FR2995015A1 - Thermal management device for diesel engine of power train of hydraulic hybrid car, has valve for connecting low and high-temperature circuits comprising series of ways to selectively connect heat exchanger with circuits - Google Patents

Abstract

The device has a hydraulic element (3) comprising a heat exchanger (4), a high temperature circuit and a low temperature circuit. A heat exchange unit comprises a high temperature radiator (5) and a heater unit (7) that is connected at the high temperature circuit. A low temperature radiator (6) is connected to the low temperature circuit. A valve (100) connects the low and high-temperature circuits. The valve comprises a series of communication ways (101-106) to selectively connect the heat exchanger with the low and high-temperature circuits. The valve is designed as a six-way controlled thermostat or a pressure-controller valve.

Description

FIELD OF THE INVENTION The invention relates to a device for thermomanagement of a power unit of a hybrid hydraulic motor vehicle. The current economic pressure, due to the price of fuels, as well as the environmental pressure, because of the regulations on polluting emissions and greenhouse gases, guide the current trend towards the development of motor vehicles with traction chain. purely electric or hybrid-electric. Indeed, the majority of hybridizations is directed to the storage of recovered energy in chemical form, for example in a high voltage traction battery, before restitution of this energy by double reconversion. However, there are alternatives to this electrical hybridization, such as hydrostatic transmission hybridization which offers higher power and mass power. Such hydrostatic transmission hybridization uses an internal combustion engine associated with a hydraulic pump / motor / accumulator assembly. However, the storage capacity of hydrostatic transmission hybridization, compared to the possibilities offered in electrical hybridization, remains low and does not offer, with usual volume and pressure levels, the autonomy available in electrical hybridization when the engine internal combustion is inactive, especially when the latter is rechargeable.

However, the recharging functionality (from an energy source external to the vehicle) can be integrated into a hydraulically hybridized drivetrain, for example by associating with the engine / pump system an additional engine / electric generator system for storing energy. in chemical form in a battery. This additional system does not require a necessarily high electrical power, which thus limits the additional size and cost since the power variations would then be provided by the hydraulic system. In the case of a hydrostatic transmission hybridized traction chain, or hydraulic hybridization, the internal combustion engine drives a hydraulic pump that carries oil in a dedicated hydraulic system. Although there are architectures with no cooling of the hydraulic system, the powertrain delivering high performance, such as a certain autonomy with the inactive internal combustion engine, power, etc., requires a cooling system Specifically, such as that described, for example, in Figure 1. [0004] In this Figure 1 is illustrated a portion of a power train comprising an internal combustion engine 1 associated with a hydrostatic member having a hydraulic pump 3 provided a heat exchanger 4 to cool the oil. In addition, this portion of the powertrain illustrated in Figure 1 comprises a heat transfer circuit 12 dedicated to the thermoregulation of the internal combustion engine 1, said high temperature circuit, due to the temperature level of the coolant flowing therethrough. The high-temperature heat-transfer circuit 12 comprises, in a conventional manner: a water pump 2 driven by the own rotation of the internal combustion engine 1 or else by a dedicated electric motor; an outlet housing 20, called BSE, the heat transfer fluid of the internal combustion engine 1, comprising a temperature sensor 21 of the heat transfer fluid, a thermostat 23 or other valve filling at least this office, and a spring valve in a bypass duct. Regarding this spring valve 22, as the pressure exerted thereon, mainly due to the rotational speed of the internal combustion engine 1 and to a lesser extent to the temperature prevailing therein, is lower than the calibration pressure of the spring of the valve , this spring valve 22 closes, the flow of the heat transfer fluid at the outlet of the internal combustion engine 1, the path to the bypass duct and the water pump and thus forces the fluid in a path in which there is a heater 7 By this means, the internal flow rate in the internal combustion engine 1 is reduced and the flow rate passing through the heater 7 is increased, which thus enables a faster temperature rise of the engine and its heat transfer fluid at the inlet of the engine. heater 7 for heating a passenger compartment of the motor vehicle. The traditional circulation of the heat transfer fluid in the bypass duct is restored as soon as the rotational speed of the internal combustion engine 1 exceeds a certain value, in connection with the stiffness of the spring of the spring valve 22 implemented within this duct. bypass, a degassing box 8 also serving as an expansion vessel and interface for filling the circuit at the factory and after-sales heat transfer fluid. a first air / water type heat exchanger 7 intended to communicate to the air entering the passenger compartment or recirculated inside the cabin part of the heat dissipated in the heat transfer fluid by the internal combustion engine 1 into operation. For this purpose, this air / water heat exchanger, hereafter designated heater 7, is assisted by an unrepresented fan or air blower; a second heat exchanger of air / water type for communicating to the outside air the rest of the heat dissipated in the coolant by the internal combustion engine 1 in operation. This air / water heat exchanger, hereinafter designated high temperature radiator 5 is also assisted by an air fan not shown; and, an additional fluid pump, for example an electric pump 9 intended to force the circulation of the heat transfer fluid within the heater 7 from the hot and inactive internal combustion engine 1 in order to maintain, if necessary, a heating the passenger compartment or intended to force the circulation of heat transfer fluid within the internal combustion engine 1 inactive to promote the post-cooling when it is deactivated immediately after an intense period of charging. On the other hand, the portion of the powertrain illustrated in Figure 1 further comprises a second coolant heat transfer circuit said low temperature and represented by the reference 11. This second heat transfer circuit 11 is separated from the first heat transfer circuit high temperature 12 and is dedicated to the cooling of the hydrostatic member 3 and the oil used in the hydraulic system. This second heat transport circuit 11 comprises in the traditional way: an oil / water type heat exchanger 4; an air / water type heat exchanger intended to communicate to the outside air the calories dissipated in the oil by the hydrostatic member 3 in operation and the rest of the hydraulic system. This air / water heat exchanger, hereinafter designated low temperature radiator 6 (because the temperature of the oil must never exceed 80 ° C, a much lower temperature than the heat transfer fluid flowing in the high temperature cooling circuit 12 associated with the internal combustion engine 1: the temperature of the coolant in the low temperature cooling circuit 11 is of the order of 40 to 60 ° C for its maximum values, against 80 to 140 ° C for the temperature in the cooling circuit. high temperature cooling 12) is also assisted by an air blower, dedicated or preferably the same as that ensuring a surplus cooling radiator cooling power of the high temperature radiator 5, and - a dedicated water pump 10, driven by an electric motor or by the hydrostatic member itself. The diagram of a portion of a powertrain illustrated in Figure 1 shows a cooling facade module with two high temperature radiators 5 and low temperature 6 physically separated. All the variations traditionally envisaged by those skilled in the art are considered as high temperature and low temperature radiators physically separated: the same air / water heat exchanger split into two parts, respectively acting as radiator high temperature and low temperature, by arrangement of partitions internal to the inlet and outlet water boxes and of the heat transfer fluid passes numbers within this heat exchanger, so as to produce, at the outlet of the associated high and low temperature radiators, the temperatures of the coolant adequate; - A direction of circulation, within each radiator, from top to bottom or from bottom to top or from left to right or vice versa, or in U or Z; if the two high-temperature and low-temperature radiators are distinct, they may be, in view of the flow of air passing through them, in parallel, side-by-side or one above the other or in series, one behind the other, the second being totally or partially masked by the first; the two high and low temperature radiators can be relocated from the traditional cooling face module usually installed on the front of the motor vehicle behind a grille: wheel arch above the powertrain or between the powertrain and the apron or under the body etc. In all cases, the fan or fans are judiciously positioned vis-à-vis the radiators high and low temperature so as to promote the crossing of the air flow by each of them and to optimize the distribution of the air flow between they, especially by the implementation or not of a convergent and sealing guiding the air flow from the ends of the radiators high and low temperature to the propeller of the fan or fans. On the other hand, the architecture of the cooling system of a portion of a powertrain shown in Figure 1 comprises, although the two high temperature circuits 12 and low temperature 11 are well separated, a single box 8. However, there is, in operation, no communication between the two circuits 12 and 11. The high temperature radiator 5 comprises a second outlet nozzle to the degassing box 8 to which it is connected to the 14. This outlet nozzle is also present on the low-temperature radiator 6 and it is replaced by an easily removable plug making both office, when it is in use, bleed screw and once disassembled, connection with an additional pipe 15 after-sales to achieve the degassing of the low temperature cooling circuit, and therefore its good filling. The two high-temperature circuits 12 and low-temperature 11 are charged, from the same degassing box 8, as close as hydraulically speaking, to their respective water pumps 2 and 10, using a pipe 13. allows to properly pressurize each of the circuits in operation and to promote their filling after-sales, activating if necessary, said water pumps 2 and 10, if necessary by starting the internal combustion engine, as is already the case in the state of the art traditionally. However, the architecture of the cooling system of a portion of a powertrain illustrated in Figure 1 poses several problems in the context of a hydraulic hybridization. The cooling of the hydraulic member and the oil of the dedicated hydraulic system must be ensured without the other benefits of the vehicle suffer: cooling of the internal combustion engine (coolant coolant and lubricating oil via the high temperature radiator 5, its supercharging air via the associated air / air or air / water heat exchanger), refrigeration (another exchanger installed in the cooling facade module: the air condenser, another low-temperature radiator identical to the radiator low temperature 6 or the same if water condenser), front overhang, shocks, repairability and pedestrian, mass, costs, etc. Each circuit (high and low temperature, refrigerant, charge air) has its own heat exchanger. This generates additional constraints compared to the unhybridized version of the vehicle to install, in the front of the vehicle, an additional heat exchanger, sized to evacuate the maximum level of calories in extreme life situations, without impacting other exchangers or the functional and the associated services. However, in the present case, the maximum caloric evacuation requirements in the low temperature circuit correspond to life cases where the vehicle is used in pure hydraulic traction or at certain points of hybrid operation with a heat engine that is often not required. more often cold, therefore with a high temperature radiator 5, for cooling the engine, so large (greater than those of the low temperature radiator 6), unused. Furthermore, in the case of hydraulic hybridization, the temperature of the oil plays a key role in the efficiency of the hydrostatic system and some life situations require, in addition to their necessary cooling, a heating of the hydraulic pump 3 and dedicated system oil, in order to improve the efficiency of the system and therefore of the power train, by reducing the hydrostatic halftone and the friction losses. Therefore, it is not enough to be able to achieve a simple cooling of the pump 3 and the oil of the dedicated hydraulic system, but it must be possible to thermoregulate the hydraulic system of the hybrid hydrostatic drive chain. On the other hand, with hybridization, the internal combustion engine 1 is most often out of operation and over longer periods, with the key to increased gains in fuel consumption and pollutant emissions. In order not to start and to use the internal combustion engine cold or in phase of rise in temperature and low load, where its yield is the weakest and the internal friction the most important, the internal combustion engine 1 is solicited only on operating points requiring additional cost and / or power, intermittently and temporarily. Hybridization introduces new problems for the internal combustion engine, especially if it is diesel type: - be able to start the internal combustion engine under all conditions in less than one to two seconds; the durability of the engine such as for some of its components such as glow plugs, regeneration of the particulate filter, crankcase gas, etc. ; - the consumption of fuel in use; pollutant emission levels related to catalyst priming on the one hand and particulate filter on the other hand; and, the level of combustion noise and vibration behavior, particularly related to acyclism. The start of the internal combustion engine must be guaranteed every time in order not to lose or reduce the application of torque to the wheel, and the performance associated with its startup (takeoff, approval, start-up time and rpm and torque, combustion noise and acyclisms) and from 0 to 5 ° C at room temperature. These start-up difficulties, increasing as the temperature drops below the 0 ° C bar, result from a compression that is more difficult to reach in the combustion chamber at low temperature and resistive torques opposing the starting of the engine. higher resistive torques due to the friction of all moving parts, such as pistons, valves, pushers, crankshaft, camshaft, etc., very related to the temperature of the oil and materials constituting them essentially. To promote the start of a diesel-type internal combustion engine, the glow plugs can be kept active at a certain temperature level, of the order of 700 ° C, until the first start. This has a significant impact on both the durability of the spark plugs, with the risk of no longer being able to start the internal combustion engine in case of candle failure, and the power consumption, since a few hundred Watts at 1 kW are required to maintain the temperature of the glow plugs at such a level. A new stop of the internal combustion engine can even be prohibited if the engine has not reached a certain minimum temperature, supposed to guarantee its next restart, with the associated impacts in terms of polluting emissions and fuel consumption. In addition, the risk of freezing crankcase gases in certain ambient conditions of temperature and hygrometry and engine temperature is also a problem that may require starting the internal combustion engine and prohibiting shutdown as long as the engine has not reached a certain minimum temperature. At and just after a first first cold start and when and just after the following restarts, especially if the internal combustion engine and its depollution organs are cold or cooled sufficiently in the meantime, arise consumer issues fuel and polluting emissions as long as the various depollution devices (catalyst, NOx trap, particulate filter, etc.) have not reached their priming temperature. During these phases of life where the internal combustion engine is cold, its combustion noise and its vibration behavior are also greatly degraded compared to the reference internal hot combustion engine. Currently, several solutions are already conventionally implemented to remedy some of these situations such as electric heating of the fuel system, engine oil, ducts or crankcase gases, heat transfer fluid, the intake air etc. Used in a marketing context of a motor vehicle in so-called "cold weather" climate zones (such as Finland, Sweden, Norway, etc.), these devices, by their great energy-consuming side, are to be adapted energetically to a context non-electric hybrid use in a temperate climate. Moreover, a problem also arises for the thermal comfort of passengers of the motor vehicle in the presence of a temperature outside the cold vehicle, less than 100 for example. The traditional source of calories transmitted to the passenger compartment by the high temperature circuit 12 through the heater unit 7 is inefficient when the internal combustion engine 1 has not yet been started or has not yet been solicited for long enough. way enough to provide enough calories to the heater 7 to heat the passenger compartment of the motor vehicle. At the same time, the temperature of the fluid in the low temperature circuit 11 may be greater than that of the fluid flowing in the high temperature circuit 12, especially when the vehicle is used in pure or hybrid hydraulic traction and that the internal combustion engine 1 has never been started or stopped in the warm-up phase. Several solutions are conventionally used in the prior art to meet the thermal comfort of the passenger compartment: the internal combustion engine is started, canceling any interest of a hybrid power train. In addition, control strategies of the internal combustion engine can be implemented to accelerate the rise in temperature of the coolant sent through the heater 7, degrading the quality of combustion, the consumption of the internal combustion engine and polluting emissions; either external heating devices, such as an electrical resistor and an electric pump on the air heater branch of the high temperature circuit to circulate the heat transfer fluid, an electrical resistance in the air conditioning unit heating the air before it enters. in the cockpit, an autonomous boiler, a fan or electric blower to blow the air thus heated in the cockpit, are activated, if they are relevant in the case of hydraulic hybridization in the absence of high voltage electrical networks without running the internal combustion engine. Therefore, with devices of the prior art, we are then in a first paradoxical situation where calories, dissipated by the hydraulic system in the low temperature