WO2024240711A1 - Thermal conditioning system for a motor vehicle - Google Patents

Abstract

The invention relates to a method for controlling an electrical power management system (70) of an electric vehicle (100), the method comprising: - a battery (1) capable of supplying an electric motor (2) of the propulsion system (100) with power and capable of receiving electrical power; - an element (25, 25') of an electric traction system (100), configured to have an electric current flow therethrough and to heat up when the battery (1) is being charged, the method comprising the steps of: (i) receiving information on a journey to an end point (A); (ii) determining a journey start time (T0); (iii) determining a setpoint (C) for the amount of electrical power (E) to be supplied to the battery (1) so that the element (25, 25') receives an amount of heat (Q) greater than a threshold (Qmin); (vii) activating a charging device (20) in order to supply the battery (1) with an amount of electrical power (E) greater than or equal to the setpoint (C), the end of activation of the charging device (20, 40) being prior to the journey start time (T0).

Description

Description

Title: THERMAL CONDITIONING SYSTEM FOR MOTOR VEHICLE

Technical field

[1] The present invention relates to the field of electrical energy management in electrically powered vehicles, as well as to the field of thermal conditioning of batteries of electric vehicles.

Previous technique

[2] The recharging phase of the batteries of an electric vehicle releases heat, due to the passage of current. During rapid charging, at electrical powers greater than 100 kilowatts, it is common to cool the battery in order to avoid overheating. On other vehicles with an on-board charger with a power of a few tens of kilowatts, the charger itself must be commonly cooled. In both cases, the heat dissipated either by the battery or by the charger is dissipated into the outside air via a heat transfer fluid and a heat exchanger. This heat is therefore not used for the operation of the vehicle, and contributes to the vehicle's thermal losses.

[3] Furthermore, the maximum power that a battery can provide when it is at low temperature is lower than its theoretical maximum power. During vehicle operating phases with a high power demand, the power actually supplied by the battery to the propulsion chain may be reduced compared to the nominal power. To avoid this operation at reduced power, it is common to heat the battery before the vehicle starts to move, so that the temperature of the battery is sufficient to allow it to deliver its nominal power or a power close to the nominal power. These heating phases are generally carried out by an on-board electric heater, which uses the energy of the battery itself to heat it. The need to heat the battery therefore penalizes the vehicle's autonomy. [4] There is therefore a need to optimize battery energy management, in order to reduce the energy consumption of vehicles.

Summary

[5] To this end, the present invention proposes a method for controlling an electrical energy management system of an electric vehicle, the electrical energy management system comprising:

- an electrical energy storage battery configured to provide electrical energy to an electric propulsion motor of the vehicle and to receive electrical energy from a charging device,

- a device for controlling the battery charging device,

- an element of an electric drive chain of the vehicle, configured to be traversed by an electric current and to heat up when the battery receives electrical energy, the method comprising the steps:

(i) receive route information from the vehicle to a predefined arrival point,

(ii) determine a start time for the journey,

(iii) determine a quantity of electrical energy to be supplied to the battery so that the element of the traction chain receives a quantity of heat greater than a predetermined minimum value,

(vi) determine an activation duration of the charging device allowing the battery to be supplied with a quantity of electrical energy greater than or equal to the determined setpoint,

(vii) activate a charging device for the determined activation duration so as to provide the battery with a quantity of electrical energy greater than or equal to the determined setpoint, an end of activation of the charging device being prior to the start time of the journey.

[6] In other words, the battery charge is triggered late enough so that the heat received by the element of the drive chain during the battery charge does not have time to be dissipated into the ambient air. The heat released by the battery recharge thus remains stored by the element of the drive chain, and this heat can then be reused, for example for heating the vehicle interior. The thermal energy to be supplied during the vehicle's journey is thus minimised, which makes it possible to maximise the vehicle's energy efficiency.

[7] The features listed in the following paragraphs may be implemented independently of each other or in any technically possible combination:

[8] A duration between the end of activation of the charging device and the start time of the journey is less than a predetermined threshold.

[9] Journey information is information indicating that a journey of the vehicle to a predefined destination point is planned, i.e. scheduled.

The start time of the journey is an estimated time.

[10] The amount of electrical energy is supplied to the battery before the start of the journey.

[11] The electrical energy management system includes a vehicle route planning device.

[12] The end point of the journey is defined by the vehicle's journey planning device.

[13] The vehicle's journey planning device can define an arrival time desired by the driver.

[14] The vehicle's trip planning device can set a departure time desired by the driver.

[15] The battery charging device control device is configured to selectively enable or disable the battery charging device.

[16] The charging device can be activated between an activation start time and an activation end time.

The gap between the activation start time and the activation end time corresponds to an activation duration during which the battery is recharged, i.e. receives electrical energy.

[17] The predefined arrival point can be defined by an on-board vehicle guidance system. [18] The predefined arrival point can be the destination initially planned for the journey.

[19] The predefined arrival point can also be a charging station, in the case the planned journey is longer than the maximum autonomy of a vehicle.

In this case, the predefined arrival point is an intermediate stage of the journey.

[20] Step (ii) of determining the start time of the journey may include the following sub-steps:

- determine an estimated travel time to the predefined arrival point,

- determine the start time of the journey based on an arrival time desired by the driver and on the estimated journey time determined.

[21] In step (ii) of determining the journey start time, the journey start time may be a departure time desired by the driver.

[22] The start time of the journey is an estimated time.

[23] Step (iv) of determining the amount of electrical energy to be supplied to the battery to reach the predefined arrival point may include the sub-steps:

- determine the amount of electrical energy available from the battery,

- determining an amount of electrical energy consumed by the vehicle to reach the predefined arrival point, and the amount of electrical energy to be supplied to the battery to reach the predefined arrival point is equal to the greater of the difference between the amount of electrical energy consumed by the vehicle to reach the predefined arrival point and the amount of electrical energy available from the battery, and the value 0.

[24] Step (vi) of determining the duration of activation of the charging device may include the sub-steps:

- determine an electrical power supplied by the charging device,

- determine an activation duration of the charging device from the determined setpoint and from the determined electrical power.

