FR3161261A1 - Method for managing a thermal management system, and associated thermal management system - Google Patents

Abstract

The invention relates to a method for managing a vehicle thermal management system (10) to achieve a parameter relating to a given physiological comfort for a vehicle user, the thermal management system (20) comprising at least two thermal regulation devices. The method comprises the following steps: obtaining at least one piece of data representative of the thermal environment of the vehicle (S10); determining an initial physiological comfort index of the user (S15); determining a strategy for controlling the thermal regulation devices to achieve the parameter relating to the given physiological comfort and optimizing the energy consumed, based on said at least one piece of data representative of the thermal environment of the vehicle and the determined initial physiological comfort index of the user (S20); and controlling the thermal regulation devices according to the determined control strategy (S25). Fig. 1

Description

Method for managing a thermal management system, and associated thermal management system

The invention relates to a method for managing a thermal management system, particularly for a vehicle passenger compartment, especially a motor vehicle. The invention also relates to a thermal management system.

Previous art

Thermal management in a vehicle, particularly cabin thermal management, for user comfort, consumes energy. However, energy consumption needs to be increasingly optimized, especially given the growing market share of electric vehicles, as energy consumption impacts vehicle range. Furthermore, electric vehicle motors emit significantly less heat compared to conventional combustion engines.

To heat a vehicle's interior, especially when outside temperatures are low, the user can combine the use of several climate control devices by activating them. However, since each device consumes energy, they deplete a considerable portion of the electric vehicle's battery power.

Among the thermal regulation devices that may be present in a vehicle are air conditioning systems, such as a heating, ventilation, and air conditioning (HVAC) system. In such an air conditioning system, a heat transfer fluid passes through a fluid circuit comprising a heater core, a compressor, a heat exchanger called a condenser, an expansion device, and a second heat exchanger called an evaporator.

These air conditioning systems are sometimes reversible, meaning they can absorb heat energy from the outside air at a heat exchanger, called an evaporator-condenser, and release it into the passenger compartment, notably through a dedicated heat exchanger. In this case, the air conditioning system functions as a heat pump.

Other thermal regulation devices may also be present in the vehicle, such as radiant panels, heated seats, a heated steering wheel and/or contact heating surfaces located for example on an armrest.

However, all these thermal regulation systems are very energy-intensive and significantly increase the vehicle's energy consumption, especially in cold outside temperatures. This is particularly true because these thermal regulation systems are activated and adjusted manually by the vehicle user via a human-machine interface. Indeed, very often, in an attempt to achieve thermal comfort as quickly as possible, the user activates all the systems simultaneously and sets them to a high power level.

The invention aims in particular to offer an improvement to known thermal management systems in order to achieve optimal physiological comfort quickly while optimizing energy consumption.

To this end, the invention relates to a method for managing a vehicle thermal management system to achieve a parameter relating to a given physiological comfort for a vehicle user.

• obtention d'au moins une donnée représentative de l'environnement thermique du véhicule ;
• détermination d'un indice de confort physiologique initial de l'usager ;
• détermination d'une stratégie de pilotage des dispositifs de régulation thermique pour atteindre le paramètre relatif au confort physiologique donné et optimiser l'énergie consommée, à partir de ladite au moins une donnée représentative de l'environnement thermique du véhicule et de l'indice de confort physiologique initial de l'usager déterminé ; et
• pilotage des dispositifs de régulation thermique selon la stratégie de pilotage déterminée.

The thermal management system includes at least two thermal regulation devices, the process comprising the following steps:

• obtaining at least one data point representative of the vehicle's thermal environment;
• determination of an initial physiological comfort index for the user;
• determining a strategy for controlling the thermal regulation devices to achieve the given parameter relating to physiological comfort and optimize energy consumption, based on at least one representative data point of the vehicle's thermal environment and the user's initial physiological comfort index; and
• control of thermal regulation devices according to the determined control strategy.

This process improves the management of thermal comfort and the well-being of the vehicle's user(s). Firstly, thermal comfort is achieved more quickly. Secondly, electrical consumption is optimized, thereby reducing energy consumption and extending the vehicle's operating time relative to the amount of energy stored in its batteries.

According to a particular embodiment, from said at least one data representative of the thermal environment of the vehicle and the initial physiological comfort index of the user determined, the driving strategy can determine a useful convective power and/or a useful conductive power and/or a useful radiative power to achieve the parameter relating to the given physiological comfort.

The determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power may also depend on the overall power that can be supplied by the thermal control devices.

Prior to determining the control strategy, the process may include a step of determining available conductive power and/or available conductive power and/or available radiative power, the determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power is further dependent on the determined available conductive power and/or the determined available conductive power and/or the determined available radiative power.

The control of thermal regulation devices may include an activation of the thermal regulation devices according to the determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power.

The control strategy may also include a time-based sequencing of the activation of thermal regulation devices in order to optimize energy consumption.

The time sequence of the activation of thermal regulation devices may include the activation of at least one thermal regulation device delivering convective power and/or the activation of at least one thermal regulation device delivering conductive power before the activation of at least one thermal regulation device delivering radiative power.

The control strategy may also include a duration of activation of thermal regulation devices in order to optimize energy consumption.

The control strategy can also be determined based on a priority level assigned to thermal regulation devices in order to optimize energy consumption.

The priority level assigned to thermal regulation devices may depend on the energy consumption of the thermal regulation devices.

The level of priority assigned to thermal regulation devices may also depend on the ability of the thermal regulation devices to achieve the given parameter relating to physiological comfort.

The initial physiological comfort index of the user can be determined from measurements of thermal or physiological quantities of different parts of the user's body and/or the environment around the user.

The initial physiological comfort index of the user can be within a range of values, and preferably, the middle value of the range corresponds to the value of the parameter relating to the given physiological comfort.

The initial physiological comfort index of the user may include a plurality of data representative of the user's physiological comfort, each data representative of the user's physiological comfort being determined for a part of the user's body, each data being included in a range of values, and preferably, the middle value of the range corresponding to the value of the parameter relating to the given physiological comfort.

It is therefore possible to achieve comfort in all parts of the body as quickly as possible and to maintain them at the desired physiological comfort for the entire duration that the occupant(s) remain in the vehicle.

The strategy for controlling thermal regulation devices can also be determined from the plurality of data representative of the user's physiological comfort.

Said at least one data point representing the thermal environment of the vehicle may include at least one data point related to the internal thermal environment of the vehicle and/or at least one data point related to the external thermal environment of the vehicle.

Said at least one data point related to the external thermal environment of the vehicle can be determined from the external temperature of the vehicle and/or the level of sunshine and/or the speed of movement of the vehicle and/or the level of humidity.

The thermal management system may include at least one thermal control device delivering essentially convective power and/or at least one thermal control device delivering essentially conductive power and/or at least one thermal control device delivering essentially radiative power.

At least one of the thermal regulation devices may be capable of providing essentially convective power.

Said at least one thermal regulation device capable of providing essentially convective power may be a heating, ventilation and air conditioning device.

At least one of the thermal regulation devices may be capable of providing essentially conductive power.

Said at least one thermal regulation device capable of providing essentially conductive power may be a heated seat device.

At least one of the thermal regulation devices may be capable of providing essentially radiative power.

Said at least one thermal regulation device capable of providing essentially radiative power may include at least one radiant panel.

The process may further include a step of maintaining the given physiological comfort when the given physiological comfort is achieved.

Maintaining a given level of physiological comfort may include automatic control of thermal regulation devices to maintain that level of physiological comfort.

The thermal management system can be a thermal management system for a vehicle passenger compartment, particularly a motor vehicle.

The invention also relates to a vehicle thermal management system for achieving a parameter relating to a given physiological comfort for a vehicle user and optimizing the energy consumed, the thermal management system comprising at least two thermal regulation devices, at least one computer and at least one memory in which a computer program is stored, said computer program being configured to implement the method described above.

The invention also relates to a computer program comprising instructions which lead the previous thermal management system to execute the steps of the process previously described.

The invention further relates to a computer-readable medium on which the previous computer program is recorded.

The invention also relates to the use of the thermal management system, in particular for a vehicle passenger compartment, to achieve a parameter relating to a given physiological comfort for the driver of the vehicle and/or a parameter relating to a given physiological comfort for the front passenger of the vehicle and/or a parameter relating to a given physiological comfort for at least one rear passenger of the vehicle.

List of Figures

Other features and advantages of the invention will become more apparent upon reading the following description, given by way of illustrative and non-limiting example, and the accompanying figures, among which:

There FIG. 1 is a schematic representation of a thermal management system for a vehicle passenger compartment comprising several thermal regulation devices.