cooling circuit 11, are wasted since evacuated to the outside, while at the same time electrical energy and / or fuel are wasted, because not used to advance the vehicle, to generate calories and route them using the electric water pump 9 via the high-temperature cooling circuit 12: in the passenger compartment for its heating with a view to the thermal comfort of the users of the motor vehicle, and / or the internal combustion engine and its adaptation for its pre-thermal conditioning prior to its activation. to ensure a start in any condition in less than one to two seconds, to ensure its durability (glow plugs, crankcase freeze, regeneration of the filter by rticules, etc.), to reduce its consumption during the first minutes of operation and to use, to reduce its pollutant emission levels related to catalyst priming and particulate filter, and to improve its level of combustion noise and vibration behavior. In addition, we are also in a second paradoxical situation where is installed a low temperature cooling circuit 11 of the hydraulic system while certain life situations require heating of this oil to increase the efficiency of the system, and that excess calories, generated within the internal combustion engine and its adaptation, are evacuated to the outside air. An object of the invention is to provide a thermomanagement device of a powertrain of a hybrid vehicle does not have the disadvantages mentioned above and to solve the above paradoxes. For this purpose, it is provided, according to the invention, a thermomanagement device of a power unit of a hydraulically hybridized motor vehicle having an internal combustion engine, a hydraulic member comprising a heat exchanger, a first circuit high temperature for the thermoregulation of the internal combustion engine, a second low temperature circuit, a heat transfer fluid circulating in said circuits which comprise heat exchange means comprising a first high temperature radiator and a heater connected to the first circuit and a second radiator low temperature connected to the second circuit, and communication means of the first and second circuits, characterized in that the communication means comprise a valve comprising a series of channels and arranged so as to selectively connect the heat exchanger with the first and second circuits. Advantageously, but optionally, the device according to the invention has at least one of the following technical characteristics: the valve comprises a movable drawer translating in a body having communication orifices, the translation of the drawer being arranged so as to selectively shut off part of the set of lanes; - The drawer is moved in translation by a thermostat; the thermostat comprises a thermosensitive element in contact with the coolant at the outlet of the heat exchanger; - The thermosensitive element of the thermostat is in contact with the oil of the hydraulic system, which passes through the heat exchanger oil / heat transfer fluid; the thermostat comprises a thermosensitive element selectively in contact with the heat transfer fluid of the first high temperature circuit or with the heat transfer fluid of the second low temperature circuit; the thermostat comprises a thermosensitive element implanted in a hydraulic circuit of the hydraulic member; the thermosensitive element comprises a thermodilatable substance wax type with or without internal heat exchange promoting elements, such as copper flakes; the valve comprises means for electrical control of the thermostat; the drawer is arranged to connect channels connected to the heat exchanger with either channels connected to the first circuit in a first position of the drawer, or with channels connected to the second circuit in a second position of the drawer; the communication means comprise a pressure switch located in the first circuit upstream of the heater and arranged to impose, under condition, the heat transfer fluid to pass through the internal combustion engine when the valve connects the heat exchanger to the first circuit; - the valve is a six-way pilot operated thermostatic valve; - The device further comprises a control system of the valve; Other features and advantages of the invention will become apparent in the description of two embodiments. In the accompanying drawings: - Figure 1 is a schematic view of a thermomanagement device of a powertrain of a hybrid motor vehicle according to the prior art; Figures 2-a to 2-i are schematic views of a first embodiment of a thermomanagement device of a power unit of a hybrid motor vehicle according to the invention according to different operating situations; Figures 3-a to 3-d are schematic views specifying the operation of the slide valve used in the thermomanagement device according to the invention of Figure 2-a to 2-i; FIG. 4 illustrates the curve showing the characteristics of the electric water pump of the low-temperature circuit and of the permeability curve of the low-temperature circuit for the heat-conditioning device of a powertrain according to the invention of FIG. 2-a and 2-b; FIG. 5 illustrates the evolution of the displacement of the spool in the body of the thermostatic valve as a function of the temperature of the coolant sensitizing the thermostat of the thermostatic valve of the thermomanagement device according to the invention of FIGS. 2-a to 2-i ; - Figures 6-a to 6-i are schematic views of an alternative embodiment of the thermomanagement device according to the invention of Figures 2-a to 2-i in different operating situations; Figures 7-a to 7-k are schematic views of a second embodiment of a thermomanagement device of a powertrain of a hybrid vehicle in different operating situations; FIGS. 8-a to 8-j are schematic views of a third embodiment of a device for thermomanaging a power unit of a hybrid vehicle in different operating situations; FIGS. 9-a to 9-c are diagrammatic views illustrating an operation of an embodiment of an optimized radiator for use in a thermomanagement device as illustrated in FIGS. 1, 2-a to 2- i, 6-a to 6-i, 7-a to 7-k and 8-a to 8-i; and, Figures 10-a to 10-j are diagrams illustrating a fourth embodiment of a power train thermomanagement device of a hybrid motor vehicle in different operating situations. Referring to Figures 2-a to 2-j, we will describe a first embodiment of a thermomanagement device of a power unit of a motor vehicle hydraulically hybridized according to the invention. The following description of this embodiment is made with respect to the thermomanagement device of a power unit of a hybrid motor vehicle described above in connection with FIG. It takes over the internal combustion engine 1, the water pump 2, the hydraulic unit 3, the oil / water exchanger 4 of the hydraulic system, the high temperature radiators 5 and low temperature 6, the heater 7, the vase 8, the additional fluid pump 9, the dedicated water pump 10 of the low temperature cooling circuit, and the outlet housing 20 of the heat transfer fluid of the internal combustion engine [0025] The first embodiment of a Thermomanagement device of a powertrain of a motor vehicle hydraulically hybridized therefore comprises here, in addition, two branches from the inlet and outlet pipes of the heater 7 of the high temperature circuit. These two branches are connected to the low temperature circuit by means of an electrically controlled thermostatic valve 100, which makes it possible to connect the oil / water exchanger 4 of the hydraulic unit 3, either to the high temperature water circuit or 6. This thermostatic valve 100 comprises a valve body comprising six tips 101, 102, 103, 104, 105 and 106 connected at different locations of the high and low temperature heat transfer circuits. In this valve body, a drawer 108 is movably mounted in translation. The drawer 108 is moved by a thermostat 107 which reacts according to the temperature of the coolant circulating in its immediate vicinity. The temperature of the fluid irrigating the thermostat makes expand a thermodilatable substance, wax-type with or without copper flakes to improve the response time, contained in a capsule. The expansion of the wax within the capsule of the thermostat 107 translates, against a return spring not shown, an axis integral with the slide 108. The translation of the slide 108 in the body of the thermostatic valve 100 allows to obstruct one or several tips 101, 102, 103, 104, 105, 106 while opening others. In the drawer 108, recesses and cavities are made allowing the heat transfer fluid to penetrate inside the drawer 108 and to escape when these lights and / or these cavities are found opposite the end pieces 101, 102, 103 , 104, 105, 106 formed in the body of the thermostatic valve 100. This thermostatic valve 100 can also be driven electrically to lower the temperature of the fluid causing the translation of its slide 108 relative to the temperature value necessary for such a translation when the thermostatic valve 100 is not electrically powered. It may be an immobile heater immersed in the heat-sensitive wax or mobile solidarity with the axis of the drawer 108 and whose maximum power required is a range of 5W to 15W. The thermosensitive element 107 of the thermostatic valve 100 "reads" the temperature of the coolant is at the outlet of the oil / water exchanger 4 of the hydraulic member 3 (thus "reading" indirectly the temperature of the oil within the hydraulic pump 3), either from the internal combustion engine 1, according to the position taken by the valve 108 of the thermostatic valve 100, which we will explain below. As a non-preferential alternative, the thermosensitive element 107 of the thermostatic valve 100 is implanted in the oil circuit of the hydraulic system (for example within the oil / water exchanger 4 of the hydraulic pump 3), thus "reading" directly the temperature of the oil. According to another alternative, this thermostatic valve 100 is replaced by a solenoid valve without thermosensitive element (for example comprising a solenoid), driven from information provided in particular by oil and heat transfer fluid temperature sensors positioned in the circuits. associates. In the configuration shown in Figure 2-a, the internal combustion engine 1 is inactive, never started and is therefore cold: the thermostat 23 and the bypass valve spring 22 integrated into its output box 20 are closed. However, the vehicle is driven by the hydraulic system: calories are dissipated in the oil of the hydraulic system which is then at a nominal temperature such that reheating is not necessary and such that a slight cooling is beneficial for the keep at this nominal temperature. For its part, the thermostatic valve 100 described above is in the rest position and its power supply is inactive. In this rest position, the nozzle 102 is fluidly connected to the nozzle 105 and the nozzle 101 is fluidly connected to the nozzle 103, the other tips 104 and 106 are closed by the slide 108. Moreover, the heating the cabin is in this situation of life necessary: the internal combustion engine 1 inactive, cold and never started can contribute because it has no calories to dissipate. In addition, the water pump 2, if not electric and driven by the rotation of the engine 1, is also inactive. The thermomanagement device therefore adopts, in FIG. 2-a, a configuration making it possible to provide an average cooling of the oil by dissipating the calories in a heat-transfer fluid which then restores them, via the heater unit 7, and the activation of the electric blower. partner not shown, the cockpit, without losing in the engine block 1 if it is not relevant or useful to allow it. This arrangement thus makes it possible, for example, to reduce strongly or even totally cancel the additional electrical consumption dedicated to heating the passenger compartment (electrical resistances or PTCs in the passenger compartment air or in the coolant at the inlet of the heater unit 7). . The activation of the electric water pump 10 of the low temperature circuit, positioned upstream or downstream of the oil / water exchanger 4 of the hydraulic member 3, allows the oil exchanger to pass through. water 4 to the heat transfer fluid that comes out warmer than its entry, since it has absorbed the calories dissipated in the oil. As a result, in this way, the coolant provides the oil a certain level of cooling. The temperature of the heat transfer fluid at the outlet of the oil / water exchanger 4 of the hydraulic unit 3 (thus representative of the temperature of the oil) is less than a first threshold: the thermostatic valve 100 retains its rest position which channels the coolant from the nozzle 102 to the nozzle 105 which is fluidly connected to the bypass with the inlet pipe in the heater 7 from the outlet housing 20 of the internal combustion engine 1, upstream of the electric water pump 9 implanted on the same circuit, upstream or downstream of the heater 7. This electric water pump 9, preferably activated, creates upstream a vacuum sufficient to suck all of the heat transfer fluid to the The heat transfer fluid then gives way, to the outside air or through recirculation passing through the heater 7 and entering the passenger compartment, the pre-heat of the bypass and the discharge inside the heater. cedemment absorbed within the oil / water exchanger 4 from the oil of the hydraulic system. The discharge of the electric water pump 9 implanted on the circuit of the air heater 7, conjugated, on the one hand, to the hydraulic permeability of the circuit thus formed and the engine block and, on the other hand, the suction provided by the electric water pump 10 of the low temperature circuit and communicated at the inlet of the bypass of the outlet pipe of the heater 7 to the thermostatic valve 100 in the rest position, then directs the coolant at the outlet of the heater 7 preferably to the tip 103 of the thermostatic valve 100 and the tip 101 and from there to the electric water pump 10 of the low temperature circuit and the oil / water exchanger 4. Figure 2-a-bis shows a mode of circulation of the coolant from the inlet of the bypass on the pipe from the outlet housing 20 to the heater 7. The deactivation of the electric water pump 9 installed on the circuit of the heater 7 introduces a competition between the two channels then possible heat transfer fluid loaded in calories taken from the hydraulic system oil: through the heater 7 as explained above and by borrowing the pipe from the outlet box 20 to the heater 7 against -current of the traditional sense to enter the output housing 20, by sensitizing the passage of the temperature sensor 21 which is implanted there. The bypass valve 22, then in the closed position, closes the outlet of the outlet box 20 via the bypass duct and the thermostat 23 is closed: the heat transfer fluid can only penetrate within a water core of the engine to internal combustion 1. The heat transfer fluid then yields to the engine block the previously sampled calories within the oil / water heat exchanger 4 to the oil of the hydraulic system. It then leaves the water core by the water pump 2 which, although it is not active here, is however busy. Joining the outlet of the degassing box 8 by borrowing the charging pipe 13 against it is impossible by design of this charging conduit 13 and differential pressure static.

However, it may, in some cases, be required the addition on this conduit 13 of a non-return valve to overcome this parasitic traffic. At the outlet of the inactive water pump 2 of the internal combustion engine 1, the portion of the coolant having passed through the engine block is then joined by the portion of this fluid having passed through the heater 7 to give calories to the passenger compartment. . The entire heat transfer fluid is then directed to the thermostatic valve 100, the electric water pump 10 of the low temperature circuit and the oil / water exchanger 4, thanks to the suction provided by the electric water pump 10 of the low temperature circuit. and communicated by the rest position of the slide valve 108 of the thermostatic valve 100. The hydraulic dimensioning of the branches of the circuit of the heater unit 7 is designed so that, the electric water pump 9 in operation, the heat transfer fluid is directed wholly or in great majority in the heater unit 7 and that, with the electric water pump 9 stopped, there is a substantially halving distribution of the coolant flow rate between the heater 7 and the engine block 1 FIGS. 2-a and 2-a-bis thus show how, in this first embodiment of a thermomanagement device of a power unit of a hydraulic motor vehicle. ically hybridized, the calories taken from the oil of the hydraulic system can respectively, or contribute to the only heating of the passenger compartment, or both participate in the heating of the passenger compartment and pre-condition the internal combustion engine 1 before its implementation in action. In the case where the vehicle is always driven by the single hydraulic traction without implementation of the internal combustion engine 1, the exploitation of the calories taken from the oil of the hydraulic system is no longer necessary (example: the engine to internal combustion has reached a temperature threshold for starting and optimal operation, it is not or no longer required to warm the cabin), the two electric pumps 9 and 10 are deactivated, then also disabling the heat transfer fluid circulation at within both high and low temperature circuits. If, however, by the bias of the hydraulic system to ensure the mobility of the vehicle (internal combustion engine 1 still inactive, not yet started and cold), the oil temperature, "read" by a temperature sensor not shown, was to grow and reach the first predetermined threshold, Figure 2-b illustrates the configuration then adopted by the first embodiment of a thermalomanagement device of a powertrain of a hydraulically hybridized motor vehicle. As soon as the temperature of the oil reaches this first threshold, the electric water pump 10 of the low temperature circuit is activated (if previously disabled, otherwise it remains active). The heat transfer fluid that flows back through the oil / water heat exchanger 4 and absorbs the passage of calories taken from the oil in the hydraulic system. The heat-exchange fluid thus heated then reaches the tip 102 of the thermostatic valve 100, preferably not electrically powered, and irrigates the thermostat 107, whose opening start temperature is determined according to the temperature of the oil and thermal transfer occurring within the oil / water heat exchanger 4, which in turn depends in particular on the flow rates of oil and coolant. This opening start temperature of the thermostat 107 is chosen so that the thermostat 107 then causes a translation of the slide 108 within the body of the thermostatic valve 100. In full opening, as illustrated in FIG. 2-b, the thermostatic valve 100 directs the heat transfer fluid assembly to the nozzle 106 then fluidly connected to the nozzle 102, then to an inlet of the low-temperature radiator 6 fluidically connected to the nozzle 106, through which the heat transfer fluid yields to the outside air the calories taken from the oil through the oil / water exchanger 4. The configuration taken by the thermostatic valve 100 allows the electric water pump 10 of the low temperature circuit to suck up the cooled heat transfer fluid at an outlet of the low-temperature radiator 6 