[25] Step (vii) of activating the charging device may comprise the sub-steps:

- determine an activation time of the charging device from the start time of the journey, from the determined activation duration and from the threshold predetermined,

- determine a time of deactivation of the charging device from the time of activation and from the determined activation duration,

- activate the charging device between the activation time and the deactivation time.

[26] According to a proposed method embodiment, the value of the quantity of heat to be supplied to the element of the traction chain is greater than 1000 kilojoules (kJ).

[27] According to another aspect of the proposed method, the predetermined duration threshold between an end of activation of the charging device and the start time of the journey is between 5 minutes and 15 minutes.

[28] According to one embodiment of the proposed method, the quantity of electrical energy to be supplied to the battery is limited to a predetermined maximum value.

[29] Limiting the recharging of the battery, and in particular not charging the battery to its maximum state of charge, provides the opportunity to recharge the battery again before each planned journey, so as to recover during each journey the thermal energy dissipated by the recharging. In particular, the battery is recharged to a state of charge lower than a maximum state of charge of the battery.

[30] The predetermined maximum value is, for example, equal to the product of a multiplicative coefficient and the value to be supplied to the battery so that the element of the traction chain receives a quantity of heat greater than the predetermined minimum value.

The multiplicative coefficient is greater than or equal to 1. The multiplicative coefficient is for example 1.1.

[31] In other words, the battery can be charged sufficiently so that the element of the drive train receives a quantity of heat greater than a desired minimum value, while avoiding excessively charging the battery. This recharging strategy can be applied in particular when the energy available in the battery before the start of recharging already provides a greater autonomy to the distance of the planned journey. The recharging operation allows the element of the drive train to recover the thermal energy dissipated by recharging the battery, without being essential to obtain sufficient autonomy of the vehicle, since this was already sufficient. By limiting the supply of electrical energy provided by recharging to just what is necessary to recover the desired thermal energy, the recharging operation can be repeated for each journey, which optimizes the energy consumption of the vehicle on these journeys.

[32] The electrical energy management system comprises a device for determining available electrical energy from the battery.

[33] The electrical energy management system includes a control module configured to determine an electrical energy required to reach a predefined arrival point.

[34] According to one embodiment, the method comprises the steps:

(iv) determine an amount of electrical energy to be supplied to the battery to reach the predefined arrival point,

(v) if the quantity of electrical energy to be supplied to the battery to reach the predefined arrival point is greater than the setpoint for the quantity of electrical energy to be supplied to the battery so that the element of the traction chain receives a quantity of heat greater than the predetermined threshold, updating the setpoint for the quantity of electrical energy to be supplied to the battery with the quantity of electrical energy to be supplied to the battery to reach the predefined arrival point.

[35] In order to recover the energy dissipated by recharging the battery, it is preferable to charge the battery before each journey. It is therefore desirable that each recharge carried out provides little energy, so that it is always possible to trigger a recharge of the battery. However, each charge carried out must allow the user to reach the predefined arrival point, to the extent that the maximum autonomy provided by the battery allows it.

[36] According to an exemplary implementation of the method, the element of the electric drive chain of the vehicle is the electric energy storage battery of the vehicle. [37] The element of the drive train that is heated by the battery charge can be the battery itself. The heat stored by the battery is thus used. The battery is thus both a means of storing electrical energy, and also a means of storing thermal energy.

[38] The battery may be thermally coupled to a heat transfer fluid.

[39] The battery can exchange heat with a heat transfer fluid circulating in a heat transfer fluid circuit.

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

[41] According to one embodiment, the method comprises the steps:

- determine a maximum electrical power to be provided by the battery during the journey,

- determine a minimum battery temperature allowing the maximum determined electrical power to be provided,

- determine the actual battery temperature,

- determine the set value of the quantity of electrical energy to be supplied to the battery from the minimum temperature determined and from the actual temperature determined.

[42] The amount of heat to be supplied to the battery is determined from its actual temperature at the start of the recharging phase and from a minimum temperature allowing the battery to supply all the electrical power required for the driving conditions. The amount of electrical energy to be supplied to the battery during its recharging is then determined from the amount of heat required to bring the battery to the minimum temperature allowing it to supply all the electrical power required for the driving. The recharging phase can thus make it possible to carry out at least part of the thermal preconditioning. Thus, the driving phases of the vehicle during which the battery must be heated are minimised, or eliminated. The recharging phase contributes at least in part to providing the energy required for the thermal preconditioning of the battery, which minimises the amount of electrical energy used during driving to achieve this thermal conditioning. The vehicle's energy consumption is thus minimized.

[43] According to an exemplary embodiment of the method, the quantity of electrical energy to be supplied to the battery is determined from the difference between the determined minimum temperature and the determined actual temperature, and from a predetermined multiplicative coefficient.

[44] The predetermined multiplicative coefficient is equal to the product of the mass of the battery and a predetermined coefficient.

[45] In the step of determining the maximum electrical power to be provided by the battery during the journey, the maximum electrical power is determined from the altitude variations along the journey and from a maximum speed of the vehicle along the journey.

[46] According to another example of implementation of the method, the element of the electric drive chain of the vehicle is a battery charging device on board the vehicle, thermally coupled to a heat transfer fluid.

[47] The battery charging device may exchange heat with a heat transfer fluid circulating in a heat transfer fluid circuit.

[48] The heat generated by the on-board charging device, during the charging of the battery, is dissipated in a heat transfer fluid. This heat can then be transferred to other parts of the vehicle, by circulating the heat transfer fluid in other heat exchangers. In particular, the heat transfer fluid can serve as a cold source for a heat pump, in an operating mode called energy recovery mode.

[49] According to one embodiment, the method comprises the step:

- determine an outside ambient temperature,

- determine the actual battery temperature,

- determine the set value of the quantity of electrical energy to be supplied to the battery from the minimum temperature determined and from the actual temperature of the battery determined. [50] Determining the outside ambient temperature makes it possible to estimate the heating requirement of the passenger compartment. Determining the actual temperature of the battery makes it possible to estimate the amount of heat that can be recovered from the battery while maintaining it at a sufficient temperature. Indeed, since the battery has a high thermal inertia due to its large mass and the nature of the materials used, it is possible to use the battery itself as a cold source for a heat pump, without significantly affecting its temperature. In a similar manner, it is possible to use the on-board charging device as a cold source for a heat pump.