There FIG. 2 is a schematic representation showing an example of a human body divided into sections having respective thermal comfort indices.

There FIG. 3 illustrates an example of a method for managing a thermal management system to achieve a parameter relating to a given physiological comfort for a vehicle user in accordance with the invention.

Detailed description of the invention

The following are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference relates to the same embodiment, or that the features apply only to a single embodiment. Simple features from different embodiments can also be combined or interchanged to provide other embodiments.

There FIG. 1 represents a passenger compartment 10 of a motor vehicle. This passenger compartment 10 includes a driver's seat 15. It may include another front passenger seat and rear passenger seats. The vehicle includes a thermal management system 20. The thermal management system includes at least two thermal control devices. It includes, for example, at least one thermal control device delivering primarily convective power and/or at least one thermal control device delivering primarily conductive power and/or at least one thermal control device delivering primarily radiative power.

As illustrated in the FIG. 1 The thermal management system may include at least one thermal control device capable of providing primarily convective power. Such a device is, for example, a heating, ventilation, and air conditioning (HVAC) unit 25. Outlets 30 of heat-treated air from the HVAC unit, in particular a head air outlet 30a and a foot air outlet 30b, allow the heat-treated air from the HVAC unit 25 to be supplied to the passenger compartment 10. The user can direct the flow of heat-treated air at the outlets 30 as needed. In a particular example of an HVAC unit 25, this unit may include an additional electric heating device, thus providing supplementary heating. This additional electric heating device includes, in particular, radiant elements and is capable of providing supplementary radiant power to the HVAC unit. According to a particular embodiment, the additional electric heating device may further include heating resistive elements, for example positive temperature coefficient resistors, enabling the conversion of an electric current into thermal energy.

The thermal management system 20 may include at least one thermal regulation device capable of providing essentially conductive power. Such a device is, for example, a heated seat device 30 installed in the driver's seat 15. Other heated seat devices may be installed, for example, in the front passenger seat and/or in the rear passenger seats.

The thermal management system 20 may include at least one thermal control device capable of providing essentially radiant power. Such a device includes, for example, at least one radiant panel 35. Radiant panels could be placed anywhere inside the passenger compartment 10. For example, radiant panels could be located above the occupant's windows 40 35a and/or under the occupant's feet 35b. Other radiant panels could be installed, for example, on the front passenger side and/or at the rear passenger level.

The thermal management system 20 also includes a device for obtaining at least one data point representative of the thermal environment of the vehicle 45. In particular, said at least one data point representative of the thermal environment of the vehicle includes at least one data point related to the internal thermal environment of the vehicle and/or at least one data point related to the external thermal environment of the vehicle.

The data related to the vehicle's external thermal environment is determined from the vehicle's outside temperature and/or the level of sunlight and/or the vehicle's speed and/or the humidity level and/or the wind speed. Specifically, the data related to the vehicle's external thermal environment is representative of the vehicle's external thermal environment and may represent at least one meteorological condition of the vehicle's environment. The data related to the vehicle's external thermal environment may also be determined from data transmitted by a remote server configured to transmit one or more representative data points of the outside temperature and weather (sunlight, wind speed, humidity, etc.) based on the vehicle's location.

The data related to the vehicle's interior thermal environment includes, for example, the vehicle's interior temperature, i.e., the passenger compartment temperature, and/or the humidity level inside the vehicle. This data can also be determined from estimates of the temperatures and velocities of the blown airflow, the temperature of the materials composing the passenger compartment, the temperature of the occupant's seat, and the temperature of the vehicle's interior walls.

To do this, the device for obtaining at least one data representative of the thermal environment of the vehicle 45 may include a measuring device comprising one or more sensors such as a sunlight sensor, a temperature sensor, in particular a temperature sensor at an air outlet of the installation, a temperature sensor in the passenger compartment or a humidity sensor.

The thermal management system 20 also includes a device for determining an initial physiological comfort index for the user 50. The initial physiological comfort index is, for example, a representative measure of the user's initial thermal comfort. The physiological comfort index expresses an overall thermal sensation, i.e., over the entire body, or a localized thermal sensation, i.e., over a specific area of the user's body, and depends in particular on the user's body heat, whether produced or absorbed in the area concerned, notably due to metabolic activity. It can also be based on the user's level of clothing.