fluidically connected to the end-piece 104 and to push it back, via the end-piece 101 then fluidly connected to the end-piece 104, at the inlet of the echo oil / water 4 to absorb again calories taken from the oil in the hydraulic system. Figures 2-a and 2-b show the thermostatic valve 100 in its extreme positions: at rest (Figure 2-a, while in this configuration and this phase of life, it is to warm the cabin and in some cases, also the internal combustion engine 1, with the calories dissipated in the oil) and in full opening (Figure 2-b, while in this configuration and this phase of life, it is a question of cooling the 'oil). However, through the stroke of the thermostat 107, the translation of the slide 108 in the body of the thermostatic valve 100 is progressive and continuous, so that the drawer occupies, during its translational movement, intermediate positions as illustrated in FIGS. 3-a to 3-d. FIG. 3-a shows the rest position of the slide valve 108 in the body of the valve 100: thus, the thermostatic valve 100 occupies in FIG. 3-a the same position as in FIG. 2-a and FIGS. 3-a are is equivalent. FIG. 3-b shows the beginning of the translation of the slide valve 108 in the body of the valve 100 from its rest position shown in FIG. 3-a: the tip 105 of the thermostatic valve 100 fluidly connected to the pipe going from the housing of outlet 20 to the heater 7 of the circuit of the heater 7 and the tip 103 of the thermostatic valve 100 fluidly connected to the pipe from the heater 7 to the water pump 2 are partially hidden by the drawer 108. The cooling the oil coupled to the heating of the cabin air is thus progressively reduced as the slide valve 108 moves in the body of the valve towards its fully open position, with the consequence that the pump is electrically controlled water and the thermostatic valve, a gradual reduction in the flow of coolant through the oil / water exchanger 4. This flow is canceled in the position taken by the slide 108 as shown in Figure 3-c, the gun r then masking enough tips to prevent any circulation of the heat transfer fluid within the body of the thermostatic valve 100. In itself, a flow is gradually reduced to cancel through the oil / water exchanger 4 is not at all problematic for the thermal management of the oil: the need for cooling being progressive as the race of the drawer 108 by design of the thermostat 107, it is therefore: to counter the closure by the drawer 108 of the tips allowing the passage of the fluid through the thermostatic valve 100 (increasing the hydraulic permeability of the circuit) by controlling the electric pump 10, as explained below in connection with Figure 4, to maintain if necessary the operating point in the same area flow rate in the circuit, at the price of: - an increase in the pressure therein, acceptable by sizing the pump 10, circuit interfaces and target flow rates; and, an increase in the electrical consumption of the pump 10, which is acceptable with regard to the energy expenditure that this represents (an additional 10 to 20 W for a few minutes); and / or stalling accordingly the thresholds of opening and full openings of the slide 108 and the pace of the variation of its stroke as a function of the temperature of the inlet fluid, by adapting the thermostat 107 and, in some cases, its electric steering. FIG. 4 illustrates the characteristic curve (solid line) of the electric water pump 10 of the low temperature circuit for a given rotational speed thereof (slightly decreasing curve) and the permeability curve (increasing line curve). filled with crosses) of the low temperature circuit, in a configuration as illustrated in Figure 2-a, where the thermostatic valve 100 is at rest as in Figure 3-a. The intersection of these two curves graphically defines an operating point of the low temperature circuit in this configuration, characterized by a flow Qi and a pressure Pi prevailing in this circuit. As the temperature of the coolant sensitizing the thermosensitive element 107 of the thermostatic valve 100 increases, it leaves its rest position and, as explained above, the translation of its drawer gradually closes the end pieces allowing the passage of this fluid within the valve 100, as shown in Figure 3-b. Thus, the increasing curve in discontinuous long lines of FIG. 4 illustrates, for example, the permeability curve of the low temperature circuit in the configuration as illustrated by FIG. 3-b: the translation of the slide 108 partially obstructing the ends allowing the passage of this fluid within the thermostatic valve 100, the pressure drop of the low temperature circuit thus configured is higher than it is in the configuration as illustrated by Figures 2-a and 3-a. Therefore, for a rotation rate of the electric water pump 10 of the low temperature circuit, identical to that of the pump 10 in Figures 2-a and 3-a, the new operating point of the low temperature circuit, intersection of the curve in full line of the pump and the permeability curve in discontinuous long lines, is characterized by a significantly reduced flow compared to Qi and a pressure then prevailing in this circuit, slightly increased compared to Pi. through the oil / water exchanger 4 can be problematic for the cooling of the oil. The increase in the rotation speed of the electric water pump 10 of the low temperature circuit (as illustrated by the fine-line arrows with B in the vicinity) makes it possible to generate a new characteristic curve of the water pump illustrated in broken short lines. (decreasing curve) in FIG. 4, and thus defining a new operating point (intersection of the pump curve in long discontinuous lines and the curve of permeability in short discontinuous lines of the low temperature circuit) characterized by a flow rate Qf substantially identical to Qi (by adapting the rotational speed of the water pump 10, it is possible to find Qf = Qi, or Qf> Qi) at the expense of a pressure Pf prevailing in the circuit, greater than the pressure Pi. This adaptation of the control of the water pump 10, carried out progressively as the slide valve 108 is closed (position of FIG. 3-A towards the position of FIG. 3-B) of the thermos valve tatique 100, thus allows to redefine progressively the operating points resulting from the circuit (as illustrated by the arrow in bold with B in the vicinity) to substantially ensure the conservation of flow Qi, but at the expense of an increase in the pressure prevailing in the circuit. The arrows in fine lines and bold with D in the vicinity illustrate the reverse adaptation of the control of the water pump, carried out gradually as the reopening of the drawer (position of Figure 3-D to the position taken in Figure 2-b ) of the thermostatic valve and illustrate the progressive adaptation of the resulting operating points of the circuit to ensure the conservation of the flow Qi by reducing the associated rotational speed of the water pump, accompanied by a decrease in the pressure in the circuit. The problem can nevertheless arise for the irrigation of the thermosensitive element of the thermostat 107, the cancellation of the flow stopping its irrigation by the coolant and therefore the sensitization of the thermostat 107 by the temperature of the coolant, that does not can only solve an adaptation of the electrical control of the water pump 10 of the circuit. It is therefore a question of anticipating this passage of the slide valve 108 in the zone of greatly reduced or no flow, by supplying electrically to a suitable electrical power level pwm (not necessarily 100% of the permissible electrical power) the thermostatic valve 100 so as to shift the opening threshold of the thermostat 107 and its opening stroke to lower temperatures to artificially cause an upper opening of the thermostat 107 and therefore an upper race of the drawer 108. If the temperature of the heat transfer fluid increases by heat transfer with the oil, the power supply can be cut off as soon as the stroke of the thermostat 107 at zero electrical power has exceeded the overlap area of the drawer 108 with the body of the thermostatic valve 100 such that the flow is zero or greatly reduced. This is explained in Figure 5. The control also eliminates, as explained above in connection with Figure 4, a too high pressure in the low temperature circuit. This Figure 5 shows the evolution of the displacement of the slide 108 in the body of the thermostatic valve 100 as a function of the temperature of the coolant sensitizing the thermostat 107. As long as the valve is not supplied with electrical power (x % pwm = 0), it remains in the rest position (as illustrated in FIGS. 2-a and 3-a: the position of the slide valve 108 in the body of the thermostatic valve is then at 0% of opening) as long as the fluid temperature is less than T ° do 0 (opening start temperature for 0% pwm) then the slide 108 translates linearly inside the body as the fluid temperature increases to a full position opening (as illustrated in FIG. 2-b: the position of the slide valve 108 in the body of the thermostatic valve is then at 100% opening) reached as soon as the temperature of the fluid is equal to T ° po 0 (full temperature) opening for 0% of pwm). The power supply of the thermostatic valve 100 causes a shift of the opening and full opening temperatures to lower fluid temperatures, the electric power for example decoying locally by effect joule the thermostat 107 and locally create a higher fluid temperature than it actually is. According to another embodiment, the electrical power emerges inside the therostatic element of the thermostat 107 a heat which is added to that communicated to it by the coolant which sensitizes it. Thus, for an electric power corresponding to a level of pwm of x%, the slide 108 starts its translation from its rest position for a fluid temperature equal to T ° C x <T ° C 0 and completes it in full opening for a fluid temperature equal to T ° po x <T ° po O. The segment [(T ° do x; 0%); (T ° po x; 100%)] is above the segment [(T ° do 0, 0%); (T ° po 0; 100%)] and plus x increases, plus the segment [(T ° do x; 0%); (T ° po x; 100%)] shifts to the left of the graph (toward lower fluid temperatures). The shaded area Z graphically represents the stroke zone of the thermostat 107 and the slide valve 108 for which the flow of fluid passing through the thermostatic valve 100 and the oil / water exchanger 4 is at iso-piloting of the valve 100 and the pump. water 10, greatly reduced or zero. Thus, from the rest position (as shown in Figures 2-a and 3-a) of the thermostatic valve 100 not electrically powered, increasing the temperature of the fluid from T ° do 0 is translated the slide 108 in the body of the valve according to the segment representative of the stroke of the drawer 108 to pwm zero. Sufficient before (to integrate the response time of the thermostat 107) to reach the zone of strong reduction of the flow, the thermostatic valve 100 is electrically powered at a level of pwm of x% so that the drawer 108 comes out of this zone, once the additional stroke of the thermostat 107, caused by the electric power thus supplied, is stabilized. This translation is done at a substantially constant fluid temperature and in a reduced time: for this purpose, the response time of the thermostat 107 is minimized (for example by incorporating into the wax of the thermostat 107 chips or flakes of a thermally conductor such as copper, or by inserting in the thermostat capsule, before the casting of the wax, an element of such a thermally conductive material, this while taking if necessary keep the electrical insulation with the heating element the wax of the thermostat to lower the thresholds of temperature of beginning of opening and of full opening). The response time of the thermostat 107 is thus optimized both during activation and during the deactivation of the power supply, and regardless of the value of x between 0 and 100%. The power supply at x% of pwm is then maintained for the time necessary so that the rise in the temperature of the fluid associated with the temperature of the oil causes the slide 108 to move in the segment representative of the stroke of the thermostat 107 to pwm = x% to a position such that the slide 108 remains outside the shaded zone Z of strong reduction of the flow when the power supply of the thermostatic valve 100 is stopped. The power supply is then cut and the spool 108 then continues its course, depending on the evolution of the fluid temperature, according to the segment representative of the stroke of the thermostat 107 to zero pwm. This is also described in Figure 3-d: once the zone of strong reduction of the flow rate exceeded, the translation of the slide 108 in the body of the thermostatic valve allows to gradually increase the flow through the oil / water exchanger 4 with a fluid from the low temperature radiator. The power supply cut at a substantially constant fluid temperature may cause a slight reclosing of the thermostatic valve 100, not critical: - either its effect is corrected by controlling the electric water pump 10 as explained above, either this reclosing is knowingly suffered, the resulting reduction in the flow rate in the oil / water exchanger 4 causing a slight change in the temperature of the oil, therefore the temperature of the fluid, which by increasing favors an upper opening of the slide 108 until to achieve a new balance. The changes in the stroke of the thermostat 107 for a constant pwm level and during pwm variations, are performed with a certain hysteresis (for example characterized by temperature), so as to provide adequate stability to the thermostatic regulation resultant, without pumping effect. However, at this hysteresis, the "physical" characteristic of the thermostat 107, is added a second hysteresis known as "logic" during the transition of pwm of electrical power supply of the thermostatic valve 100, from 0% to x%, by a fluid temperature lower than the zone of strong reduction of the flow rate. Indeed, the additional stroke of the thermostat 107, generated by the electrical power of 0 to x% pwm, causes an opening of the thermostatic valve 100 greater than the required requirement. This over-opening can cause a drop of a few ° C in the fluid temperature since, on the one hand, more fluid then arrives at the oil / water exchanger 4, and, moreover, from the low-temperature radiator 6 In order to ensure a stable electrical control without too frequent transitions active / inactive of the power supply of the valve 100, and in order to cut the power supply if necessary to find an associated position of the drawer 108 (which can then slightly close) sufficiently far from the zone of strong reduction of the flow, an additional hysteresis is therefore provided in the control-command of the power supply of the valve 100. The thermomanagement device being previously in the configuration as shown in FIG. 2-a (in particular, the oil has a moderate need for cooling, provided by the heater 7 and the thermostatic valve 100 is at the epos and not electrically powered), the start and operation of the internal combustion engine 1 so cold (the thermostat 23 is closed) does not require any change in the system configuration as the engine is biased under low rotational speeds (The bypass valve 22 in the outlet housing 20 is closed, the engine output pressure upstream of the branch to the heater 7 and the suction caused by the rotation of the water pump 2 of the engine 1 are relatively low. ) and as long as the temperature of the heat transfer fluid at the engine output (read by the temperature sensor 21 implanted in the outlet housing 20 in the passage of the heat transfer fluid flow at the motor output) is lower than the temperature of the heat transfer fluid at the inlet of the the bypass and from the oil / water heat exchanger 4 and the thermostatic valve 100. This is illustrated in Figure 2-c. The calories of the oil absorbed through the oil / water exchanger 4 by the coolant mix with those, lower, from the internal combustion engine 1 and allow to continue the heating of the passenger compartment via the heater 7 and the operation of the associated blower. The heat transfer fluid at the heater outlet 7 then experiences competition from the aspirations generated by the water pump 2 of the internal combustion engine 1 and the electric water pump 10 of the oil cooling circuit of the hydraulic system. When the motor, always cold (the thermostat 23 is closed), is biased to higher rotational speeds, such as for example the bypass valve 22 in the outlet housing 20 opens, that the pressure of the heat transfer fluid at engine output upstream of the branch to the heater 7 becomes significant and in particular greater than the heat transfer fluid pressure at the inlet of the bypass from the oil / water heat exchanger 4, and that the suction caused by the rotation of the water pump 2 of the engine becomes significant and, in particular, greater than the suction generated by the electric water pump 10 of the oil cooling circuit of the hydraulic system, or when the temperature of the coolant in motor output (read by the temperature sensor 21 implanted in the outlet housing 20) increases, until it reaches and even exceeds the temperature of the fluid coming from the oil / water exchanger 4 and of the thermostatic valve 100, the thermomanagement device of this first embodiment then adopts the configuration as illustrated by FIGS. 2-d and 2-e, where the thermostatic valve 100, previously in the rest position (see FIG. c), is forced in full opening (despite the insufficient temperature of the coolant sensitizing the thermostat 107) by the application of a power supply at a high pwm level, able to cause the translation of the drawer 108 in the body of the valve 100, from the rest position to the fully open position, in a time made minimal by design of the response time and the stroke of the thermostat 107. This position in full opening of the slide 108 thus obturates the tips 103 and 105 of the thermostatic valve 100, blocking the passage of the heat transfer fluid from the internal combustion engine 1 and output of the heater 7 from the branches made in the circuit of the heater. If at the same time the thermal requirement of the oil of the hydraulic system is low, then the electric water pump 10 of the low temperature circuit is deactivated, thus canceling any circulation of heat transfer fluid within the oil / water exchanger 4: this is illustrated in Figure 2-d. If, as in Figure 2-b, the temperature of the oil, "read" by a temperature sensor not shown, was to grow and reach the first predetermined threshold, making it necessary for the circulation of coolant in the oil exchanger / water 4, FIG. 2-e illustrates the configuration then taken by this thermomanagement device of a power unit of a hydraulically hybridized motor vehicle: the electric pump 10 of the low temperature circuit is activated in order to discharge the heat transfer fluid at the outlet of the oil / water exchanger 4 in the low-temperature radiator 6 so that it undergoes the cooling necessary for the thermal management of the hydraulic system oil, the thermostatic valve 100 is always forced in full opening by its power supply in order to maintain separate the two circuits high temperature (thermal management of the internal combustion engine 1) and low temperature (thermal management of the internal combustion engine 1) hydraulic system oil).