[51] According to one embodiment, the method comprises the step:

- determine the actual temperature of a vehicle interior,

- determine the set value of the quantity of electrical energy to be supplied to the battery from the minimum temperature determined, from the actual temperature of the battery determined, and from the actual temperature of the passenger compartment determined.

[52] In addition to the parameters listed above, the calculation of the set value for the quantity of electrical energy to be supplied can take into account the actual temperature of the passenger compartment. Indeed, this information makes it possible to estimate more precisely the quantity of heat to be supplied to the passenger compartment to ensure the comfort temperature.

[53] The disclosure also relates to an electrical energy management system of an electric vehicle, comprising:

- an electrical energy storage battery configured to supply electrical energy to an electric propulsion motor of a vehicle and to receive electrical energy from a charging device,

- a control device for a battery charging device,

- an element of an electric drive chain of the vehicle, configured to be traversed by an electric current and to heat up when the battery receives electrical energy,

- an electronic control unit configured to implement a method as described above.

[54] The disclosure also relates to a thermal conditioning system comprising: - an electrical energy management system as described above,

- a refrigerant circuit configured to circulate a refrigerant, the refrigerant circuit comprising:

-- a compression device,

-- a first heat exchanger thermally coupled with an air flow inside a vehicle passenger compartment,

- a second heat exchanger thermally coupled with the element of the vehicle's electric drive chain, configured to operate as an evaporator of the refrigerant fluid.

- a third heat exchanger thermally coupled with an air flow outside the vehicle, the third heat exchanger being configured to operate at least as an evaporator.

[55] According to one embodiment, the thermal conditioning system comprises a fourth heat exchanger configured to exchange heat with an air flow inside the vehicle cabin.

[56] According to an exemplary embodiment of the thermal conditioning system, the refrigerant circuit comprises:

- A main loop comprising successively according to the direction of travel of the refrigerant fluid:

-- A compression device,

-- A heat exchanger called the first heat exchanger, thermally coupled with an air flow inside the vehicle passenger compartment,

-- A first relaxation device,

-- A heat exchanger called a second heat exchanger, thermally coupled with an element of an electric traction chain of the vehicle,

- A first branch connection connecting a first connection point arranged on the main loop downstream of the first exchanger and upstream of the first expansion device to a second connection point arranged on the main loop downstream of the second heat exchanger and upstream of the compression device, the first branch connection successively comprising a second expansion device and a heat exchanger, called a third heat exchanger, configured to exchange heat with a flow outside air into the vehicle interior,

- A second branch connecting a third connection point arranged on the main loop downstream of the first connection point and upstream of the first expansion device to a fourth connection point arranged on the main loop downstream of the second connection point and upstream of the compressor, the second branch successively comprising a third expansion device and a fourth heat exchanger configured to exchange heat with an air flow inside the passenger compartment,

- A third branch connecting a fifth connection point arranged on the first branch downstream of the third exchanger and upstream of the second connection point to a sixth connection point arranged on the main loop between the third connection point and the first pressure reducer.

[57] The main loop may include a first shutoff valve disposed between the first connection point and the third connection point.

[58] The first branch may include a second shutoff valve disposed between the first connection point and the fifth connection point.

[59] The first branch may include a third shutoff valve disposed between the fifth connection point and the second connection point.

[60] The third bypass branch may include a one-way valve configured to prohibit flow of refrigerant from the sixth connection point to the fifth connection point and configured to allow flow of refrigerant from the fifth connection point to the sixth connection point.

[61] According to one embodiment, the main loop comprises a refrigerant fluid accumulation device arranged downstream of the fourth connection point and upstream of the compressor. [62] The disclosure also relates to a computer program comprising instructions which cause the electrical energy management system to implement the method described above.

Brief description of the drawings

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

[64] [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,

[65] [Fig. 2] is a schematic view of an electronic control unit capable of implementing the proposed method,

[66] [Fig. 3] represents the temporal evolution of several parameters illustrating the control process,

[67] [Fig. 4] shows the temporal evolution of the battery charge state when a state-of-the-art electrical energy management system is used,

[68] [Fig. 5] represents the temporal evolution of the battery state of charge when the proposed electrical energy management system is used,

[69] [Fig. 6] is a schematic view of a thermal conditioning system on which the proposed method is implemented,

[70] [Fig. 7] is a schematic view of the thermal conditioning system of Figure 6, operating in a mode called “energy recovery”,

[71] [Fig. 8] is a block diagram of the control method according to the invention.

Description of the embodiments

[72] In order to facilitate the reading of the figures, the different elements are not necessarily represented to scale. In these figures, identical elements bear the same references. Certain elements or parameters may be indexed, that is to say designated for example by first element or second element, or even first parameter and second parameter, etc. This indexing is intended to differentiate between similar, but not identical, elements or parameters. This indexing does not imply a priority of one element or parameter over another and the names can be interchanged.

[73] 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 successively passes through the first element, then the second element, without passing through the compression device. In other words, the refrigerant exits 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 to pass from the first element to the third element passes through the second element.

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

[75] FIG. 1 shows an electric vehicle 100. The electric vehicle 100 comprises a battery 1 for storing electrical energy electrically supplying an electric motor 2 providing propulsion of the vehicle. An inverter, not shown, supplies the electric motor 2 with electric current. Propulsion of the vehicle means moving the vehicle by providing mechanical power to at least one drive wheel, whether by a power transmission system to the front wheels, the rear wheels, or all of the wheels of the vehicle. The vehicle comprises an electrical energy management system 70 which notably controls the recharging phases of the battery 1.

[76] The electrical energy management system 70 comprises:

- an electrical energy storage battery 1 configured to supply electrical energy to an electric motor 2 for propulsion of a vehicle 100 and to receive electrical energy from a charging device 20, 40,

- a control device 5 of a charging device 20, 40 of the battery 1,

- an element 25, 25’ of an electric drive chain of the vehicle 100, configured to be traversed by an electric current and to heat up when the battery 1 receives electrical energy,

- an electronic control unit 50, comprising for example at least one calculator, a memory and a computer program stored in the memory, and configured to implement a proposed control method, which will be described below.