The initial physiological comfort index for the user is thus, for example, determined from measurements of thermal or physiological quantities of different parts of the user's body and/or the environment around the user, namely, for example, the passenger compartment, as illustrated in the FIG. 2 According to this embodiment, a local initial physiological comfort index is determined for several parts of the user's body. In other words, the user's body is segmented to determine a local physiological comfort index for each body segment or for one or more body segments. Examples of such segments include the head (210), chest (215), legs (220), feet (225), and arms (230). Other, more or less precise, segmentations can be used. The user's initial physiological comfort index is then obtained from these local initial physiological comfort indices, for example, by averaging the determined indices.

The thermal management system 20 further includes a control device 55 which determines a strategy for operating the thermal regulation devices present in the vehicle to achieve the parameter relating to a given physiological comfort level. The control strategy is determined based on at least one representative data point of the vehicle's thermal environment and the user's initial physiological comfort index.

According to the determined control strategy, the thermal management system 20, in particular the control device 55, will then automatically control the thermal regulation devices to reach the parameter relating to a given physiological comfort while optimizing the energy consumed.

Indeed, it is necessary to control the thermal regulation devices in order to achieve an appropriate physiological comfort level, indicated by a parameter related to a given physiological comfort. This parameter could include a thermal comfort index whose value is a midpoint within a range of indices, for example, zero within a range between -4 and +4.

The control device 55 may include a computing means or microprocessor for determining the control strategy of the thermal regulation devices present in the vehicle and for controlling these devices. In particular, the microprocessor may determine a control strategy for the thermal regulation devices to achieve the given parameter relating to physiological comfort, based on at least one representative data point of the vehicle's thermal environment and the user's initial physiological comfort index.

The control device 55 may include another or the same computer or microprocessor to generate the control commands for the thermal regulation devices.

In addition, the control device 55 may include a memory to store a set of possible predefined control strategies.

The thermal management system 20 further comprises at least one computer or processor and at least one memory in which a computer program is stored. The computer program is configured to implement a method for managing a thermal management system on said system. The computer program includes instructions that can be executed by the computer or processor, which cause the thermal management system to execute the steps of the method for managing a thermal management system. The computer program may be stored on a computer-readable medium. The computer-readable medium may include memory for storing instructions. The memory may include any memory suitable for storing data and executable instructions, such as read-only memory, rewritable flash memory, and a hard disk drive.

The thermal management system 20 can be used to achieve a parameter relating to a given physiological comfort for the driver of the vehicle and/or a parameter relating to a given physiological comfort for the front passenger of the vehicle and/or a parameter relating to a given physiological comfort for at least one rear passenger of the vehicle.

Although the vehicle thermal management system was illustrated at the FIG. 1 For thermal management of a passenger compartment, the vehicle thermal management system can also manage other parts of the vehicle.

There FIG. 3 illustrates a method for managing a vehicle thermal management system, for example the thermal management system described in the support of the FIG. 1 , to achieve a parameter relating to a given physiological comfort for a vehicle user and to optimize the energy consumed.

The process begins at step S10, which involves obtaining at least one representative data point of the vehicle's thermal environment. This step is carried out, in particular, by the device for obtaining at least one representative data point of the vehicle's thermal environment 45. This at least one representative data point of the vehicle's thermal environment comprises at least one data point related to the vehicle's interior thermal environment and/or at least one data point related to the vehicle's exterior thermal environment, as described in the supporting documentation. FIG. 1 .

Step S10 is followed by step S15, which determines an initial physiological comfort index for the user. This step is performed, for example, by the device for determining an initial physiological comfort index for the user. The physiological comfort index was described previously in the supporting documentation. FIG. 1 and of the FIG. 2 The user's initial physiological comfort index can be determined from measurements of thermal or physiological parameters of different parts of the user's body and/or the passenger compartment surrounding the user. The index can be determined by means of measurements or estimated in order to determine the user's actual perceived comfort. In one particular embodiment, the user's initial physiological comfort index falls within a range of values. In one embodiment, the central value of the range corresponds to the value of the given physiological comfort parameter.

The range of values is for example from -4 to 4, the central value 0 corresponding for example to physiological comfort pleasant for the user.

In particular, the initial physiological comfort index of the user may include a plurality of data points representing the user's physiological comfort, each data point representing the user's physiological comfort being determined for a part of the user's body as illustrated in the FIG. 2 and each data point is contained within a range of values. In particular, the central value of the range corresponds to the value of the parameter relating to the given physiological comfort.