This configuration, as illustrated by FIGS. 2-d and 2-e, is also adopted by the thermomanagement device when, the internal combustion engine 1 being deactivated after a sufficiently long period of solicitation having sufficiently heated it, the pump 9 of the air heater circuit 7 is activated in order to exploit the heat capacity of the internal combustion engine and its cooling circuit and to continue to supply the heater 7, despite the extinction of the engine 1 and the associated deactivation from its water pump 2, the calories still present in the internal combustion engine 1 and its circuit. The thermomanagement device of a power unit of a hydraulically hybridized motor vehicle is previously in the configuration as illustrated in Figure 2-e, an increase in the thermal power dissipated in the coolant low temperature by the oil of the hydraulic system through the oil / water exchanger 4 can increase the temperature of the fluid inlet (tip 102) of the thermostatic valve 100 which sensitizes the thermostat 107, so that it is then possible to cut the electrical supply of the thermostatic valve 100 without causing even slight reclosing of the slide 108 in the body of the valve (see Figure 5) which could cause a passage of the hot heat transfer fluid and under a larger pressure, from the internal combustion engine 1, in the low temperature circuit. The thermostatic valve 100 then remains in full opening (the temperature of the coolant is high enough to keep it open without power) and the pump 10 of the low temperature circuit is kept active. In certain life situations (in particular where the internal combustion engine is active, but not only), the passage of heat transfer fluid (so hot, in any case at a temperature higher than that of the oil which is too cold for the hydraulic system to have its nominal performance) of the high temperature circuit, resulting from the internal combustion engine 1, in the low temperature circuit and, in particular, in the oil / water heat exchanger 4, is however preferred, in order to heat the fuel. oil to reduce the viscosity and reduce the hydrodynamic drag of the hydraulic member 3 and the hydraulic system. This is illustrated in Figures 2-f and 2-g. The thermostatic valve 100 is then in the rest position and not electrically activated and the electric water pump 10 of the low temperature circuit is inactive. In the case of Figure 2-f, the internal combustion engine 1 is hot but not enough for the thermostat 23 is open and the position taken by the valve 100, given the pressure of the heat transfer fluid in output of the engine (due to the temperature of this fluid and the rotational speed of the engine), allows the circulation of the heat transfer fluid from the internal combustion engine 1 through the oil / water exchanger 4. The coolant borrows then, in output of the internal combustion engine 1, the two channels of the bypass both to the heater 7 and to the nozzle 105 of the thermostatic valve 100, the latter path being against the direction of that made in Figures 2-a and 2-c. The thermostatic valve 100 then in the rest position orients the heat transfer fluid from the internal combustion engine 1 through the oil / water heat exchanger 4 where it transfers calories to the oil by heating it. The coolant thus slightly cooled then flows through, at the outlet of the oil / water heat exchanger 4, the electric water pump 10 of the low temperature circuit, which is inactive (so as not to oppose the flow direction of the fluid) but passing, and is directed by the thermostatic valve 100, by the end piece 103, at the inlet of the bypass at the outlet of the heater unit 7, again taking a path against the direction of that made in FIGS. 2-a and 2-c . This fluid then joins the one that has passed through the unit heater 7 to yield calories to warm the cabin, and is discharged by the water pump 2 at the input of the internal combustion engine 1 where the heat transfer fluid is loaded again in calories. If necessary, the water pump 9 of the heater circuit 7 can be activated to promote the circulation of the fluid from the internal combustion engine 1 through the heater unit 7. As soon as it is no longer necessary to heat the oil of the hydraulic system, the thermomanagement device of a powertrain of a motor vehicle hydraulically hybridized then adopts the configuration shown in Figure2-d, before taking if any the configuration shown in Figure 2-e. In the case of Figure 2-g, the internal combustion engine 1 is hot: the open thermostat 23 derives part (increasing as the thermostat 23 opens further) of the heat transfer fluid from the combustion engine internal 1 through the high temperature radiator 5. As in Figure 2-f, the position taken by the valve 100 allows the circulation of the heat transfer fluid from the internal combustion engine 1 through the oil / water exchanger 4, along the same path through the two branches (against the direction of the path made in Figures 2-a and 2-c), the thermostatic valve 100 (in the rest position and not electrically activated, the nozzle 105 to the tip 102 and the tip 101 to the tip 103) and the electric water pump 10 of the low temperature circuit, inactive but passively. This fluid, having then yielded part of its calories to the oil of the hydraulic system, then joins the one that passed through the heater unit 7, and is sucked, with the cold fluid from the high temperature radiator 5, by the pump. water 2 at the inlet of the internal combustion engine 1 where the heat transfer fluid is loaded again in calories. Here, the water pump 9 of the heater circuit 7 is preferably not activated. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device of a power unit of a hydraulically hybridized motor vehicle then adopts the configuration illustrated in Figure 2-h. In this configuration, the low temperature circuit adopts the same arrangement as in FIG. 2-d: the thermostatic valve 100, previously in the rest position (see FIG. 2-g), is forced in full opening (despite the insufficient temperature of the fluid coolant sensitizing the thermostat 107) by the application of a suitable power supply to cause the translation of the slide 108 in the body of the valve, from the rest position to the fully open position, in a minimum time. Any passage of heat transfer fluid from the internal combustion engine 1, authorized in Figure 2- g, is here prevented. Since the thermal need of the oil of the hydraulic system is low, the electric water pump 10 of the low temperature circuit is then deactivated, canceling any circulation of heat transfer fluid within the oil / water exchanger 4. If, as in FIGS. 2-b and 2-e, the temperature of the oil, "read" by a temperature sensor, not shown, increases and makes it necessary for the coolant to circulate in the oil / water exchanger 4 to cool the oil , Figure 2-i illustrates the configuration then taken by the thermomanagement device of a powertrain of a motor vehicle hydraulically hybridized. The activation of the electric pump 10 of the low temperature circuit discharges the heat transfer fluid at the outlet of the oil / water exchanger 4 into the low-temperature radiator 6 so that it undergoes the cooling necessary for the thermal management of the oil. hydraulic system and the thermostatic valve 100 (always forced in full opening by its power supply) keeps separate the two circuits high and low temperature. An increase in the thermal power dissipated by the oil through the oil / water exchanger 4 may increase the temperature of the fluid entering the thermostatic valve 100 which sensitizes the thermostat 107, so that it is possible, as in Figure 2-e, to cut the power supply of the valve without causing reclosing of the drawer 108. The thermostatic valve 100 then remains in full opening (the coolant temperature is high enough to keep it open without power supply) and the low temperature circuit pump 10 is activated. Figures 6-a to 6-i illustrate an alternative embodiment of the first embodiment of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle which has just been described. This variant is more favorable to the thermal pre-conditioning of the internal combustion engine 1 (but at the expense of the heating of the passenger compartment) by the calories taken from the oil of the hydraulic system, than is the embodiment described above. . It is distinguished by: the implantation of the circuit bypass of the heater 7 to the thermostatic valve 100 and the oil / water exchanger 4, downstream of the water pump 9 of the circuit of the heater 7 ( whereas it is upstream for Figures 2-a to 2-i); by inverting the two branches on the circuit of the heater; - And by the establishment of a pressure switch 110 at the inlet of the heater 7, downstream of the associated water pump 9 and the derivation that has just been mentioned. This architecture of the thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle thus improves two elements of the previous architecture: a reheatable heating of the internal combustion engine 1 since in competition in Figure 2-a -bis with the heating of the passenger compartment. The thermal pre-conditioning of the engine is then accessible only at the cost of the deactivation of the electric water pump 9 of the circuit of the heater 7, as shown in FIG. 2-a-bis, and requires deactivating a two electric water pumps 9 and 10, active in Figure 2-a; in FIG. 2-c, during startup and activation of the cold engine 1, the "hot" fluid coming from the oil / water exchanger 4 mixes with the "cold" fluid coming from the internal combustion engine (potentially -conditioned therefore a temperature above the outdoor temperature or a temperature of the engine chamber not previously preconditioned). The transition of the configuration illustrated in FIG. 2-a to that illustrated in FIG. 2-c can then cause a drop in the temperature of the heat transfer fluid at the inlet of the heater 7 (which remains, however, greater than it would have been with a single fluid from the cold internal combustion engine 1) and competition from the aspirations generated by the two water pumps 2 and 9 on the high temperature circuit could degrade the recovery of calories in the oil from the hydraulic system and their transfer to the cabin, by disfavoring the heat transfer fluid flow through the oil / water heat exchanger 4. FIG. 6-a is equivalent to FIG. 2-a and illustrates the configuration then taken by the thermo-thermal device of FIG. a power train of a hydraulically hybridized motor vehicle for pre-thermally conditioning the internal combustion engine 1 - and only it. The latter is inactive, has never started and is therefore cold: the thermostat 23 and the bypass valve 22 integrated in the outlet housing 20 are closed. Since the vehicle is driven by the hydraulic system, calories are dissipated in the oil which requires a slight cooling here in order to keep it in a nominal temperature range. For its part, the thermostatic valve 100 is in the rest position and its power supply is inactive. This architecture favors the heating of the cabin the necessary thermal pre-conditioning of the internal combustion engine 1, for its quick start in adverse thermodynamic conditions, the durability of its components, its fuel consumption, its polluting emissions and its acoustic level (combustion noise, acyclism, ...). The thermomanagement device therefore adopts in FIG. 6-a a configuration that provides an average cooling of the oil, dissipating the calories in a heat-transfer fluid which then returns them, via the joint operation of the two electric water pumps 10 and 9 (circuit low temperature and air heater branch 7 of the high temperature circuit) within the engine block, without returning to the passenger compartment through the heater unit 7 by the calibration of the spring of the pressure switch valve 110. [0051] The activation of the pump electric water 10 of the low temperature circuit passes through the oil / water heat exchanger 4 to the heat transfer fluid that comes out warmer than its input, absorbing the calories taken from the oil. The thermostatic valve 100 retains its rest position and channels the fluid to the bypass with the outlet pipe of the heater 7 at the inlet of the internal combustion engine 1, upstream of the electric water pump 9 installed on this circuit it is itself upstream of the air heater 7. This electric water pump 9, preferably activated, creates upstream the sufficient vacuum to suck up the heat transfer fluid assembly, from the bypass to the heater outlet pipe 7, within the Water Core of the Internal Combustion Engine 1. The heat transfer fluid thus transfers the calories previously taken from the oil / water exchanger 4 into the oil of the hydraulic system. The discharge of the electric water pump 9 implanted on the circuit of the heater unit 7, conjugated to the suction provided by the electric water pump 10 of the low temperature circuit at the inlet of the bypass of the inlet pipe of the heater 7 (the two pumps being then positioned hydraulically in series), is insufficient to cause the opening of the pressure switch 110 implanted on the inlet pipe of the heater 7 downstream of the bypass. The heat transfer fluid is thus discharged by the electric water pump 9 implanted on the circuit of the heater 8 and sucked by the electric water pump 10 of the low temperature circuit to the thermostatic valve 100 (thanks to its rest position) and the oil / water exchanger 4. These two electric water pumps positioned in series provide better thermal pre-conditioning of the internal combustion engine 1 by increasing the flow of heat transfer fluid while depriving it of heat losses through the heater 7. In the case where the hydraulic traction alone animates the motor vehicle without implementation of the internal combustion engine 1, the thermal preconditioning of the internal combustion engine 1 is no longer necessary, the two electric pumps 9 and 10 are deactivated, thereby also deactivating the circulation of heat transfer fluid within the two circuits. If, however, the loading of the hydraulic system (engine still inactive, not yet started and cold) increases the temperature of the oil so as to reach the first predetermined threshold, Figure 6-b illustrates the configuration then adopted by this variant embodiment. of the first embodiment of a thermomanagement device of a power unit of a hydraulically hybridized motor vehicle. Figure 6-b being, as regards the circulation of heat transfer fluid in the low temperature circuit, similar to Figure 2-b, its description will not be repeated. The thermomanagement device of a power unit of a hydraulically hybridized motor vehicle is previously in the configuration as shown in Figure 6-a (moderate need for cooling of the oil, provided by thermal transfer within of the motor unit, thermostatic valve 100 at rest and not electrically powered), the start and operation of the internal combustion engine 1 then cold (the thermostat 23 is closed) does not require any change in the configuration of the device, without influence of the rotational speed of the internal combustion engine 1 and the operation of the electric pumps 9 and 10 (that of the low temperature circuit being active to promote the flow of heat transfer fluid through the oil / water exchanger 4). This configuration described in FIG. 6-c is maintained as long as the temperature of the fluid at the engine output ("read" by the temperature sensor 21 implanted in the outlet box 20) is lower than the temperature of the oil of the hydraulic system . . The pressure exerted at the outlet of the internal combustion engine 1 by its water pump 2 makes the pressostatic valve 110 open at the inlet of the heater 7: the flow rate of the coolant at the outlet of the internal combustion engine 1 is therefore distributed between the branch towards the heater 7 (which may possibly dissipate the calories associated with the cabin air) and the branch towards the oil / water exchanger 4 (which warms this fluid by the calories taken from the oil). The low temperature circuit acts as in FIG. 6-a (the thermostatic valve 100 occupies the same position and the pump 10 is preferably active) and the heat-filled heat transfer fluid, taken through the oil / water exchanger 4, mixes with that of the air heater 7. The temperature rise of the internal combustion engine 1 is thus improved thanks to the calories dissipated by the hydraulic system in its oil and the heating of the passenger compartment also benefits, to a lesser extent, thanks to the resulting from the fluid inlet of the heater 11. Here again, even if the electric water pump 9 of the circuit of the heater 7 may not be activated, the three water pumps 2,9,10 operate from concert car associated in series and in the same direction of circulation of the coolant throughout the circuit. Similarly, the pressure in the high temperature circuit (related to the stress of the internal combustion engine 1 at high speeds) has no impact, unlike the previous architecture shown in Figure 2-c, on the operation hydraulic of this embodiment of the thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle. The thermomanagement device of a power unit of a hydraulically hybridized motor vehicle being in advance in the configuration shown in Figure 6-c, when the temperature of the fluid output motor increases to reach and even exceed the temperature of the oil and the temperature of the fluid coming from the oil / water heat exchanger 4, the heat management device then adopts the configuration as illustrated by FIGS. 6-d and 6-e, where the thermostatic valve 100, previously at rest (see Figure 6-c), is electrically forced open (despite the temperature then insufficient heat transfer fluid sensitizing the thermostat 107), similarly to the control performed in the context of the configuration shown in Figures 2-d and 2-e. The circulation of the coolant in the oil / water heat exchanger 4 from and to the internal combustion engine 1 is thus inhibited. If the thermal need of the oil of the hydraulic system is then low, the deactivation of the electric water pump 10 of the low temperature circuit cancels any circulation of heat transfer fluid within the oil / water exchanger 4: this is what Figure 6-d. If, as in FIG. 6-b, the temperature of the oil increases and reaches the first predetermined threshold, such that the circulation of coolant in the oil / water exchanger 4 is necessary, FIG. 6-e illustrates the configuration then taken by the thermomanagement device. The heat transfer fluid, discharged into the low temperature radiator 6 from the exit of the oil / water exchanger 4 by the activation of the electric pump 10 of the low temperature circuit, undergoes the cooling necessary for the thermal management of the oil. The thermostatic valve 100 retains its full forced open position by its power supply and maintains separate the two circuits high and low temperature. The thermomanagement device of a power unit of a hydraulically hybridized motor vehicle having previously been in the configuration illustrated in FIG. 6-e, an increase of the thermal power dissipated by the oil of the hydraulic system through the oil / water exchanger 4 can increase the temperature of the fluid inlet (tip 102) of the thermostatic valve 100, so that it is then possible to cut the power supply of the thermostatic valve 100 without causing the drawer to close again 108 and cause a passage of the heat transfer fluid (hot and under greater pressure) from the internal combustion engine 1 in the low temperature circuit. The thermostatic valve 100 then remains open (without power) and the pump 10 of the low temperature circuit is activated. As in FIGS. 2-f and 2-g, FIGS. 6-f and 6-g describe the configurations taken by the heat-management device, in particular when the internal combustion engine 1 is active, but not only, to allow the passage, in the low temperature circuit and in particular in the oil / water heat exchanger 4, of the heat transfer fluid from the hot internal combustion engine 1, to a temperature greater than that of the hydraulic system oil, so reheat to reduce viscosity and reduce the hydrodynamic drag of the pump and hydraulic system. As in FIGS. 2-f and 2-g, the thermostatic valve 100 is in the rest position and not electrically activated but, unlike FIGS. 2-f and 2-g, the coolant circulates in the low temperature circuit and in its branches with the branch of the air heater 7, this time in the conventional direction, which therefore allows to activate the electric water pump 10 of the low temperature circuit (or 9 on the inlet pipe of the heater 7 , if this is necessary to increase the flows of heat transfer fluid passing through the heater 7 and the oil / water exchanger 4) and therefore to increase the performance of the heat management device in these configurations. In the case of Figure 6-f, the internal combustion engine 1 is hot and active but its thermostat is still closed. The thermostatic valve by its position allows the circulation of the heat transfer fluid from the internal combustion engine through the oil / water exchanger 4. The fluid output of the engine then borrows the two channels of the bypass both to the heater 7 (the pressure valve 110 being open under the pressure of the fluid at the motor output) and to the thermostatic valve 100. The activation of the electric water pump 9 of the circuit of the heater 7, upstream of this derivation, contributes to maximize the flow rates of fluid from the internal combustion engine 1, both in the heater 7 and in the oil / water exchanger 4 (then in support of the water pump 10 of the low temperature circuit) if the two associated needs are to satisfy simultaneously.