[77] A computer program comprising instructions which cause the electrical energy management system 70 to implement the method is stored in the memory of the electronic control unit 50.

[78] The vehicle 100 also includes a thermal conditioning system 60. The thermal conditioning system 60 makes it possible to ensure thermal regulation of several organs or subsystems of the vehicle.

[79] The architecture of the thermal conditioning system 60 is schematically represented in Figure 6.

[80] The thermal conditioning system 60 comprises:

- The electrical energy management system 70,

- a refrigerant circuit 10 configured to circulate a refrigerant, the refrigerant circuit 10 comprising:

-- a compression device 9,

-- a first heat exchanger 11 thermally coupled with an air flow Fi inside a passenger compartment of the vehicle Fi,

- a second heat exchanger 12 thermally coupled with the element 25, 25’ of the electric drive chain of the vehicle 100, configured to operate as an evaporator of the refrigerant fluid,

- a third heat exchanger 13 thermally coupled with an external air flow Fe to the vehicle, the third heat exchanger 13 being configured to operate at least as an evaporator. [81] According to the illustrated example, the thermal conditioning system 60 comprises a fourth heat exchanger 14 configured to exchange heat with an air flow Fi inside the passenger compartment of the vehicle Fi.

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

[83] An 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 also receives instructions issued by the occupants of the vehicle, such as for example the desired temperature inside the passenger compartment. 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 60 so as to ensure the instructions received.

[84] Interior air flow Fi means an air flow to the passenger compartment of the motor vehicle. This interior air flow 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. A motor-fan unit, not shown, can be activated in order to increase the flow rate of the interior air flow Fi if necessary.

An outside air flow Fe is understood to mean an air flow that is not directed towards the vehicle interior. In other words, this air flow Fe remains outside the vehicle interior. Another motor-fan unit, also 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 radiator grille.

[85] The refrigerant circuit 10 comprises:

- A main loop A comprising successively according to the direction of flow of the refrigerant fluid:

-- A compression device 9,

-- A heat exchanger 11 called the first heat exchanger, coupled thermally with an interior air flow Fi to the vehicle cabin,

-- A first relaxation device 21,

-- A heat exchanger 12 called the second heat exchanger, thermally coupled with an element 25, 25' of an electric traction chain of the vehicle 100,

- A first branch B connecting a first connection point C1 arranged on the main loop A downstream of the first exchanger 11 and upstream of the first expansion device 21 to a second connection point C2 arranged on the main loop A downstream of the second heat exchanger 12 and upstream of the compression device 9, the first branch B successively comprising a second expansion device 22 and a heat exchanger 13, called the third heat exchanger, configured to exchange heat with an external air flow Fe to the passenger compartment of the vehicle,

- A second branch C connecting a third connection point C3 arranged on the main loop A downstream of the first connection point C1 and upstream of the first expansion device 21 to a fourth connection point C4 arranged on the main loop A downstream of the second connection point C2 and upstream of the compressor 9, the second branch C successively comprising a third expansion device 23 and a fourth heat exchanger 14 configured to exchange heat with an interior air flow Fi in the passenger compartment,

- A third branch D connecting a fifth connection point C5 arranged on the first branch B downstream of the third exchanger 13 and upstream of the second connection point C2 to a sixth connection point C6 arranged on the main loop A between the third connection point C3 and the first pressure reducer 21.

[86] The main loop A comprises a first stop valve 27 arranged between the first connection point C1 and the third connection point C3.

The first branch B comprises a second stop valve 28 arranged between the first connection point C1 and the fifth connection point C5.

The first branch of derivation B also includes a third valve stop 29 arranged between the fifth connection point C5 and the second connection point C2.

The first stop valve 27, the second stop valve 28 and the third stop valve 29 are electrically controlled valves, in other words capable of selectively moving from an open position to a closed position, or vice versa, in response to an electrical command.

[87] The third branch D comprises a one-way valve 26 configured to prohibit a circulation of refrigerant fluid from the sixth connection point C6 to the fifth connection point C5 and configured to authorize a circulation of refrigerant fluid from the fifth connection point C5 to the sixth connection point C6.

The one-way valve 26 is here a non-return valve.

Alternatively, the check valve can be replaced by an electrically operated valve.

[88] According to the example illustrated, the main loop A comprises a refrigerant fluid accumulation device 16 arranged downstream of the fourth connection point C4 and upstream of the compressor 9. The accumulation device 16 is between the fourth connection point C4 and the inlet 9a of the compressor 9. According to variants not illustrated, the refrigerant fluid accumulation device 16 may be arranged at another location on the refrigerant fluid circuit 10.

[89] Each of the expansion devices 21, 22, 23 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 fluid to pass can be adjusted continuously between a closed position and a maximum open position. For this, the control unit of the system controls an electric motor which moves a movable shutter controlling the passage section offered to the refrigerant fluid. For a given position of the movable shutter, the passage section is understood to mean the area of a transverse 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. [90] The compression device 9 may be an electric compressor, i.e. a compressor whose moving parts are driven by an electric motor. The compression device 9 comprises a suction side for the refrigerant fluid at low pressure, also called the inlet 9a of the compression device, and a discharge side for the refrigerant fluid at high pressure, also called the outlet 9b of the compression device 9. The internal moving parts of the compressor 9 cause the refrigerant fluid to pass from a low pressure on the inlet side 9a to a high pressure on the outlet side 9b. After expansion in one or more expansion devices, the refrigerant fluid leaving the compressor 9 returns to the inlet 9a of the compressor 9 and begins a new thermodynamic cycle.

[91] Each connection point C1 to C6 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.

[92] A method of controlling an electrical energy management system 70 of an electric vehicle 100 is proposed here.

The electrical energy management system 70 includes:

- an electrical energy storage battery 1 configured to supply electrical energy to an electric motor 2 for propulsion of the vehicle 100 and to receive electrical energy from a charging device 20, 40,

- a control device 5 of the charging device 20, 40 of the battery 1,

- an element 25, 25’ of an electric traction chain of the vehicle 100, configured to be traversed by an electric current and to heat up when the battery 1 receives electrical energy.