Step S15 is followed by step S20 of determining a strategy for controlling the thermal regulation devices to achieve the parameter relating to the given physiological comfort, from said at least one data representative of the thermal environment of the vehicle and the initial physiological comfort index of the user determined.

The determined control strategy must enable the vehicle user to reach the parameter value related to a given level of physiological comfort while optimizing energy consumption. This strategy will consist of determining how to control the various thermal regulation devices to reach the parameter value related to a given level of physiological comfort within a reasonable, or even optimal, timeframe, while simultaneously controlling energy consumption.

To achieve this, the control strategy may consist of combining or sequencing the use of thermal regulation devices and defining their activation level to achieve the comfort objective.

Indeed, based on at least one representative data point of the vehicle's thermal environment and the user's initial physiological comfort index, the control strategy can determine a useful convective power and/or a useful conductive power and/or a useful radiative power to achieve the given physiological comfort parameter. The control strategy is, for example, determined by the control device 55.

The useful convective power and/or the useful conductive power and/or the useful radiative power corresponds to the useful power to provide a thermal load in order to obtain the desired overall thermal load to achieve the given physiological comfort.

The determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power may also depend on the overall power that can be supplied by the thermal control devices.

Prior to determining the control strategy, the process may include a step of determining available conductive power and/or available radiative power. The determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power may further depend on the determined available conductive power and/or the determined available radiative power. Available conductive power, available conductive power, and available radiative power correspond respectively to the power capacity of the thermal control devices. From the available power of each thermal control device, the impact of activating the devices on the given physiological comfort parameter can be determined.

According to a particular embodiment, the thermal management system 20, in particular the control device 55, comprises a set of possible predefined control strategies, each control strategy being defined for given parameters, namely, at least one data point representative of the vehicle's thermal environment and an initial physiological comfort index for a user. For example, the strategies are stored in the form of a table taking as input at least one data point representative of the vehicle's thermal environment and an initial physiological comfort index for a user.

The table thus defines, for each data representative of the thermal environment of the vehicle and each initial physiological comfort index of a user, a driving strategy.

The table can be multi-dimensional in particular in order to take into account a plurality of data related to the thermal environment of the vehicle, namely for example the external thermal environment of the vehicle and the internal thermal environment of the vehicle.

According to a particular embodiment, the same control strategy can be used for one or more data representative of the thermal environment of the vehicle and one or more indices of initial physiological comfort of a user.

According to one embodiment, for one or more data representative of the thermal environment of the vehicle and one or more initial physiological comfort indices of a user, no driving strategy is defined because, with regard to the data and the physiological comfort indices, the data are incompatible or the physiological comfort index has already been reached.

The control strategy may also include a time sequence for the activation of thermal regulation devices and/or a duration for the activation of thermal regulation devices in order to optimize energy consumption.

The driving strategy may also include a level of regulation for the thermal control devices. For example, the heated seat may have three settings to increase or decrease the heat, and the heating, ventilation, and air conditioning system may include adjustment of both the airflow into the passenger compartment and the temperature of the air blown.

The time sequence of the activation of thermal regulation devices may include the activation of at least one thermal regulation device delivering convective power and/or the activation of at least one thermal regulation device delivering conductive power before the activation of at least one thermal regulation device delivering radiative power.

Indeed, for example, the control strategy may consist of initially prioritizing the use of the heating, ventilation and air conditioning system 25 and the heated seat 30 because the user feels it almost immediately, and then subsequently activating radiant panels 35.

Alternatively, the control strategy may consist of initially prioritizing the heating of the user's feet (especially if the initial local physiological comfort index indicates strong discomfort), using radiant panels 35b and the heating, ventilation and air conditioning system 25, prioritizing the airflow outlet 30b, and then subsequently regulating these systems to prioritize other parts of the user's body.

The control strategy can also be determined based on a priority level assigned to thermal regulation devices in order to optimize energy consumption. This priority level can be based on the energy consumption of the thermal regulation devices. In particular, the priority level can be determined by considering the ratio between the power supplied by the thermal regulation device and its energy consumption.

The priority level assigned to thermal regulation devices can also depend on their ability to achieve a given physiological comfort parameter. The ability of thermal regulation devices can be defined by determining the available power of each device.

The strategy for controlling thermal regulation devices can also be determined from the plurality of data representative of the user's physiological comfort.