The activation of the electric water pump 10 of the low temperature circuit makes it possible to suck up the fluid coming from the internal combustion engine 1 at the outlet of the valve 100 via its nozzle 101 and to push it back through the oil / water exchanger 4 where it transmits calories to the oil by warming it. The heat transfer fluid thus slightly cooled then sensitizes, at the outlet of the oil / water heat exchanger 4, the thermostat 107 of the valve 100 which directs it, from its inlet nozzle 102 to its outlet nozzle 105, at the inlet of the 7. This fluid then joins the one that has passed through the heater 7 to give calories to warm the cabin, and is sucked by the water pump 2 in the water core of the heater. internal combustion engine 1, where the fluid is loaded again in calories. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device then adopts the configuration shown in Figure 6-d, before taking the configuration shown in Figure 6-e. In Figure 6-g, the internal combustion engine 1 is hot and the thermostat 23, then open, drifts part of the fluid from the engine through the high temperature radiator 5. As in Figure 6-f , the position taken by the valve 100 and the activation of the electric water pump 10 of the low temperature circuit direct, along the same path, the hot fluid from the internal combustion engine 1 through the oil / water exchanger 4. This fluid, having then yielded part of its calories to the oil of the hydraulic system, joined at the engine inlet the fluid having passed through the heater 7 and the cold fluid from the high temperature radiator 5. The heat transfer fluid is then loaded again in calories within the water core of the internal combustion engine 1. Here, the water pump 9 of the heater circuit 7 is preferably not activated. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device then adopts the configuration illustrated in Figure 6-h. In this configuration, the low temperature circuit adopts the same arrangement as in Figure 2-h: the configuration of the low temperature circuit being identical between these two figures, its description will not be repeated. If, as in FIGS. 6-b and 6-e, the increase in the temperature of the oil makes it necessary for the coolant to circulate in the oil / water exchanger 4 to cool the oil, FIG. 6 -i illustrates the configuration then taken by the thermomanagement device. This configuration, as regards the arrangement of the low temperature circuit, being similar to that shown in Figure 2-i, its description will not be repeated. We have described a thermomanagement device of a powertrain of a hydraulically hybrid motor vehicle associating the high and low temperature circuits in two architectures (the second architecture, illustrated in FIGS. 3-a to 3-i being a variant of the first, illustrated in Figures 2-a to 2-i) by the implementation and control of a single thermostatic valve distributor 100. Although the second architecture described above addresses some of the disadvantages of the first, the fact remains that these two architectures of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle still presents some difficulties: Either the heating of the internal combustion engine 1 is perfectible and is not accessible at the cost of the deactivation of the electric water pump 9 of the heater circuit 7 (first architecture), ie the pre-conditioning thermal of the internal combustion engine 1 is improved, at the expense of heating the cabin (second architecture) by prioritizing the first relative to the second. The second architecture solves, when starting and putting into action the cold internal combustion engine 1, the mixture of the "hot" fluid at the outlet of the oil / water exchanger 4 and the still "cold" fluid coming from the engine. internal combustion 1, that generates the first architecture to ensure the heating of the passenger compartment, and the fall of the temperature of the heat transfer fluid at the inlet of the unit heater 7 which results. These two architectures generate a closing zone of the thermostatic valve 100 which causes a zone of strong reduction and cancellation of the flow in the oil / water exchanger 4 and sensitizing the thermostat 107, requiring adequate electrical control of the water pump 10 and of the thermostatic valve 100 described in FIGS. 4 and 5. These two architectures generate a cut-off of the circulation of the fluid in the oil / water exchanger 4, which is admittedly controlled, which requires electrically feeding the thermostatic valve 100 without its thermosensitive element 107 is irrigated by a flow of heat transfer fluid. This can pose a problem of resistance, because when the electric element heats the wax of the thermostat 107 of the thermostatic valve 100, the heat transfer fluid irrigating the thermostat 107 protects it from overheating by evacuating much more effectively by forced convection than by convection natural thermal losses generated within the heat-sensitive element 107 joule effect in the heating element. An absence of heat transfer fluid circulation, which cancels the forced convection, risks the rupture of the heating element and thus the loss of the controllability of the thermostatic valve 100, which would then retain only one evolution of the thermostat stroke. and the slide 108 depending on the temperature of the heat transfer fluid, depending on the stroke of the thermostat 107 when it is not electrically stressed. This is why we will describe two embodiments of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle to solve these difficulties. A second embodiment of a thermomanagement device of a power unit of a hydraulically hybridized motor vehicle is characterized by the use of at most three solenoid valves 210, 220, 230 whose channels are alternately sometimes inputs and outputs. The solenoid valves 210 and 230 have three channels numbered 1 to 3 selectable and associable by a valve 211, 231 respectively, and also manage the connection of the low temperature circuit to the high temperature circuit.

The solenoid valve 210 is placed on the low temperature circuit and the solenoid valve 230 at the outlet of the heater 7. On its side, the solenoid valve 220 has four channels numbered from 1 to 4 selectable and associable by a valve 221 and is placed at the inlet of the heater 7 and manages the connection with the internal combustion engine 1. Each of these solenoid valves 210, 220, 230 adopts a rest configuration (position they take in the absence of any command) preferentially preferential configuration conventional, such as the low and high temperature circuits are separated, the thermalomanagement device of a powertrain of a motor vehicle hydraulically hybridized: it is the positions that these solenoid valves take for example in Figure 7-k, restoring the separation of the two high and low temperature circuits. The electric water pump 9 of the branch of the heater unit 7 is just at the outlet of the internal combustion engine 1 and therefore upstream of the valve 220, from the bypass of the inlet of the heater 7 to the circuit low temperature and heater 7 itself. Figure 7-a illustrates the configuration taken by the thermomanagement device, according to this second embodiment of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle, to ensure the heating of the cabin while cooling the oil, dissipating the heat in a heat transfer fluid which then returns to the cabin via the heater 7 and without losing within the engine block 1. This arrangement allows for example to greatly reduce, even to completely cancel, the additional electrical consumption dedicated to the heating of the cabin (electrical resistances or CTP in the cabin air or in the water at the entrance of the heater). In this configuration, the internal combustion engine 1 is inactive, has never started and is therefore cold: it can not therefore ensure the heating of the passenger compartment; the thermostat 23 and the spring bypass valve 22 integrated in the outlet housing 20 are closed. As the vehicle is moved by the hydraulic system, calories are stored in the oil in the hydraulic system: reheating is not necessary and a slight cooling is required to keep it within the rated temperature range. The water pump 10 of the low temperature circuit at the outlet of the oil / water exchanger 4 is active and delivers the fluid, charged in calories, from this exchanger 4, in the channel 1 of the solenoid valve 210, whose valve 211 takes a position such that the channel 3 to and from the low-temperature radiator 6 is closed: the fluid leaves the solenoid valve 210 via the channel 2. The fluid coming from the solenoid valve 210, pushed by the water pump 10 of the circuit low temperature, enters the solenoid valve 220 via its channel 4 and leaves it via its channel 3 to then pass through the unit heater 7. This position of the valve 220 then prevents this "hot" fluid from moving towards the internal combustion engine 1. The activation of the electric cabin blower not shown, then allows to transmit to the passenger compartment calories contained in the heat transfer fluid which therefore leaves cooled of the heater 7 to enter the valve 230 by its channel 1. The flapper 231 of the elect rovanne 230 takes a position such that the channel 2 to the internal combustion engine 1 is closed: the fluid leaves the solenoid valve 230 via the channel 3 and subjected to the suction provided by the water pump 10 of the low temperature circuit , passes through the oil / water exchanger 4 where it is loaded again with calories taken from the oil in the hydraulic system. The electric water pump 9 of the circuit of the heater 7 is not traversed by any heat transfer fluid and is therefore deactivated. As shown in Figures 7-b and 7-c, it may be relevant that the thermomanagement device retains the configuration shown in Figure 7-a even after starting the internal combustion engine 1 cold, low speed such that the spring bypass valve 22 integrated in the outlet housing 20 is closed (see FIG. 7- b) or at a higher speed such that this spring-loaded bypass valve 22 is open (see FIG. c). Indeed, this configuration makes it possible to continue heating the cabin with a "hot" heat transfer fluid carrying the calories from the hydraulic system oil, without mixing it with the cold heat transfer fluid at the engine output. In addition, this architecture allows the heat taken by the heat transfer fluid at the outlet of the internal combustion engine 1 to be reintroduced again input, without undergoing any heat exchange. The coolant of the internal combustion engine 1 then bypasses the heater 7 and the volume of heat transfer fluid then used in the temperature control circuit of the internal combustion engine 1 is greatly reduced compared to the configuration traditionally taken by the heat transport circuit The rise in temperature of the heat transfer fluid of this circuit as well as that of the internal combustion engine 1, are thereby accelerated. As soon as the temperature of the heat transfer fluid at the output of the internal combustion engine 1, which is "read" by the associated temperature sensor 21 integrated in the output box 20, reaches a given threshold, the heat-exchange device changes configuration and adopts for example, a clean to circulate the heat transfer fluid from the internal combustion engine 1 through the heater 7 alone (illustrated in Figure 7-h). Figure 7-d illustrates the configuration taken by the thermomanagement device according to this second embodiment, for thermally pre-conditioning the internal combustion engine 1 - and only it. Here too, the latter is inactive, has never started and is therefore cold: the thermostat 23 and the bypass valve 22 integrated into its outlet housing 20 are closed. The oil where the calories generated by the hydraulic system are stored to move the vehicle requires a slight cooling to keep it within the nominal temperature range. This configuration gives priority, to the heating of the cabin, the necessary thermal pre-conditioning of the internal combustion engine 1, for its quick start in adverse thermodynamic conditions, in view of the durability of its components, its fuel consumption, its polluting emissions and its acoustic level (combustion noise, acyclism, ...). The thermomanagement device therefore adopts, as illustrated in Figure 7-d, a configuration providing an average cooling of the oil, dissipating the calories in a coolant which then returns them within the engine block only. This time, the electric water pump 9 of the heater circuit 7, placed just at the outlet of the internal combustion engine 1 upstream of the valve 220, sucks the cold heat transfer fluid through the water core of the internal combustion engine 1 and the discharge through the channel 1 of the valve 220. The valve 221 thereof occupies a position such that the heat transfer fluid can come out only through the channel 4, the channels 3 (to the heater 7) and 2 (to the bypass of heater 7) being blocked. The electric water pump 9 of the air heater circuit 7 therefore pushes the cold heat transfer fluid from the water core of the internal combustion engine 1 towards the track 2 of the valve 210 which, occupying the same position as FIG. 7-a, directs it by its path 1, in the direction opposite to the direction of circulation of the coolant illustrated in FIGS. 7-a to 7-c, towards the oil / water exchanger 4 while passing through the water pump 10 low temperature circuit, inactive but busy. At the crossing of the oil / water heat exchanger 4, the cold heat transfer fluid from the water core of the internal combustion engine 1 is loaded with calories taken from the oil of the hydraulic system and therefore cools the latter. The solenoid valve 210 obstructing its path 3 by the position of the valve 211, the heat transfer fluid "hot" at the outlet of the oil / water exchanger 4 can not go towards the low-temperature radiator 6 and is thus moving towards the track 3 of the solenoid valve 230, the position of the valve 231 only authorizes it the output by the channel 2, the channel 1 to the heater 7 being obstructed. The "hot" heat transfer fluid, which can not pass through the valve 220 via its channels 2 and 3 and the heater unit 7 since the channel 1 of the valve 230 is obstructed, is thus directed towards the internal combustion engine 1, which it enters on the water core through the water pump 2 inactive but busy. The passage through the heat transfer fluid "hot" of the internal combustion engine water core 1 is due to the suction of the electric water pump 9 of the circuit of the heater 7, placed just at the output of the engine: this crossing is the opportunity for the "hot" heat transfer fluid to yield to the engine block the calories previously absorbed at the crossing of the oil / water heat exchanger 4. The heat transfer fluid thus cooled is again sucked by the electric water pump 9 which the is forced back to the solenoid valves 220 and 210 and the oil / water exchanger 4. In some cases, it is energetically relevant to warm the passenger compartment and thermally precondition the internal combustion engine 1 concomitantly. The thermomanagement device according to the second embodiment described here makes it possible to do it in two ways: The first is to make it successively adopt the configurations illustrated in FIGS. 7-a and 7-d, starting preferentially by pre-conditioning thermally the internal combustion engine 1, primarily to ensure startup (which can occur at any time) and the priming of the pollution control organs. According to this first method, the transition between the two configurations takes place periodically, for example in equal durations (five minutes of thermal pre-conditioning of the internal combustion engine 1, then five minutes of reheating of the passenger compartment, and thus of after). A second way, which makes it possible to ensure the two services actually at the same time (and not successively in limited time intervals as allowed by the first method) is to adopt the thermomanagement device according to the second embodiment the configuration illustrated in FIG. Figure 7-e. Until the arrival of the heat transfer fluid "hot" (because having absorbed the calories taken from the oil of the hydraulic system) at the channel 4 of the valve 220, the configuration then taken by the device is identical to that illustrated in FIG. 7-a (water pump 10 of the low temperature circuit at the outlet of the active oil / water exchanger 4 and position of the valve 211 of the valve 210). The valve 221 of the solenoid valve 220 occupies a position such that only its channel 2 is obstructed, simultaneously releasing to the "hot" fluid the track 3 towards the heater 7 and the track 1 towards the internal combustion engine 1 while crossing against -courant the electric water pump 9 of the circuit of the heater 7, inactive but busy. For its part, the valve 231 of the solenoid valve 230 occupies a position such that its three channels are free; Channel 3, similar to the configuration illustrated in Figure 7-a, the suction of the water pump 10 of the low temperature circuit, is the output. On the one hand, the portion of "hot" heat transfer fluid having taken the track 3 of the solenoid valve 220 passes through the unit heater 7 and takes, when it leaves, after yielding calories to the passenger compartment, the track 1 of the valve 230. On the other hand, the portion of heat transfer fluid "hot" having taken the track 1 of the solenoid valve 220 runs through the outlet box pipe 20 / unit heater 7 against the current in the traditional sense and enters the outlet box 20 by its outlet end to the heater 7, by sensitizing the passage temperature sensor 21 which is implanted therein. The bypass valve 22 spring then in the closed position closes the outlet of the outlet housing 20 by the bypass duct: the heat transfer fluid "hot" can only penetrate within the water core of the internal combustion engine 1. The heat transfer fluid then yields to the engine block of the calories previously taken within the oil / water heat exchanger 4 in the oil of the hydraulic system and out of the water core by the water pump 2 which, even if it is not active here, however, is busy. Joining the outlet of the degassing box 8 by borrowing against the charging pipe 13 it is impossible by design of this duct and differential pressure static; however, in some cases it may be necessary to add a non-return valve to this duct to overcome this parasitic circulation. At the outlet of the inactive water pump 2 of the internal combustion engine 1, the portion of the coolant having passed through the engine block can not take the obstructed channel 2 of the valve 220 and joins the valve 230 by its track 2. There is thus joined the fluid portion having passed through the heater 7 to give calories to the cabin. These two fluid portions therefore leave the solenoid valve 230 via its channel 3 in the same flow which, subjected to the suction supplied by the water pump 10 of the low temperature circuit, passes through the oil / water exchanger 4 where it is located. recharges again with calories taken from the oil in the hydraulic system. When, the vehicle is always driven by the only hydraulic traction without implementation of the internal combustion engine, the operation of the calories taken from the oil of the hydraulic system is no longer necessary (example: the combustion engine internal 1 has reached a temperature threshold for its startup and optimal operation, and it is not or no longer required to warm the cabin), the two electric pumps 9 and 10 are deactivated, thereby also disabling the circulation of heat transfer fluid within the two circuits. If, however, by the bias of the hydraulic system to ensure the mobility of the vehicle (internal combustion engine 1 still inactive, not yet started and cold), the temperature of the oil, "read" by a temperature sensor not shown, was to grow and reach a first predetermined threshold, Figure 7-f illustrates the configuration then adopted by the thermomanagement device according to the second embodiment. As soon as the temperature of the oil reaches this threshold, the electric water pump 10 of the low temperature circuit is activated (if previously deactivated, otherwise it remains active) and the valves 210 and 230 see their valves 211 and 231 take the illustrated positions. in FIG. 7-f, thus dissociating the two high and low temperature circuits, the position of the valve 221 of the valve 220 being consequently indifferent since the internal combustion engine 1 is here inactive. The activation of the electric water pump 10 of the low temperature circuit draws the heat transfer fluid "hot" after transferring the calories, taken from the oil of the hydraulic traction system, to the