The process includes the steps:

(i) receive journey information from the vehicle to a predefined arrival point A,

(ii) determine a time T0 for the start of the journey,

(iii) determine a setpoint C for the quantity of electrical energy E to be supplied to the battery 1 so that the element 25, 25' of the traction chain receives a quantity heat Q greater than a predetermined minimum value Qmin,

(vi) determining an activation duration D of the charging device 20, 40 making it possible to supply the battery 1 with a quantity of electrical energy E greater than or equal to the determined setpoint C,

(vii) activating a charging device 20, 40 for the determined activation duration D so as to provide the battery 1 with a quantity of electrical energy E greater than or equal to the determined setpoint C, an end of activation of the charging device 20, 40 being prior to the time T0 of the start of the journey.

[93] Journey information is information indicating that a journey of the vehicle to a predefined arrival point A is planned, i.e. scheduled.

The T0 start time of the journey is a provisional time.

The amount of electrical energy E is supplied to battery 1 prior to the start of the journey. In other words, the end of activation of the charging device occurs before the start time T0 of the journey. The recharging of battery 1 is completed by the time the planned journey begins.

[94] A duration P between the end of activation of the charging device 20, 40 and the time T0 of the start of the journey is less than a predetermined threshold S.

[95] The element 25, 25’ of the drive train heats up when charging the battery 1 due to the flow of electric current. Charging of the battery 1 is triggered late enough so that the heat generated in the element 25, 25’ of the drive train when charging the battery 1 does not have time to be dissipated into the ambient air. The heat released by recharging the battery 1 thus remains stored by the element 25, 25’ of the drive train. This heat can then be reused to participate in the thermal conditioning of other parts of the vehicle, for example to heat the passenger compartment of the vehicle. The thermal energy to be provided during the journey of the vehicle is thus minimized, which makes it possible to maximize the energy efficiency of the vehicle.

[96] According to an example of implementation of the method, the element 25 of the electric traction chain of the vehicle 100 is the battery 1 for storing electrical energy of the vehicle.

In other words, the element of the drive train that is heated by the charge of battery 1 can be battery 1 itself. The heat stored by battery 1 is thus used. Battery 1 is thus both a means of storing electrical energy, and also a means of storing thermal energy.

[97] Battery 1 may be thermally coupled to a heat transfer fluid.

The battery 1 can exchange heat with a heat transfer fluid circulating in a heat transfer fluid circuit 30.

A pump, not shown, allows the heat transfer fluid to circulate in the circuit 30.

[98] According to another example of implementation of the method, the element 25’ of the electric traction chain of the vehicle 100 is a charging device 20 of the battery 1 on board the vehicle 100, thermally coupled to a heat transfer fluid.

The charging device 20 of the battery 1 can exchange heat with a heat transfer fluid circulating in a heat transfer fluid circuit 30.

[99] In other words, the element 25′ of the drive train which is heated by the charging of the battery 1 may be an on-board charging device 20. The heat generated by the on-board charging device 20, during the charging of the battery 1, is dissipated in a heat transfer fluid. As previously, this heat may then be transferred to other components of the vehicle, by circulating the heat transfer fluid in other heat exchangers. In particular, the heat transfer fluid may serve as a cold source for a heat pump in an operation according to an energy recovery mode.

[100] Figure 2 schematically describes the various components of the electrical energy management system 70.

[101] The electrical energy management system 70 comprises a device 3 for planning the journeys of the vehicle 100.

[102] The vehicle 100's route planning device 3 can define an arrival time desired by the driver.

The vehicle 100's route planning device 3 can define a departure time desired by the driver.

[103] The arrival point A of the journey can be defined by the journey planning device 3 of the vehicle 100. [104] The predefined arrival point A can be defined by an on-board guidance system 6 of the vehicle 100.

The predefined arrival point A can be the destination initially planned for the journey.

The predefined arrival point A can also be a charging station 40, in the case the planned journey is longer than the maximum autonomy of a vehicle.

In this case, the predefined arrival point A is an intermediate stage of the journey.

[105] The electrical energy management system 70 comprises a device 4 for determining an available electrical energy E_D of the battery 1.

The available electrical energy E_D of battery 1 can be an absolute quantity. The available electrical energy E_D of battery 1 can also be a relative quantity, i.e. expressed as a fraction or percentage of a maximum value corresponding to the maximum capacity of battery 1.

[106] The electrical energy management system 70 comprises a control device 5 of the charging device 20, 40 of the battery 1.

The control device 5 of the charging device 20, 40 of the battery 1 is configured to selectively activate or deactivate the charging device 20, 40 of the battery 1.

[107] The battery charging device 1 may be a charger 20 on board the vehicle 100. In other words, the electrical component supplying the charging current to the battery 1 is part of the vehicle. 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.

The battery charging device 1 may also be a charging station 40 external to the vehicle, for example a high-power charging station. The high-power charging station may also be called a fast charging station.

The high-power terminal is connected to an electrical network R'. The electrical network R' can supply a set of fast charging terminals forming part of a charging station. [108] The charging device 20, 40 can be activated between an activation start time Ti and an activation end time Tf.

The gap between the activation start time Ti and the activation end time Tf corresponds to an activation duration D during which the battery is recharged, i.e. receives electrical energy.

The activation end time Tf is before the journey start time T0, i.e. the activation end occurs before the journey starts.

[109] The electrical energy management system 70 comprises a control module 7 configured to determine an electrical energy required to reach a predefined arrival point A.

The calculation carried out takes into account the distance to be covered and can take into account the expected traffic conditions, which influence the maximum achievable speed and therefore the energy consumption along the route. The calculation carried out can also take into account the profile of the route, i.e. the slopes present on the route, whether uphill or downhill.

[110] The vehicle route planning device 3, the device 4 for determining an available electrical energy of the battery 1, the control device 5 of the charging device 20, 40 of the battery 1, the control module 7 for determining an electrical energy required to reach a predefined arrival point A and the guidance system 6 can communicate with the electronic control unit 50, or be part of the electronic control unit 50.

[111] Step (ii) of determining the time T0 for the start of the journey may include the following sub-steps:

- determine an estimated travel time to the predefined arrival point A,

- determine the start time T0 of the journey from an arrival time desired by the driver and from the estimated journey time determined.

[112] In step (ii) of determining the journey start time T0, the journey start time T0 may be a departure time desired by the driver.