Step S20 is followed by step S25, which controls the thermal regulation devices according to the determined control strategy. Controlling the thermal regulation devices may include activating them based on the determined useful convective power, the determined useful conductive power, and/or the determined useful radiative power.

The control of thermal regulation devices according to the determined control strategy can also be accompanied by manual control of the thermal regulation devices by the user.

According to a particular embodiment, as long as the given physiological comfort level is not reached, the process is repeated at regular intervals in order to adapt the strategy and control of the thermal regulation devices to changes in the vehicle's thermal environment and the user's physiological comfort index. For example, the process is repeated every two minutes or every five minutes.

For example, when the representative external temperature of the vehicle is -5 degrees Celsius, and the driver starts the vehicle, meaning the vehicle is cold, a state-of-the-art heating, ventilation, and air conditioning (HVAC) system controls, for example, the heat pump (or refrigerant heater) to produce 2 kW of power to heat the refrigerant loop, thus generating a flow of warm air that is then distributed into the passenger compartment. The time required to reach the specified physiological comfort level for a vehicle occupant is between 5 and 10 minutes. If the occupant has also activated the heated seat, the vehicle occupant may experience discomfort due to excessive heating of the passenger compartment, as the HVAC system and the heated seat operate independently of each other according to the occupant's settings. The occupant will then need to adjust the settings for the HVAC system and the heated seat. Numerous user manipulations will be necessary to achieve the given physiological comfort for a user.

According to the method of the invention, the thermal management system determines a control strategy for the thermal regulation devices to achieve the given physiological comfort parameter. This strategy is based on at least one representative data point of the vehicle's thermal environment and the user's initial physiological comfort index, and then controls the thermal regulation devices. In the example above, the control strategy will consist, in particular, of activating the heated seat for one minute to provide physiological comfort for the user's back and legs. The energy consumption of these devices will be 0.15 kW. The radiant panels will also be activated to provide physiological comfort for the user's arms and feet, specifically according to the physiological needs of these body parts. The energy consumption of the radiant panels will be 0.5 kW. The heating, ventilation, and air conditioning (HVAC) system is then activated to warm the air around the user's body, but at a lower temperature, as the user is already close to the desired physiological comfort level. Therefore, the energy consumption of the HVAC system will be between 1 and 1.5 kW.

Thus, it is estimated that energy consumption will be reduced by approximately a factor of 20 and that the time to reach the given physiological comfort will be reduced from 7 minutes by manual control of thermal regulation devices according to the prior art to 3 minutes with an immediate sensation of warmth according to the present invention.

The significant reduction in energy consumption is particularly interesting when implementing such a process in electric or hybrid vehicles where energy consumption must be optimized.

According to a particular embodiment, when the specified physiological comfort level is reached, the process can continue with a step S30 for maintaining that level of physiological comfort. Maintaining that level of physiological comfort may include automatic control of the thermal regulation devices to ensure it is maintained.

Claims (31)

A method for managing a vehicle thermal management system to achieve a parameter relating to a given physiological comfort level for a vehicle user, the thermal management system comprising at least two thermal regulation devices, the method comprising the following steps:

• obtaining at least one data point representative of the vehicle's thermal environment;
• determination of an initial physiological comfort index for the user;
• determining a strategy for controlling the thermal regulation devices to achieve the given parameter relating to physiological comfort and optimize energy consumption, based on at least one representative data point of the vehicle's thermal environment and the user's initial physiological comfort index; and
• control of thermal regulation devices according to the determined control strategy.

