators of the accumulator battery (2), a temperature sensor configured to measure the temperature of the second fluid (Tf2), and wherein the control module (7) is configured to determine the heat power exchanged (Pexc) between the second fluid and the accumulator battery (2) by multiplying the difference between the average temperature (Tel) of the accumulators and the temperature (Tf2) of the second fluid by an average value of thermal conductivity between the second fluid and the accumulators of the accumulator battery (2).

6. System according to any one of claims 2 to 5, wherein the value of the control signal (Sp2) is less than or equal to a predetermined threshold value (Smax).

7. System any one of claims 1 to 6, wherein the heat transfer module (6) comprises a heat exchanger (16) and a valve (17) configured to, in a first configuration, isolate the heat exchanger (16) from the first thermo-fluid circuit (4) and, in a second configuration, connect the first thermo-fluid circuit (4) and the heat exchanger (16).

8. System according to any one of claims 1 to 7, wherein the second thermo-fluidic circuit (5) includes a bypass (18) having an inlet placed upstream of the heat transfer module (6) and having an outlet placed downstream of the heat transfer module (6).

9. System according to any one of claims 1 to 8, wherein the first thermo-fluidic circuit (4) comprises a heating system for a passenger compartment of the motor vehicle (1).

10. Motor vehicle equipped with a battery of accumulators (2) and a thermal regulation system according to any one of claims 1 to 9.

11. A method for thermal regulation in a motor vehicle (1) equipped with a battery (2) and a thermal regulation system comprising a first thermo-fluidic circuit (4) in which a first fluid circulates, a second thermo-fluidic circuit (5) in which a second fluid circulates, and which is configured to be thermally coupled to the battery of accumulators (2), and a thermal transfer module (6) configured to thermally couple the first thermo-fluidic circuit (4) and the second thermo-fluidic circuit (5), characterized in that it includes a step of controlling the flow of the second fluid in the second thermo-fluidic circuit (5) as a function of a setpoint value (Sc) representative of a value of thermal power to be transferred to the battery of accumulators (2).

12. A method according to claim 11, comprising: - a step of receiving the setpoint value (Sc), - a step of determining an instantaneous value representative of the thermal power exchanged (Pexc) between the second thermal circuit (5) and the battery of accumulators (2), - a step of developing a control signal (Sp2) for the flow rate of the second fluid in the second thermo-fluidic circuit (5) as a function of the difference between the setpoint value (Sc) and the instantaneous value.

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