The T0 start time of the journey is a provisional time.

[113] The driver can thus directly define his planned departure time, or his desired arrival time. [114] Step (iv) of determining the quantity of electrical energy E_F to be supplied to the battery 1 to reach the predefined arrival point A may comprise the sub-steps:

- determine a quantity of available electrical energy E_D from battery 1,

- determine a quantity of electrical energy E_A consumed by the vehicle to reach the predefined arrival point A, and the quantity of electrical energy E_F to be supplied to the battery 1 to reach the predefined arrival point A is equal to the greatest value between the difference between the quantity of electrical energy E_A consumed by the vehicle to reach the predefined arrival point A and the quantity of electrical energy available E_D from the battery 1, and the value 0.

[115] In other words, when the amount of electrical energy E_A consumed on the planned journey is less than the amount of electrical energy available E_D in battery 1, it is not necessary to recharge battery 1 to reach the arrival point A. The calculated difference is negative, so the zero value is retained. No recharging is necessary for the vehicle autonomy criterion, and recharging will be carried out only for the purpose of recovering the thermal losses generated by recharging the battery.

[116] Step (vi) of determining the activation duration of the charging device 20, 40 may comprise the sub-steps:

- determine an electrical power Pel supplied by the charging device 20, 40,

- determine an activation duration D of the charging device 20, 40 from the determined setpoint C and from the determined electrical power Pel.

[117] Step (vii) of activating the charging device 20 may comprise the sub-steps:

- determine an activation time Ti of the charging device 20, 40 from the time T0 of the start of the journey, from the activation duration D determined and from the predetermined threshold S,

- determine a deactivation time Tf of the charging device 20, 40 from the activation time Ti and from the determined activation duration D,

- activate the charging device 20, 40 between the activation time Ti and the deactivation time Tf. [118] Figure 3 schematically illustrates the progress of an operation of recharging battery 1 and driving the vehicle.

[119] In this figure, curve G1 represents the state of the control of the charging device 20, 40 as a function of time. State 1 corresponds to a state of activation of the charging device, and state 0 corresponds to a state of deactivation of the charging device.

Curve G2 represents the evolution of the electrical energy received E_R by battery 1, as a function of time.

Curve G3 represents the quantity of heat Q received by element 25, 25’ of the electric traction chain, as a function of time.

Curve G4 represents the distance traveled by vehicle 100 as a function of time.

[120] As shown in curve G1, the charging device is deactivated between time t=0 and time t=Ti. Time t=Ti corresponds to the start of the activation of the charging device, and this activation state is maintained until time t=Tf.

The amount of electrical energy received by battery 1 increases progressively between times Ti and Tf, then no longer changes, as indicated on curve G2. The set value C is reached at time Tf.

As indicated by curve G3, the quantity of heat received by element 25, 25' of the traction chain also increases progressively between times Ti and Tf, due to the heating caused by the circulation of the electric current recharging the battery 1.

The vehicle begins its journey at time T0.

The time elapsed between the instant Tf of the end of the recharging of battery 1 and the instant T0 of the start of the vehicle journey is less than the threshold S, so as to be able to recover the heat released by the recharging of the battery.

[121] According to an example of implementation of the method, the value Qmin of the quantity of heat Q to be supplied to the element 25, 25’ of the traction chain is greater than 1000 kilojoules (kJ).

The predetermined threshold S of duration P between the end of activation of the charging device 20, 40 and the time T0 of the start of the journey is between 5 minutes and 15 minutes. [122] Figure 4 illustrates an example of implementation of a state-of-the-art electrical energy management system.

Figure 5 illustrates the implementation of the proposed electrical energy management system.

These two figures represent the evolution of the battery charge, that is to say the quantity of available electrical energy E_D, as a function of time, when the same journey is repeated several times in a row. This journey may correspond to a usual daily journey.

[123] In Figure 4, time t1 corresponds to the start of a first journey, and time t'1 to the end of this journey. The battery charge decreases by the value E_A during the journey. Between time t'1 and time te, the battery charge, curve G5, does not change, since the vehicle is not used. Time te corresponds to the start of a complete recharge of the battery, i.e. to a maximum charge state. To simplify the figure, the charging time is considered negligible and this recharge phase is represented by a vertical line.

Time t2 corresponds to the start of a second journey, and time t’2 corresponds to the end of this second journey. As before, the battery charge decreases by the value E_A during this second journey, which is identical to the first journey which therefore requires the same energy as before.

Similarly, a third path identical to the two previous ones is carried out between times t3 and t’3, and a fourth path identical to the three previous ones is carried out between times t4 and t’4. A single recharge phase is thus carried out between the initial time t1 and the final time represented t’4.

[124] In Figure 5, the first journey begins at time t1 with the same battery charge state as in Figure 4. As before, the battery charge, curve G6, decreases by the value E_A during each journey.

At time t2, a partial charge of the battery is carried out, and a quantity of electrical energy C2 is supplied to the battery. This quantity of electrical energy supplied C2 supplied to the battery 1 allows the element 25, 25' of the traction chain to receive a desired quantity of heat. The recharge is triggered just before the start of driving, so that the heat generated is recovered and not dissipated into the ambient air. As before, the recharge time is considered negligible and the recharge is represented by a vertical line.

Similarly, a battery recharge is triggered just before the third trip, corresponding to time t3, and also just before the fourth trip, corresponding to time t4.

In order to benefit from the possibility of recovering the energy released by recharging the battery, a partial recharge is triggered before each journey.

[125] According to one embodiment, the setpoint C of quantity of electrical energy E to be supplied to the battery 1 is limited to a predetermined maximum value QEmax.

[126] Performing a partial recharge, i.e. limiting the recharge of the battery, and in particular not charging the battery to its maximum state of charge, provides the opportunity to recharge the battery before each planned journey. The thermal energy dissipated by the recharge is thus recovered on each journey. In particular, battery 1 is recharged to a state of charge lower than its maximum state of charge.

[127] The predetermined maximum value QEmax is for example equal to the product of a multiplicative coefficient k and the value previously determined to be supplied to the battery 1 so that the element 25, 25’ of the traction chain receives a quantity of heat Q greater than the predetermined minimum value Qmin.