fluid through the oil / water exchanger 4. The heat transfer fluid thus heated is discharged through the channel 1 of the solenoid valve 210, the position of the valve 211 obstructs the channel 2 to the solenoid valve 220 and the high temperature circuit: the "hot" fluid is then directed by the channel 3 of the valve 210 at the inlet of the low-temperature radiator 6, at the crossing of which the heat transfer fluid gives up to the outside air the calories dissipated by the oil through the oil / water exchanger 4. The configuration taken by the valve 230 , which obstructs its channel 3 of communication with the high temperature circuit, ends to completely isolate the low temperature circuit of the high temperature circuit. The cooled heat transfer fluid is thus sucked at the outlet of the low temperature radiator 6 by the electric water pump 10 of the low temperature circuit at the inlet of the oil / water exchanger 4 to again absorb the calories dissipated in the oil by the system. hydraulic traction. The start and operation, in this case (the device being in the configuration illustrated in Figure 7-f) of the internal combustion engine 1 cold, low rotational speed such as the bypass valve 22 integrated in the outlet box 20 is closed (see FIG. 7-g) or at a higher speed such that this bypass valve 22 is open (not shown but similar to FIG. 7-c), forces the solenoid valve 220 to preferentially adopt a position such that the access to the heater 7 by its way 3 and the low temperature circuit by its channel 4 (access anyway already obstructed by the valve 210 whose channel 2 is also condemned) are obstructed. The valves 210 and 230 retain their positions illustrated in FIG. 7-f. The cold heat transfer fluid, coming from the internal combustion engine 1, then passes through the valve 220, from its track 1 to its track 2, before returning to the water pump 2 of the internal combustion engine 1. in FIGS. 7-b and 7-c, this configuration allows the calories transmitted to the coolant at the motor output to be reintroduced again at the input, without undergoing any heat exchange. The coolant of the internal combustion engine 1 bypassing the heater 7 and the volume of heat transfer fluid used in the temperature control circuit of the internal combustion engine 1, the temperature increases of the heat transfer fluid and the engine 1 are found thus accelerated. As soon as the temperature of the heat transfer fluid at the output of the internal combustion engine 1 reaches a given threshold, the thermomanagement device according to the second embodiment adopts the configuration illustrated in FIG. 7-h, so as to circulate the heat transfer fluid from the internal combustion engine through the heater. In this configuration, the valves 210 and 220 retain their rest positions as illustrated in FIG. 7-f: in particular, the valve 210 obstructs its channel 2 towards the valve 220 and the high temperature circuit and the valve 230 condemns its channel 3 to the low temperature circuit. For its part, the solenoid valve 220 adopts a position that allows the heat transfer fluid "hot" from the internal combustion engine 1 to pass through the heater 7: the channel 2 of the valve 220 which allows to bypass the heater 7 is obstructed by the valve 221. The "hot" heat transfer fluid at the outlet of the internal combustion engine 1 has no other possibility than to pass through the valve 220 of the track 1 to the track 3 (the track 2 being locked up and the track 4 obstructed by the track 2 of the valve 210) to then cross the heater 7 and if necessary there dissipate heat before crossing the valve 230 of the track 1 to the track 2 (the track 3 being condemned by the valve 231 ) to finally return to the water pump 2 of the internal combustion engine 1 and again within the water core of said engine 1. [0070] The thermomanagement device according to the second embodiment allows, in certain life situations (in particular where the internal combustion engine dull 1 is active, but not only), to heat the oil (to reduce the viscosity and reduce the hydrodynamic drag of the member 3 and the hydraulic system) through the passage of heat transfer fluid (then hot, in any case to a temperature higher than that of the oil which is too cold for the hydraulic system to have its nominal performance) coming from the internal combustion engine 1, through the oil / water exchanger 4. This is illustrated in the figures 7-i and 7-j, which differ only in the position of the thermostat 23 integrated in the outlet housing 20 motor output for its thermoregulation. In particular, the solenoid valve 230 occupies a position such that its three channels are free, the valve 210 occupies a position such that its channel 3 towards the low temperature radiator 6 is obstructed, the electric water pump 10 of the low temperature circuit is inactive but passing (because it is traversed by the opposite direction of the "hot" heat transfer fluid from the internal combustion engine 1) and the solenoid valve 220 occupies a position only obstructing its track 2 to bypass the heater 7. In the case of Figure 7-i, the internal combustion engine 1 is hot but not enough for the thermostat 23 is open. The position taken by the solenoid valve 220 allows the circulation of the heat transfer fluid from the internal combustion engine 1 from the channel 1 to the channels 3 and 4, thus both to the heater 7 and to the low temperature water circuit and the valve 210. By the position of the valve 211, it directs the heat transfer fluid from the internal combustion engine 1, which then borrowed the channel 4 of the valve 220, through the electric water pump 10 of the low circuit temperature, inactive but busy, and especially through the oil / water heat exchanger 4 where it transmits calories to the oil by heating it. The heat transfer fluid thus cooled at the outlet of the oil / water exchanger 4 can not take the path to the low temperature radiator 6 (the track 3 of the valve 210 being obstructed) and then goes to the channel 3 of the valve 230 This fluid joins the one that, from the channel 3 of the valve 220, has passed through the heater 7 to yield calories to warm the cabin, and which arrives in the valve 230 by its channel 1. The channels 1 and 3 of the valve 230 here constitute the two inputs and its channel 2, located at the suction of the water pump 2 of the internal combustion engine, is the output. The heat transfer fluid from the channel 2 of the valve 230 is discharged by its water pump 2 at the input of the internal combustion engine 1 where it is loaded again in calories. If necessary, the water pump 9 is activated to promote the circulation of the fluid from the internal combustion engine 1 through the heater 7 and towards the low temperature circuit to the valve 210. no longer necessary to heat the oil of the hydraulic system, the thermomanagement device according to the second embodiment then adopts, for example, the configuration illustrated in Figure 7-h, the water pump 10 of the low temperature circuit being in a first time kept inactive and activated if it is necessary to cool the oil. In the case of Figure 7-j, the internal combustion engine 1 is hot: the open thermostat 23 derives part (growing as this thermostat 23 opens further) of the heat transfer fluid from the combustion engine internal 1 through the high temperature radiator 5. Figure 7-j differs from Figure 7-i by the position of the thermostat 23 integrated into the output housing 20 at the output of the internal combustion engine 1 for its thermoregulation: this thermostat 23 having no impact on the configuration taken by the thermomanagement device according to the second embodiment, the description of Figure 7-i also applies to describe Figure 7-j. Here, the water pump 9 of the heater circuit 7 is preferably not activated. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device according to the second embodiment then adopts the configuration illustrated in FIG. 7-k, the water pump 10 of the low temperature circuit being in a first time kept inactive, then activated if it is necessary to cool the oil. In the configuration illustrated in Figure 7-k, the low temperature circuit adopts the same arrangement as in Figure 7-h and the high temperature circuit, the same as in Figure 7-j, with opening of the thermostat 23 integrated in the outlet box 20 at the output of the internal combustion engine 1 and passage of the high temperature heat transfer circuit in the dedicated radiator 5. Alternatively, the valve 220 can also take the position guiding the heat transfer fluid, from the internal combustion engine 1 and entering through its channel 1, to its way 2, as described in Figure 7-g, thus bypassing the heater 7. These two high and low temperature circuits are therefore separated: the various actuators (electric water pumps 9, 10, solenoid valves 210, 220, 230) adopt here the same positions as in Figure 7-h. The description of FIG. 7-k is therefore, with regard to the low temperature circuit, identical to the description of its operation made in FIG. 7-h and, as regards the high temperature circuit, identical to the description of its operation done in Figure 7-j. As well as in the context of the first embodiment of a thermomanagement device of a power unit of a hydraulically hybridized motor vehicle, the configurations described by FIGS. 7-f, 7-h and 7-k are also adopted by the second embodiment when, the hot internal combustion engine 1 being deactivated after a sufficiently long period of biasing, the electric water pump 9 is activated in order to exploit the heat capacity of the engine 1 and its fuel circuit. thermoregulation and continue to provide the heater 7, despite the extinction of the internal combustion engine 1 and the associated deactivation of its water pump 2, the calories still present in the engine 1 and its circuit. Referring now to Figures 8-a to 8-j, we will describe a third embodiment of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle. Since the environment between the deck and the powertrain is traditionally a constrained zone in implantation, the solenoid valves 220 and 230 of the second preceding embodiment, placed between the inlets and outlets of the heater 7 and the internal combustion engine 1, have were here grouped into a single actuator 320 to optimize the integration, mass, control and cost of the device. As shown in Figure 8-a, this architecture uses two solenoid valves 300 and 320 whose four channels (numbered 1 to 4) are alternately sometimes inputs or outputs, which manage the connection between the high and low circuits. low temperature. This architecture also comprises a thermostatic valve 330 equipped with a double-acting thermostat 334 (the opening of the radiator channel 6 by the thermostat 334 condemns the access by this way to the valve 300 and vice versa) and a check valve. back 310 on the pipe at the outlet of the heater 7, upstream of the connection to the channel 2 of the solenoid valve 320 and downstream of the connection to the channel 1 of the solenoid valve 300. The electric water pump 9 installed on the high temperature circuit is just at the output of the heater unit. [0076] The solenoid valve 300 is placed on the low temperature circuit and is distinguished from the valve 220 of the second embodiment illustrated in FIGS. 7-a to 7. k by the fact that here the valve 300 takes only two positions: lane 1-lane 4 / lane 2-lane 3 or lane 1-lane 2 / lane 3-lane 4. The valve 300 may be solenoid valve type solenoid and translation of a shutter, but it consists more preferentially in a part movable valve type 301, rotated by a small electric motor, for example of the continuous motor type, in a body where are formed conduits through which the fluid flows in the two positions taken by the valve 300. The transition between these positions is made for example against a return spring allowing, during a failure of the valve 300, to bring it back to its rest position lane 1-lane 2 / lane 3-lane 4. Nevertheless, this variant requires a more powerful electric motor to overcome the resistive torque generated by the return spring when the valve A takes the configuration lane 1-lane 4 / lane 2-lane 3 and larger to ensure cooling of the winding. This results in a significant current consumption in order to maintain the valve 300 in this configuration lane 1-lane 4 / lane 2-lane 3. In a variant, the valve 300 has two stable positions consisting of lane 1-lane 2 / lane 3 configurations. channel 4 and channel 1-channel 4 / channel 2-way 3, the transition between these positions taking place by inverting the polarity of the control either directly by a computer, or by an integrated electronic valve 300 then also provided with a valve position sensor 301. This variant eliminates unnecessary power consumption to maintain the valve 300 positioned in the state lane 1-lane 4 / lane 2-way 3 and use an electric motor of limited volume. Finally, the arrangement of the movable portion formed of the valve 301 of the valve 300 in its body makes it possible to overcome any excess pressure of fluid in the hydraulic circuit that can be generated by the intermediate positions taken by the valve 301 during its rotation. in the body of the valve 300 or during a possible seizure of the valve 301 in the body. This arrangement can be carried out by judiciously designing the covering of the ducts, made in the body of the valve 300, by the moving part, always allowing fluid to flow in and out of the valve 300. overpressure in the fluid circuit is avoided by the control of the valve 300 by prohibiting certain angles of rotation of the valve 301 in the body, according to the flow rate of the fluid delivered by the water pump 2 of the internal combustion engine 1 and / or the electric water pumps 9 and 10. This device is integrated either to the electronics of the valve 300 or the computer not shown which controls the thermomanagement device of a powertrain of a motor vehicle hydraulically hybridized according to the third mode of production. For its part, the solenoid valve 320 is placed at the inlet of the heater 7 and in particular manages the connection with the internal combustion engine 1. Like the solenoid valve 300, the valve 320 preferably consists of a part mobile 321 rotated by a small electric motor, for example of the continuous motor type, in a body in which are formed conduits through which the fluid flows in the position taken by the valve 320. The transition between these positions s against a return spring also enabling, during a failure of the valve 320, to return it to its rest position (taken in the absence of any control) giving priority to the communication of the channel 1 at the output of the internal combustion engine 1 with channel 3 to the heater 7: this is the position that the solenoid valve 320 occupies for example in Figure 8-c and 8-e. The valve 320 has several stable positions consisting of the positions taken in the figures described below, the transition between these positions being effected by a command from a computer (not shown) or an integrated electronics 320 then also provided with a position sensor of the movable part 321. This variant eliminates unnecessary power consumption to maintain the valve 320 in its desired configuration and use a limited volume electric motor. Finally, as for the solenoid valve 300, the arrangement of the movable part 321 in the body of the valve 320 makes it possible to overcome any excess pressure and any unwanted mixture of heat transfer fluid from the different branches of the circuits, which can be generated by the intermediate positions taken by the mobile part 321 during its rotation in the body of the valve 320 or during a possible seizure of the movable part 321 in the body of the valve 320. This arrangement can be carried out by judiciously designing the covering of the ducts, made in the body of the valve 320, by the movable part 321, always allowing the fluid to flow in and out of the valve 320. FIG. 8-a is functionally equivalent to Figure 7-a and illustrates the configuration taken by the thermomanagement device according to the third embodiment to ensure the heating of the passenger compartment while cooling the oil, in dissi pant calories in a heat transfer fluid which then returns to the cabin via the heater 7 and without losing within the engine block 1. This arrangement thus allows for example to strongly reduce, or even cancel completely, the power consumption additional dedicated to the heating of the cabin (electrical resistances or CTP in the passenger compartment air or in the coolant at the entrance of the heater). In this configuration, the internal combustion engine 1 is inactive, has never started and is therefore cold: it can not therefore ensure the heating of the passenger compartment; the thermostat 23 and the spring bypass valve 22 integrated in the outlet housing 20 are closed. The vehicle is moved by the hydraulic system, calories are stored in the oil: the reheating of this oil is not necessary and a slight cooling is required to maintain it in a nominal temperature range. The water pump 10 of the low temperature circuit at the inlet of the oil / water exchanger 4 is active and delivers the fluid, loaded in calories, coming from this oil / water exchanger 4, at the inlet 331 of the thermostatic valve 330. the opening start of its double-acting thermostat 334 is set to a threshold such that the channel 332 to the low-temperature radiator 6 is in this closed configuration: the channel 333 is open towards the valve 300, which is then in a position such that the heat transfer fluid "hot" from the thermostatic valve 330, then closed, enters the valve 300 by the channel 3 and leaves via the channel 2. The water pump 10 of the low temperature circuit discharges the "hot" fluid to through the heater 7 through the valve 320 through its channels 4 and 3: at the crossing of the heater 7, the fluid "hot" gives calories from the oil to the passenger compartment air by the activation of the electric blower not shown. The electric water pump 9 at the outlet of the heater 7 is inactive, but still passing: the pressure and the depression exerted on either side of the nonreturn valve 310 at the outlet of the heater 7 then do not allow it. the opening, condemning the heat transfer fluid at the outlet of the heater 3 access to the valve 320 and the internal combustion engine 1. The water pump 10 of the low temperature circuit then sucks the heat transfer fluid, cooled through the air heater 7, through the valve 300 by its channels 1 and 4, then the discharge at the inlet of the oil / water heat exchanger 4 where the heat transfer fluid is loaded again in calories. FIG. 8-b illustrates the configuration taken by the heat management device according to the third embodiment for pre-thermally conditioning the internal combustion engine 1. Here too, the latter is inactive, has never started and is therefore cold: the thermostat 23 and the spring bypass valve 22 integrated in the outlet housing 20 are closed. The oil that dissipates the calories generated by the hydraulic system to move the vehicle requires a slight cooling to maintain the oil in a nominal temperature range. This configuration favors the heating of the cabin the necessary thermal pre-conditioning of the internal combustion engine 1, for its quick start in adverse thermodynamic conditions, the durability of its components, its fuel consumption, its polluting emissions and its acoustic level (combustion noise, acyclism, ...). The thermomanagement device according to the third embodiment therefore adopts, illustrated in FIG. 8-b, a configuration providing an average cooling of the oil, dissipating its calories in a heat-transfer fluid which then restores them within the engine block and, if necessary, to the cabin through the heater 7 if the associated blower not shown is activated. Until the arrival of the coolant to the channel 4 of the solenoid valve 320, the operation of the thermomanagement device according to the third embodiment to recover, through the oil / water exchanger 4, the calories dissipated in the oil is identical to that taking place when the device adopts the configuration shown in FIG. 8-a (water pump 10 of the low temperature circuit at the inlet of the oil / water heat exchanger 4 active, positions of the thermostatic valve 330 and valve 300). The solenoid valve 320 here takes a position such that the "hot" fluid reaching its end 4 from the oil / water heat exchanger 4 and the valve 300 is guided towards its channel 1, runs through the outlet box pipe 20 / air heater 7 to counter-flow in the traditional sense and enters the outlet housing 20 through its outlet nozzle to the heater 7, by sensitizing the passage temperature sensor 21 which is implanted therein. The