Method according to the preceding claim, characterized in that, from said at least one representative data of the thermal environment of the vehicle and the initial physiological comfort index of the user determined, the driving strategy determines a useful convective power and/or a useful conductive power and/or a useful radiative power to achieve the parameter relating to the given physiological comfort. A method according to the preceding claim, characterized in that the determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power is further dependent on the overall power capable of being supplied by the thermal regulation devices. A method according to claim 2 or 3, characterized in that prior to the determination of the control strategy, the method includes a step of determining an available conductive power and/or an available conductive power and/or an available radiative power, the determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power is further dependent on the determined available conductive power and/or the determined available conductive power and/or the determined available radiative power. Method according to claim 3 or 4, characterized in that the control of the thermal regulation devices includes an activation of the thermal regulation devices according to the determined useful convective power and/or the determined useful conductive power and/or the determined useful radiative power. Method according to the preceding claim, characterized in that the control strategy further includes a time sequencing of the activation of the thermal regulation devices in order to optimize the energy consumed. Method according to claim 6, characterized in that the time sequence of the activation of the thermal regulation devices includes the activation of at least one thermal regulation device delivering convective power and/or the activation of at least one thermal regulation device delivering conductive power before the activation of at least one thermal regulation device delivering radiative power. A method according to any one of claims 5 to 7, characterized in that the control strategy further includes a duration of activation of the thermal regulation devices in order to optimize the energy consumed. A method according to any one of the preceding claims, characterized in that the control strategy is further determined according to a level of priority assigned to the thermal regulation devices in order to optimize the energy consumed. Method according to the preceding claim, characterized in that the level of priority assigned to the thermal regulation devices is a function of the energy consumption of the thermal regulation devices. A method according to any one of claims 9 to 10, characterized in that the level of priority assigned to the thermal regulation devices is further a function of the ability of the thermal regulation devices to achieve the parameter relating to the given physiological comfort. A method according to any one of the preceding claims, characterized in that the initial physiological comfort index of the user (TCI) is determined from measurements of thermal or physiological quantities of different parts of the user's body and/or the environment around the user. Method according to the preceding claim, characterized in that the initial physiological comfort index of the user (TCI) is within a range of values, and preferably, the central value of the range corresponding to the value of the parameter relating to the given physiological comfort. A method according to the preceding claim, characterized in that the initial physiological comfort index of the user (TCI) comprises a plurality of data representing the physiological comfort of the user, each data representing the physiological comfort of the user being determined for a part of the user's body, each data is included in a range of values, and preferably, the central value of the range corresponding to the value of the parameter relating to the given physiological comfort. Method according to the preceding claim, characterized in that the control strategy of the thermal regulation devices is determined, in addition, from the plurality of data representative of the physiological comfort of the user. A method according to any one of the preceding claims, characterized in that said at least one data point representing the thermal environment of the vehicle includes at least one data point related to the internal thermal environment of the vehicle and/or at least one data point related to the external thermal environment of the vehicle. Method according to the preceding claim, characterized in that said at least one data related to the external thermal environment of the vehicle is determined from the external temperature of the vehicle and/or the level of sunshine and/or the speed of movement of the vehicle and/or the level of humidity. A method according to any one of the preceding claims, characterized in that the thermal management system comprises at least one thermal regulation device delivering essentially convective power and/or at least one thermal regulation device delivering essentially conductive power and/or at least one thermal regulation device delivering essentially radiative power. A method according to any one of the preceding claims, characterized in that at least one of the thermal regulation devices is capable of essentially providing convective power. A method according to the preceding claim, characterized in that said at least one thermal regulation device capable of essentially providing convective power is a heating, ventilation and air conditioning (HVAC) device. A method according to any one of the preceding claims, characterized in that at least one of the thermal regulation devices is capable of essentially providing conductive power. A method according to the preceding claim, characterized in that said at least one thermal regulation device capable of essentially providing conductive power is a heated seat device. A method according to any one of the preceding claims, characterized in that at least one of the thermal regulation devices is capable of essentially providing radiative power. A method according to the preceding claim, characterized in that said at least one thermal regulation device capable of essentially providing radiative power comprises at least one radiant panel. A method according to any one of the preceding claims, characterized in that the method further comprises a step of maintaining the given physiological comfort when the given physiological comfort is achieved. A method according to the preceding claim, characterized in that the maintenance of the given physiological comfort includes an automatic control of the thermal regulation devices for maintaining the given physiological comfort. A method according to any one of the preceding claims, characterized in that the thermal management system is a thermal management system for a vehicle passenger compartment, Vehicle thermal management system, to achieve a parameter relating to a given physiological comfort for a vehicle user and to optimize the energy consumed, the thermal management system comprising at least two thermal regulation devices, at least one computer and at least one memory in which a computer program is stored, said computer program being configured to implement the method according to any one of claims 1 to 27 on said system. Computer program comprising instructions that cause the thermal management system according to the preceding claim to execute the steps of the process according to any one of claims 1 to 27. Computer-readable medium on which the computer program according to the preceding claim is stored. Use of the thermal management system according to claim 28, in particular for a vehicle passenger compartment, to achieve a parameter relating to a given physiological comfort for the driver of the vehicle and/or a parameter relating to a given physiological comfort for the front passenger of the vehicle and/or a parameter relating to a given physiological comfort for at least one rear passenger of the vehicle.