The multiplicative coefficient is greater than or equal to 1. The multiplicative coefficient is for example 1.1.

[128] In other words, the battery 1 can be sufficiently charged so that the element 25, 25' of the traction chain receives a quantity of heat greater than a desired minimum value Qmin, while avoiding excessively charging the battery 1. This recharging strategy can be applied in particular the autonomy provided by the available energy of the battery 1 before the start of the recharging operation is already greater than the distance of the planned journey. The recharging operation, not essential for carrying out the journey, since the autonomy was already sufficient, allows the element 25, 25' of the traction chain to recover the thermal energy dissipated by the recharging of the battery 1. The supply of electrical energy provided by the recharging can be limited to what is just necessary to recover the thermal energy. desired, so that the recharging operation can be repeated for each journey. The vehicle's energy consumption is thus optimized.

[129] According to one embodiment, the method comprises the steps:

(iv) determine a quantity of electrical energy E_F to be supplied to battery 1 to reach the predefined arrival point A,

(v) if the quantity of electrical energy E_F to be supplied to the battery 1 to reach the predefined arrival point A is greater than the setpoint C of quantity of electrical energy E to be supplied to the battery 1 so that the element 25, 25’ of the traction chain receives a quantity of heat Q greater than the predetermined threshold Qmin, update the setpoint C of quantity of electrical energy E to be supplied to the battery 1 with the quantity of electrical energy E_F to be supplied to the battery 1 to reach the predefined arrival point A.

[130] In order to benefit from the recovery of the energy dissipated by the recharging of battery 1 on each journey, it is preferable to recharge battery 1 before each planned journey. It is therefore desirable that each recharge carried out provides little energy, so that it is always possible to trigger a recharge of battery 1. However, the charge carried out must make it possible to reach the predefined arrival point A, to the extent that the maximum autonomy provided by battery 1 allows it.

[131] According to one embodiment, the method comprises the steps:

- determine a maximum electrical power Pmax to be provided by battery 1 during the journey,

- determine a minimum temperature Tmin of battery 1 allowing the maximum electrical power Pmax to be provided,

- determine an actual temperature Tbat of battery 1,

- determine the set value C of the quantity of electrical energy E to be supplied to battery 1 from the minimum temperature Tmin determined and from the actual temperature Tbat determined.

[132] When the battery is too cold, it may not be able to provide all the electrical power required for the driving conditions. The operating phases at the highest powers are thus degraded, since all the power requested by the driver may not be provided. The heating caused by the recharging of the battery can thus increase the temperature of the battery and make it possible to reach a temperature sufficient to avoid operation at reduced power. For this, the quantity of heat to be supplied to the battery 1 is determined from its actual temperature Tbat at the start of the recharging phase and from a minimum temperature Tmin allowing the battery to supply all the electrical power necessary for the travel conditions. The quantity of electrical energy to be supplied to the battery during its recharging is then determined from the quantity of heat necessary to bring the battery to the minimum temperature allowing it to supply all the electrical power necessary for the travel. The recharging phase can thus make it possible to carry out at least part of the thermal preconditioning of heating of the battery. Thus, the driving phases of the vehicle during which the battery must be heated are minimized, or eliminated. The recharging phase contributes at least in part to providing the energy necessary for the thermal preconditioning of the battery, which minimizes the quantity of electrical energy used during driving to carry out this thermal conditioning. The vehicle's energy consumption is thus minimised.

[133] According to an exemplary embodiment of the method, the quantity of electrical energy E to be supplied to the battery 1 is determined from the difference between the determined minimum temperature Tmin and the determined actual temperature Tbat, and from a predetermined multiplicative coefficient.

The predetermined multiplicative coefficient is for example equal to the product of the mass m of battery 1 and a predetermined coefficient k.

[134] In the step of determining the maximum electrical power Pmax to be supplied by the battery 1 during the journey, the maximum electrical power Pmax is determined from the altitude variations along the journey and from a maximum speed of the vehicle along the journey.

[135] According to one embodiment, the method comprises the step:

- determine an outside ambient temperature Tamb,

- determine an actual temperature Tbat of battery 1,

- determine the setpoint value C of the quantity of electrical energy E to be supplied to battery 1 from the determined minimum temperature Tmin and from the determined actual temperature Tbat of battery 1.

[136] Determining the ambient outside temperature Tamb makes it possible to estimate the heating requirement of the passenger compartment. Determining the actual temperature Tbat of the battery 1 makes it possible to estimate the quantity of heat that can be recovered from the battery 1 while maintaining it at a sufficient temperature. Indeed, since the battery 1 has a high thermal inertia due to its significant mass and the nature of the materials constituting it, it is possible to use the battery 1 itself as a cold source for a heat pump, without significantly affecting its temperature. In a similar manner, it is possible to use the on-board charging device 20 as a cold source for a heat pump, according to an energy recovery mode.

[137] According to one embodiment, the method comprises the step:

- determine the actual temperature Thab of a vehicle interior,

- determine the setpoint value C of the quantity of electrical energy E to be supplied to battery 1 from the minimum temperature Tmin determined, from the actual temperature Tbat of battery 1 determined, and from the actual temperature Thab of the passenger compartment determined.

[138] In addition to the parameters listed above, the calculation of the setpoint value C of the quantity of electrical energy E to be supplied can take into account the actual temperature of the passenger compartment. Indeed, this information makes it possible to estimate more precisely the quantity of heat to be supplied to the passenger compartment to ensure the comfort temperature.

[139] Figure 7 schematically illustrates the operation of the thermal conditioning system 60 according to a so-called energy recovery mode. The portions of the refrigerant circuit 10 through which refrigerant fluid flows are drawn in thick solid lines, and the portions in which the refrigerant fluid does not circulate are drawn in dotted lines. The heat exchangers not participating in the heat exchanges because they do not carry refrigerant fluid are also schematically represented by a dotted line. [140] In this operating mode, a flow of refrigerant fluid circulates in the compressor 9 where it passes at high pressure, and circulates in the main loop A successively in the first exchanger 11 where it gives off heat to the interior air flow Fi, in the first expansion valve 21 where it passes at low pressure, in the second exchanger 12 where it receives heat, and returns to the inlet 9a of the compressor 9, thus completing the thermodynamic cycle.