bypass valve 22 spring then in the closed position closes the outlet of the outlet box 20 via the bypass duct and the thermostat 23 is closed: the heat transfer fluid "hot" can only penetrate within the water core of the engine 1. The heat transfer fluid then transfers to the engine block previously dissipated calories within the oil / water exchanger 4 by the hydraulic system oil and out of its water core by the water pump 2 of the engine internal combustion 1 which, even if it is not active here, however, is busy. Joining the outlet of the degassing box 8 by borrowing against the charging pipe 13 it is impossible by design of this duct and differential pressure static; however, it may in some cases be required the addition on this conduit 13 of a non-return valve to overcome this parasitic traffic. At the outlet of the inactive but passing water pump 2 of the internal combustion engine 1, the coolant having passed through the engine block can not reach directly the heater 7 because the non-return valve 310 is closed: the fluid joins the track 2 of the valve 320 which directs it then to the heater unit 7 by its channel 3. The possible activation of the blower allows to dissipate to the cabin air the residual calories remaining in the coolant which has previously given a portion to the engine to internal combustion 1. Otherwise, if this blower is not activated, the heat transfer fluid leaves the heater 7 at substantially the same temperature as when it enters. Since the output of the heater unit 7, the path of the heat transfer fluid in accordance with the operation of the thermomanagement device according to the third embodiment to return to the oil / water exchanger 4 and recharge it again in calories, is again identical to that taking place when the device adopts the configuration shown in Figure 8-a (water pump 9 inactive, pressure switch 310 closed, water pump 10 of the low temperature circuit at the inlet of the exchanger oil / water 4 active, position of the thermostatic valve 330 and the valve 300). This configuration thus makes it possible either to pre-heat condition the internal combustion engine 1 alone (by deactivating the cabin air blower), or to heat the cabin also at the same time via the heater 7 (by activating the blower). however, preferring the thermal pre-conditioning of the engine 1 since the heat transfer fluid "hot" first passes through the engine block to possibly give up its residual calories to the passenger compartment air. When, the vehicle is always driven by the single hydraulic traction without implementation of the internal combustion engine 1, the exploitation of calories dissipated in the oil of the hydraulic system is no longer necessary (example: the engine to internal combustion 1 has reached a temperature threshold for starting and optimal operation, and it is not or no longer required to warm the cabin), the electric pump 10 of the low temperature circuit is deactivated, thereby inhibiting the flow of fluid coolant within the two circuits. For its part, the valve 300 then adopts the position 1-way 2/3-way 4 and the valve 320 communicates its channels 1 and 3: these positions, illustrated in Figure 8-c, completely isolate the low circuit temperature of the high temperature circuit. However, if, due to the stress of the hydraulic system to ensure the mobility of the vehicle (internal combustion engine still inactive, not yet started and cold), the temperature of the oil, "read" by a temperature sensor not shown, was to grow and reach a first predetermined threshold, Figure 8-c illustrates the configuration then adopted by this thermomanagement device according to the third embodiment. As soon as the temperature of the oil reaches this threshold, the electric water pump 10 of the low temperature circuit is activated (if previously deactivated, otherwise it remains active) and delivers, at the inlet 331 of the thermostatic valve 330, the heat transfer fluid "hot". After transfer of the calories, dissipated in the oil by the hydraulic traction system, the fluid through the oil / water exchanger 4. The temperature of the "hot" heat transfer fluid from the oil / water exchanger 4 is then sufficient to cause the beginning of opening of the thermostat 334, which then drifts a portion (increasing as this thermostat opens further) of the heat transfer fluid from the oil / water exchanger 4 from the outlet end of the thermostatic valve 300 to the low temperature radiator 6. The other part (which shrinks as this thermostat 334 opens further) "hot" fluid leaves the thermostatic valve 330 through the tip 333 and crosses the elect rovanne 300 from lane 3 to lane 4, at the end of which it mixes with the portion of fluid that is now cold coming from the low-temperature radiator 6, where the heat transfer fluid has given up to the outside air the calories dissipated by the oil at the crossing of the oil / water heat exchanger 4. The heat transfer fluid from this mixture, at the intersection between the outlet via the tip 4 of the valve 300 and the outlet of the low temperature radiator 6, is finally sucked by the electric water pump 10 of the low temperature circuit which drives it back to the inlet of the oil / water exchanger 4 to again absorb the calories dissipated in the oil by the hydraulic traction system. When the thermostat 334 is fully open, all the "hot" heat transfer fluid from the oil / water exchanger 4 passes through the low-temperature radiator 6, as shown in FIG. 8-f. This configuration thus makes it possible to provide a true thermal regulation of the oil of the hydraulic system while ensuring cooling when the temperature of the coolant at the outlet of the oil / water exchanger 4, image of the temperature of the oil and "Read" by a thermosensitive element 334 of the thermostatic valve 330, requires it. The device being in the configuration illustrated in Figure 8-a, the starting and operation in this case of the internal combustion engine 1 cold, low rotational speed such as the bypass valve 22 integrated in the output housing 20 is closed (see Figure 8-d) or higher speed such that the bypass valve 22 is open (not shown), does not advantageously change the configuration taken by the thermomanagement device according to the third embodiment, identical to the configurations illustrated in Figures 7-b and 7-c. Indeed, it may be relevant that the thermomanagement device retains this configuration, which: on the one hand, allows to continue heating the cabin with a heat transfer fluid "hot" conveying to the heater 7, through the tracks 4 and 3 of the valve 320, the calories from the oil of the hydraulic system, without mixing it with the cool heat transfer fluid at the output of the internal combustion engine 1, and, secondly, allows the heat dissipated calories to coolant at the output of the internal combustion engine 1, through the channels 1 and 2 of the valve 320, to be reintroduced again at the input, without undergoing any heat exchange: the heat transfer fluid of the internal combustion engine 1 bypassing the heater 7, and the volume of heat transfer fluid used within the thermoregulation circuit of the internal combustion engine 1 being reduced, the temperature increases of the heat transfer fluid and the engine 1 are thus accelerated. Thus, as in Figure 7-b and 7-c illustrating the second embodiment, the thermomanagement device according to the third embodiment connects the heater 7 to the low temperature circuit and the high temperature circuit is restricted to only internal combustion engine 1. Here again, as illustrated in FIG. 8-d, the inaction of the electric water pump 9 at the outlet of the heater 7 and the position taken by the valve 320 prevents the opening of the anti-tamper valve. 310. As soon as the temperature of the heat transfer fluid at the output of the internal combustion engine 1 active, "read" by the associated temperature sensor 21 integrated in the outlet housing 20, reaches a given threshold, the thermomanagement device according to the third mode embodiment changes configuration and adopts, for example, a configuration adapted to circulate the heat transfer fluid from the internal combustion engine 1 through the heater 7 (illustrated in Figure 8-e). In this configuration, illustrated in FIG. 8-e, the solenoid valve 320 communicates its channel 1, coming from the internal combustion engine 1, and its channel 3 towards the heater 7: the channel 2 of the valve 320 which bypasses the heater 7 and its channel 4 to the valve 300 and the low temperature circuit are obstructed. This position completely isolates the low temperature circuit of the high temperature circuit. This position of the valve 320, combined with the rotation of the water pump 2 of the internal combustion engine 1 (which exits the air heater 7, upstream, the pressure and, downstream, the required depression) are open the check valve 310 which allows its passage through the fluid from the heater 7 to the water pump 2 of the engine. Thus, the "hot" heat transfer fluid at the outlet of the internal combustion engine 1 has no other possibility than to cross the valve 320 of the track 1 to the track 3 then to pass through the heater 7 and if necessary there dissipate calories, before passing through the check valve 310 to finally return to the water pump 2 and again within the water core of the internal combustion engine 1. On its side, the valve 300 adopts its rest position track 1-way 2 / way 3-way 4 and the water pump 10 of the low-temperature circuit is either inactive (if no thermoregulation of the oil is required), or active to ensure the passage of the coolant in the exchanger oil / water 4, for example to promote the rise in temperature of the oil and the homogeneity and the measurement of the temperature of the coolant in the low temperature circuit. If the temperature of the fluid at the outlet of the oil / water exchanger 4 is too low and in particular less than the opening threshold of the thermostat 334 of the thermostatic valve 330, the water pump 10 of the low temperature circuit is deactivated and then reactivated if the temperature of the oil reaches a first temperature threshold: the heat transfer fluid is then directed by the thermostat 334, as illustrated in FIG. 8-e, to the valve 300 via the outlet nozzle 333 of the thermostatic valve 330 to be again discharged by the water pump 10 into the oil / water exchanger 4. If the temperature of the fluid at the outlet of the oil / water exchanger 4 increases and, in particular, exceeds the opening threshold of the thermostat 334, then the coolant is, as in Figure 8-c, shared between the low-temperature radiator 6 and the valve 300. If the temperature of the heat transfer fluid reaches that of full opening of the thermostat 334, the thermostatic valve thermostat 330 condemns the ors, as illustrated in Figure 8-f, the passage through the valve 300 and directs the fluid "hot" from the oil / water exchanger 4 in full to the low-temperature radiator 6 to give outside air calories dissipated by the oil to the coolant through the oil / water exchanger 4. In the case of Figure 8-g, the internal combustion engine 1 is active and hot but not enough for the thermostat 23 is open, and the oil temperature of the hydraulic system requires that it be warmed up. The position taken by the solenoid valve 320 allows the circulation of the "hot" heat transfer fluid from the internal combustion engine 1 from the channel 1 to the channels 3 and 4, thus both to the heater 7 and to the low temperature circuit via the valve 300. By the position of the valve 301, it directs the heat transfer fluid from the internal combustion engine 1 via the channel 4 of the valve 320, from its channel 2 to its channel 3 to the inlet 333 of the thermostatic valve 330. The temperature of the heat transfer fluid at the inlet of the thermostatic valve 330 is then lower than the opening start threshold of the thermostat 334: the channel 332 towards the low temperature radiator 6 is thus closed and the heat transfer fluid "hot" can therefore only take the path to the oil / water heat exchanger 4, against the current of the traditional circulation direction, through which the heat transfer fluid "heat" dissipates calories to the oil by heating it. At the end of the oil / water exchanger 4, the coolant thus cooled passes through the electric water pump 10 of the low-temperature circuit, inactive but passing, and reaches the vicinity of the valve 300. The coolant can not be direct to the low-temperature radiator 6 (the closing of the thermostat 334 condemning the access to the track 332) and therefore borrows the valve 300 through its tracks 4 and 1 to regain the output of the heater 7, thanks to the suction of the water pump 2 of the internal combustion engine1. This fluid joins the one that, crossing the valve 320 of the track 1 to the track 3, has passed through the heater 7 to yield calories to warm the cabin, then the water pump 9 of the circuit of the heater 7, if necessary activated to promote the circulation of the fluid from the internal combustion engine 1 through the heater 7. The check valve 310 at the outlet of the heater 7 is open for the same reasons that explained in the context of Figure 8-f. The coolant, both from the heater 7 and the low temperature circuit at the intake of the water pump 2 of the internal combustion engine 1, is discharged by it at the inlet of the internal combustion engine 1 where it charges again in calories. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device according to the third embodiment then adopts, for example, the configuration illustrated by FIGS. 8-e or 8-f, the pump water 10 of the low temperature circuit being initially kept inactive, then activated if it is necessary to cool the oil. In the case of Figure 8-h, the internal combustion engine 1 is hot: the open thermostat 23 derives part (growing as this thermostat 23 opens further) of the heat transfer fluid from the combustion engine internal 1 through the high temperature radiator 5. Figure 8-h differs from Figure 8-g by the position of the thermostat 23 integrated into the outlet housing 20 at the output of the internal combustion engine 1 for its thermoregulation: this thermostat 23 having no impact on the configuration taken by the heat management device according to the third embodiment, the description of Figure 8-g also applies to describe Figure 8-h. Here, the water pump 9 of the heater circuit 7 is preferably not activated. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device according to the third embodiment then adopts the configuration illustrated in FIG. 8-i, the water pump 10 of the low temperature circuit being in a first time kept inactive, then activated if it is necessary to cool the oil. In the configuration illustrated in Figure 8-i, the low temperature circuit adopts the same arrangement as in Figure 8-e. The high-temperature circuit adopts a particular configuration: on the one hand, as in FIG. 8-h, the thermostat 23 integrated in the outlet box 20 at the outlet of the internal combustion engine 1 is open and allows the passage of the heat-transfer circuit high temperature in the dedicated radiator 5; - On the other hand, the valve 320 can take the position guiding the heat transfer fluid from the internal combustion engine 1 and entering through its channel 1 - or to its way 2, as described in Figure 8-i: the heater 7 is then bypassed and the check valve 310 is closed; - Or to its way 3, as described in Figures 8-f or 8-j: the heat transfer fluid from the internal combustion engine 1 then passes through the heater 7 and the non-return valve 310 is open. These two high and low temperature circuits are in these two separate cases. In the configuration illustrated in Figure 8-j, the low temperature circuit adopts the same arrangement as that illustrated in Figure 8-f (including the intermediate positions of the thermostat 334 of the thermostatic valve 330 between its closure and its full opening) and the high temperature circuit, the same as illustrated in FIGS. 8-f or 8-i, with opening of the integrated thermostat 23 to the outlet box 20 at the outlet of the internal combustion engine 1 and passage of the high heat transfer fluid temperature in the dedicated radiator 5. These two circuits high and low temperature are here, too, separated. In the three embodiments of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle that we have just described and in the variant embodiment of the first embodiment of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle, the two radiators high temperature 5 and low temperature 6 are separated. The hybridization of a traction system forces the aerothermal facade module, with the installation of an additional heat exchanger, for example of the low-temperature air / water heat exchanger type 6, sized to evacuate the maximum level of calories in situations extremes of life on the hybridized part of the powertrain (electric or hydraulic), without impacting the other heat exchangers (high-temperature radiator 5, condenser, charge air cooler of the internal combustion engine 1) or the functional and associated services : cooling of the internal combustion engine 1 (its coolant and its lubricating oil via the high temperature radiator 5, its charge air via the air / air heat exchanger or associated air / water exchangers), refrigeration (air condenser; another low-temperature radiator or the same if water condenser), front overhang, reparability and pedestrian impacts, mass, costs etc. Thus is installed in the front of the vehicle an additional heat exchanger, for example low-temperature air / water heat exchanger type 6, to remove the calories generated in the low temperature circuit, while in a number of operating configurations of these modes for producing a thermomechanical device, the high temperature radiator 5 is not used because either the internal combustion engine 1 is inactive or the temperature of the heat transfer fluid circulating in the water core of the internal combustion engine 1 is not sufficient to allow the opening of the thermostat 23 integrated in the outlet box 20, thereby rendering unused the high temperature radiator 5 for the thermoregulation of the internal combustion engine 1. On the other hand, at certain times of these particular configurations, the calories to be evacuated from the hydraulic system are such that the low-temperature radiator 6 can be enough to evacuate these calories generated by the hydraulic system. This can come, among other things, from the design of said low-temperature radiator 6 which is dimensioned with respect to the existing space at the front face without deterioration with respect to the operation of the high-temperature radiator 5, as has been discussed in the introduction of the this description. Hence the interest, in certain operating cases, to associate the high temperature radiator 5 with the low temperature circuit, in addition to the low temperature radiator 6, and to restore the assignment of the high temperature radiator 5 to the high temperature circuit when the cooling requirement of the internal combustion engine 1 requires it. The hypothesis has been made of a thermostat 23 of the internal combustion engine 1 advantageously positioned at the output of this engine 1: the coupling architecture of the two heat exchangers 5 and 6 also applies to the case where the thermostat 23 is positioned in position. inlet of the internal combustion engine 1, with slight adaptations. Referring to Figures 9-a to 9-c, we will describe a single radiator forming water / air heat exchanger which comprises a low temperature radiator portion 60 and a high temperature radiator portion 50, arranged within the same heat exchanger air / heat transfer fluid. The low temperature radiator portion 60 comprises a heat transfer fluid inlet 61 opening into an inlet housing 62 which will allow the heat transfer fluid to be distributed through a heat exchanger 60. The heat exchanger 60 then opens into an outlet housing 63 provided with an outlet 64 of heat transfer fluid. The inlet 61 and the outlet 64 are positioned substantially at the center of the inlet and outlet housings 62, respectively, in order to homogeneously distribute the coolant in all the inlet and outlet housings 62 and 63. all of the heat exchanger 60. The inlet 61 and the outlet 64 are connected to the low temperature circuit of a heat management device of a power unit of a hydraulically hybridized motor vehicle. Similarly, the high temperature radiator portion 50 comprises an inlet 51 of heat transfer fluid opening into an inlet housing 52 which distributes the heat transfer fluid within a heat exchanger 50. The heat exchanger 50 opens into an outlet housing 53 provided with a heat transfer fluid outlet 54.