[141] The first stop valve 27 is in the open position. The stop valves 28, 29 are in the closed position, so that the refrigerant does not circulate in the first bypass branch B. The refrigerant flow rate is zero at the outlet 13b of the third exchanger 13, and the third exchanger 13 does not participate in the heat exchanges. The third expansion valve 23 is in the closed position, so that the refrigerant does not circulate in the second bypass branch C. The fourth exchanger 14 also does not participate in the heat exchanges.

The air flow Fi intended for the passenger compartment is heated at the first exchanger 11. At the second exchanger 12, the heat of vaporization of the refrigerant fluid is taken from the heat transfer fluid circulating in the circuit 30, previously heated by the recharging of the battery. The heat generated by the recharging of the battery 1 thus contributes to heating the passenger compartment of the vehicle.

[142] Many other modes of operation are also possible.

Claims

Claims [Claim 1] A method of controlling an electrical energy management system (70) of an electric vehicle (100), the electrical energy management system (70) comprising: - an electrical energy storage battery (1) configured to supply electrical energy to an electric motor (2) for propelling the vehicle (100) and to receive electrical energy from a charging device (20, 40), - a control device (5) for the charging device (20, 40) of the battery (1), - an element (25, 25') of an electric drive chain of the vehicle (100), configured to be traversed by an electric current and to heat up when the battery (1) receives electrical energy, the method comprising the steps: (i) receive information on the vehicle's predicted route to a predefined arrival point (A), (ii) determine a time (T0) for the start of the journey, (iii) determining a setpoint (C) for the quantity of electrical energy (E) to be supplied to the battery (1) so that the element (25, 25') of the traction chain receives a quantity of heat (Q) greater than a predetermined minimum value (Qmin), (vi) determining an activation duration (D) of the charging device (20, 40) making it possible to supply the battery (1) with a quantity of electrical energy (E) greater than or equal to the determined setpoint (C), (vii) activating a charging device (20, 40) for the determined activation duration (D) so as to provide the battery (1) with a quantity of electrical energy (E) greater than or equal to the determined setpoint (C), an end of activation of the charging device (20, 40) being prior to the start time (T0) of the journey. [Claim 2] Method according to claim 1, in which a duration (P) between an end of activation of the charging device (20, 40) and the time (T0) of the start of the journey is less than a predetermined threshold (S). [Claim 3] Method according to the preceding claim, in which the predetermined threshold (S) of duration (P) between an end of activation of the charging device (20, 40) and the time (T0) of start of the journey is between 5 minutes and 15 minutes. [Claim 4] Method according to one of the preceding claims, in which the value (Qmin) of the quantity of heat (Q) to be supplied to the element (25, 25') of the traction chain is greater than 1000 kilojoules. [Claim 5] Method according to one of the preceding claims, in which the setpoint (C) of quantity of electrical energy (E) to be supplied to the battery (1) is limited to a predetermined maximum value (QEmax). [Claim 6] Method according to one of the preceding claims, comprising the steps: (iv) determine a quantity of electrical energy (E_F) to be supplied to the battery (1) to reach the predefined arrival point (A), (v) if the quantity of electrical energy (E_F) to be supplied to the battery (1) to reach the predefined arrival point (A) is greater than the setpoint (C) of quantity of electrical energy (E) to be supplied to the battery (1) so that the element (25, 25') of the traction chain receives a quantity of heat (Q) greater than the predetermined threshold (Qmin), updating the setpoint (C) of quantity of electrical energy (E) to be supplied to the battery (1) with the quantity of electrical energy (E_F) to be supplied to the battery (1) to reach the predefined arrival point (A). [Claim 7] Method according to one of the preceding claims, in which the element (25, 25') of the electric drive chain of the vehicle (100) is the battery (1) for storing electrical energy of the vehicle. [Claim 8] Method according to one of the preceding claims, comprising the steps: - determine a maximum electrical power (Pmax) to be provided by the battery (1) during the journey, - determine a minimum temperature (Tmin) of the battery (1) allowing the maximum electrical power (Pmax) to be provided, - determine the actual temperature (Tbat) of the battery (1), - determine the set value (C) of the quantity of electrical energy (E) to be supplied to the battery (1) from the minimum temperature (Tmin) determined and from the actual temperature (Tbat) determined. [Claim 9] Method according to one of the preceding claims, in which the element (25, 25') of the electric drive chain of the vehicle (100) is a charging device (20) of the battery (1) on board the vehicle (100), thermally coupled to a heat transfer fluid. [Claim 10] Method according to one of the preceding claims in combination with claim 7, comprising the step: - determine an outside ambient temperature (Tamb), - determine the actual temperature (Tbat) of the battery (1), - determine the set value (C) of the quantity of electrical energy (E) to be supplied to the battery (1) from the minimum temperature (Tmin) of the battery (1) determined and from the actual temperature (Tbat) determined. [Claim 11] Electrical energy management system (70) of an electric vehicle (100), comprising: - an electrical energy storage battery (1) configured to supply electrical energy to an electric motor (2) for propelling a vehicle (100) and to receive electrical energy from a charging device (20, 40), - a control device (5) for a charging device (20, 40) of the battery (1), - an element (25, 25') of an electric drive chain of the vehicle (100), configured to be traversed by an electric current and to heat up when the battery (1) receives electrical energy, - an electronic control unit (50) configured to implement a method according to one of the preceding claims. [Claim 12] Thermal conditioning system (60), comprising: - an electrical energy management system (70) according to the preceding claim, - a refrigerant circuit (10) configured to circulate a refrigerant, the refrigerant circuit (10) comprising: -- a compression device (9), -- a first heat exchanger (11) thermally coupled with an air flow (Fi) inside a passenger compartment of the vehicle (Fi), - a second heat exchanger (12) thermally coupled with the element (25, 25') of the electric drive chain of the vehicle (100), configured to operate as an evaporator of the refrigerant fluid, - a third heat exchanger (13) thermally coupled with an external air flow (Fe) to the vehicle, the third heat exchanger (13) being configured to operate at least as an evaporator. [Claim 13] A computer program comprising instructions that drive the electrical energy management system (70) according to claim 11 to implement the control method according to any one of claims 1 to 10.