The inlet 51 and the outlet 54 are positioned substantially at the center of the inlet and outlet housings 52, respectively, in order to homogeneously distribute the coolant in all the inlet and outlet housings 52 and 53. the entire heat exchanger 50. The inlet 51 and the outlet 54 are connected to the high temperature circuit of a heat management device of a power unit of a hydraulically hybridized motor vehicle. The two parts forming low temperature radiators 60 and high temperature 50 form the single radiator illustrated in Figures 9-a to 9-c. The two high temperature 50 and low temperature radiator parts 60 are separated within the single radiator by a partition 90. [0093] Part of the partition 90 separates the inlet housing 62 from the low temperature radiator portion 60 and the inlet casing 52 of the high temperature radiator portion 50. It has a passage 66 which is extended by a duct 65. This duct 65 projects from the part of the partition 90 separating the inlet casings 62 and 52 within the inlet housing 52 of the high temperature radiator portion 50. A free end of the conduit 65 is then in the vicinity of the inlet 51 of the inlet housing 53. The conduit 65 is arranged so that this free end is located at a central portion of the input housing 52. Between the free end of the conduit 65 and the inlet 51, the radiator comprises first closure means 70, located between the passage 66 and the Cies 51, which can take two positions, a position in which the inlet 51 of the input box 52 is open and the conduit 65 is closed at its free end and a position for which the input 51 input of the input box 52 is closed and the conduit 65 is open at its free end. Similarly, a portion of the partition 90 separates the outlet housing 63 from the low temperature radiator portion 60 of the outlet housing 53 of the high temperature radiator portion 50. The portion of the partition 90 separating the housings outlet 63 and 53 has a passage 67 which is extended by a duct 56. The duct 56 projects from the part of the partition 90 separating the outlet boxes 53 and 63 inside the outlet housing 53 of the high temperature radiator portion 50. The conduit 56 has a free end which is arranged to be located in the vicinity of the outlet 54 of the outlet housing 53, on the one hand, and on the other hand, at the a central portion of the outlet housing 53 of the high temperature radiator portion 50. Again, the radiator has second shutter means 80 located between the passage 67 and the outlet 54 of the outlet housing 53, which can endre two positions, a position for which the output 54 of the output housing 53 is open and the conduit 56 is closed at its free end and another position for which the output 54 of the output housing 53 is closed and the conduit 56 is open at its free end. The position at the central portion of the inlet housing 52 of the free end of the conduit 65 allows to bring a coolant, having entered through the inlet 61 of the input box 62, in the center of the inlet box 52, so that the heat transfer fluid is properly distributed, because of this central position, within the exchanger 50 connected to the input box 52. This optimal distribution of the heat transfer fluid within the the heat exchanger 50 is further improved by the positioning of the free end of the duct 56 in the central part of the outlet casing 53 which makes it possible to return the heat transfer fluid introduced by the duct 65 to the outlet box 63 and the output 64. This situation is illustrated in Figure 9-a. The first closure means 70 comprise, here, a double-acting pressostatic valve. Such a double-acting pressostatic valve 70, in the absence of any relative pressure or of any coolant flow rate here coming from the internal combustion engine 1 whose output is linked to the inlet 51, is then in the closed position such that as shown in Figure 9-a. The double-acting pressostatic valve 70 thus releases access to the high-temperature radiator portion 50 for a heat-transfer fluid of the low-temperature circuit that arrives through the inlet 61 of the low-temperature radiator portion 60. Thus, the heat transfer fluid of the low temperature circuit is sent to each of the two parts forming the radiator illustrated in Figure 9-a. The portion of the coolant having passed through the low temperature radiator portion 60 is directly fed back into the low temperature circuit at the outlet 64. The portion of the heat transfer fluid having passed through the high temperature radiator portion 50 is in turn subject to a control of its temperature at the outlet of the heat exchanger 50, produced by the second shutter means 80. For this purpose, the second shutter means 80 comprise a double-acting thermostat that will, depending on the temperature of the heat transfer fluid, surrounding, take one of the two aforementioned positions of the second shutter means 80. Such a double-acting thermostat 80 will prevent that in certain life situations, heat transfer fluid too hot, unsuitable for cooling the oil of the hydraulic system performed by the low temperature circuit, is sent at the inlet of the oil / water exchanger 4 through the conduit 56 and the output 64. As soon as the internal combustion engine 1 comes into action and the thermostat 23 of the outlet housing 20 opens under the increase of the heat transfer fluid temperature heated by the internal combustion engine 1, a flow begins to be established in the inlet 51 of the inlet box 52 of the high temperature radiator portion 50. Therefore, the double-acting pressure valve 70 takes its second position in which it closes the conduit 65 at the its free end against which it is plated, effectively damning access to the high temperature radiator portion 50 for any heat transfer fluid from the low temperature circuit and therefore the input housing 62. Alternatively, this transition of position of the double-acting pressure switch 70 is effected when a given pressure differential threshold between the inlet 51 of the high temperature radiator portion 50 and the inlet 61 is reached. of the low temperature radiator portion 60. This threshold depends in particular on the rotational speed of the electric pump 10 of the low temperature circuit and the water pump 2 of the internal combustion engine 1, the degree of opening of the thermostat 23, the the temperature of the heat transfer fluid at the outlet of the internal combustion engine 1. The open position of the double-acting pressostatic valve 70 is illustrated in FIG. 9-b. In this position, the heat transfer fluid introduced at the inlet 51 passes through the heat exchanger of the high temperature radiator portion 50, while, for its part, the heat transfer fluid introduced from the low temperature circuit through the inlet 61 is sent to the heat exchanger of the low-temperature radiator portion 60. For a low need for cooling of the internal combustion engine 1, the double-acting thermostat 80 located at the outlet of the exchanger of the high-temperature radiator portion 50 remains closed, as illustrated in Figures 9-a and 9-b, then allowing access to the low temperature circuit for the heat transfer fluid from the internal combustion engine 1 having passed through the heat exchanger of the high temperature radiator portion 50 through the conduit 56 whose free end is then open. As a result, the electric water pump 10 of the low temperature circuit sucks at the same time the coolant originally originating from the low temperature circuit after the latter has passed through the low temperature radiator portion 60, as well as the heat transfer fluid originally from the engine. internal combustion 1, after this fluid has passed through the high temperature radiator portion 50. This configuration of the single radiator increases the cooling potential of the hydraulic system oil. Figure 9-c illustrates a last configuration of the single radiator. When the temperature of the heat transfer fluid at the outlet of the heat exchanger of the high temperature radiator portion 50 is sufficiently high, that is to say that this temperature has reached or exceeded the threshold temperature allowing the opening of the double-acting thermostat 80, this double effect thermostat 80 opens. The coolant having then passed through the heat exchanger of the high temperature radiator portion 50 and previously from the internal combustion engine 1 is then integrally sent through the outlet 54 of the output housing 53 in the high temperature circuit at the inlet of the pump with water 2 of the internal combustion engine 1, while the access to the low temperature circuit, through the conduit 56, to the heat transfer fluid from the internal combustion engine 1 having passed through the heat exchanger of the high radiator portion temperature 50, is doomed. Indeed, when the double-acting thermostat 80 opens, it just obstruct the conduit 56 at its free end. For its part, as in FIG. 9-b, the double-acting pressure-actuated valve 70 occupies its position such that the access of the heat transfer fluid, coming from the low-temperature circuit via the inlet box 62, to the high-temperature radiator portion 50 , is condemned. These positions of the double-acting pressostatic valve 70 and the double-acting thermostat 80 allow the separation of the high and low temperature circuits by restoring the separation of the low-temperature radiator portion 60 and the high-temperature portion 50. In practice, the double-acting thermostat 80, during a change of position, takes an intermediate position, such that the temperature of the heat transfer fluid from the heat exchanger of the high temperature radiator portion 50 is between the threshold temperature of the beginning of opening and full opening of the double-acting thermostat 80. This drifts a part, decreasing as it opens more (and therefore the temperature of the heat transfer fluid from the exchanger of the high temperature radiator portion 50 increases) , heat transfer fluid from the heat exchanger of the high temperature radiator portion 50 to the low temperature circuit e, at the suction of the water pump 10. The other part of the heat transfer fluid, which therefore increases, from the heat exchanger of the high temperature radiator portion 50 out of the double-acting thermostat 80, borrows the led 56 then the output 64. Therefore, the proportion of heat transfer fluid from the conduit 56, the heat exchanger of the high temperature radiator portion 50, in the coolant directed to the low temperature circuit by the output 64 , decreases accordingly and the proportion of heat transfer fluid from the heat exchanger of the low temperature radiator portion 60 in the coolant directed to the low temperature circuit by the outlet 64, increases accordingly. It should be noted that the configuration illustrated in Figure 9-b and the configuration illustrated in Figure 9-c may cause a temporary cooling deficit of the internal combustion engine 1. In fact, the heat transfer fluid from the engine to internal combustion 1, after passing through the heat exchanger of the high temperature radiator portion 50, no longer returns, as shown in Figure 9-b, at the input of the internal combustion engine 1 to ensure cooling. Likewise, when the double-acting thermostat 80 occupies an intermediate position between its configuration illustrated in FIG. 9-b and the configuration illustrated in FIG. 9-c, the portion of the coolant coming from the internal combustion engine 1 having passed through the radiator portion high temperature 50, which returns to the input of the internal combustion engine 1 to ensure cooling, is reduced compared to the traditional configuration, for example shown in Figure 9c. Consequently, the start and full open temperatures of the double-acting thermostat 80 are judiciously chosen so that this situation does not degrade the cooling and the durability of the internal combustion engine 1. This situation, without specific measurement, is however temporary: in the cases where the part of the heat transfer fluid from the internal combustion engine 1 having passed through the high temperature radiator portion 50, which returns to the inlet of the internal combustion engine 1 to ensure cooling thereof is zero (as in the case of FIG. 9-b) or reduced compared to the traditional configuration, the cooling deficit of the internal combustion engine 1 thus generated results in an increase in the temperature of the heat transfer fluid at the output of the internal combustion engine 1. This temperature rise generates both an increase in the flow of heat transfer fluid passing through the radiate portion at high temperature 50 (the thermostat 23 at the output of the internal combustion engine 1, sensitivity by a heat transfer fluid warmer, opens further) and an increase in the temperature of the heat transfer fluid at the outlet of the heat exchanger of the forming part high temperature radiator 50 which then positions the double-acting thermostat 80 in a more open position and therefore more favorable to the cooling of the internal combustion engine 1 by closing the conduit 56 further. [0099] In an alternative embodiment, the double-acting thermostat 80 is electrically controllable. This electrical control makes it possible to move the opening start temperature of the thermostat 80 to an effective temperature of the heat transfer fluid bathing it lower so as to dissociate the high temperature radiator portion 50 from the low temperature circuit and reassign it entirely to the cooling of the engine. internal combustion only 1. According to another variant embodiment, the double-acting thermostat 80 is replaced by a three-way solenoid valve offering more degrees of freedom as to its control. Part of the partition 90 separating the heat exchanger from the low temperature radiator portion 60 of the heat exchanger of the high temperature radiator portion 50 is formed by the sacrifice of one or more water tubes, connecting the input box 52, 62 to the output housing 53, 63 of the radiator and traditionally carrying the heat transfer fluid between these two housings, called "dead tubes" which then no longer participate, in normal operation of the radiator, the functions caloporter and heat exchange. The arrangement of the ducts 65 and 56, a free end of which opens substantially in the center of the inlet boxes 52 and outlet boxes 53 respectively dedicated to the heat exchanger of the high temperature radiator portion 50, allows: on the one hand, in the configuration illustrated in FIG. 9-a, to relocate within the inlet and outlet boxes 53, substantially at their center, the arrival in the heat exchanger of the high temperature radiator portion 50 heat transfer fluid from the low temperature radiator portion 60, and the return in the low temperature radiator portion 60 of the heat transfer fluid from and having passed through the heat exchanger of the high temperature radiator portion 50. This arrangement allows the fluid coolant to cross the heat exchanger of the high temperature radiator portion 50 through a maximum of tubes, in any case much more than if the The heat transfer fluid discharged into the inlet 52 and outlet 53 just after the portion of the partition 90 separating these housings from the inlet 62 and outlet 63 respectively of the low-temperature radiator portion 60. And, on the other hand, in the configurations illustrated in FIGS. 9-b and 9-c, to move the inputs 51 and the outlet 54 apart by relocating the closure means 70 and 80 as close as possible to the free end of the ducts 65 and 56. Again, this allows the heat transfer fluid from the high temperature circuit to pass through the maximum number of tubes of the heat exchanger of the high temperature radiator portion 50. [00103] Such a radiator made and illustrated in FIGS. 9-a to 9-c can be used instead of the independent high temperature 5 and low temperature heaters 6 used in the thermo-hydraulic devices of a power train of a hydraulically hybridized vehicle according to the modes Previous embodiments illustrated in Figures 2a to 2-i, 6-a to 6-i, 7-a to 7-k, and 8-a to 8-j. In these configurations in particular, a small part of the heat transfer fluid from the oil / water exchanger 4 passes through the degassing box 8 from the radiator inlet box illustrated in FIGS. 9-a to 9-c, this circulation makes it possible to contribute to pressurize the low temperature circuit at the inlet of the water pump 10 without this having any particular impact on the operation and the potential of each embodiment, since the heat transfer fluid from the radiator inlet box did not go through the heat exchanger part, and therefore was not cooled by the outside air. In addition, each of the previously described embodiments of the heat management device already requires the integration, in the engine environment, of several specific actuators (high-capacity thermostatic valves for the embodiments described in FIGS. 2-a to 2- i and 6-a to 6-i, the three solenoid valves for the embodiment described in Figures 7-a to 7-k, and the two solenoid valves and the thermostat for the embodiment described in Figures 8-a to 8- j, and in all cases the water pumps 9 and 10) further constrain the integration and implantation below the hood, the coupling of the radiators high and low temperature in a single radiator illustrated in Figures 9-a to 9-c requiring a slight increase in the width of the input and output boxes so as to accommodate, without drastic degradation of the pressure drops of these input and output boxes, the partitions, the intrusive walls of the entrances heat transfer fluid and outlets as well as the ducts 65 and 56 and the actuators (double-acting pressostatic valve 70 and double effect thermostat 80). A fourth embodiment of a thermomanagement device of a power unit of a hydraulically hybridized motor vehicle will now be described with reference to Figures 10-a to 10-j. This fourth embodiment of a device for thermomanaging a power unit of a hydraulically hybridized motor vehicle preferably comprises the two radiators 5 high and 6 low temperature physically separated into two independent components, as shown in Figure 10-a ( these high and low temperature radiators 5 may also constitute the two parts of the same split air / water exchanger, however without the characteristics which have been described for the embodiment of a radiator illustrated in FIGS. 9-a to 9 c) and advantageously replaces, electric water pumps 9 and 10 excluded, all the actuators used in the context of each of the previously described embodiments of a device for thermomoving a power unit of a motor vehicle hydraulically hybridized and those used to associate / dissociate the high temperature radiator 5 to the low temperature circuit re, by two dispensing valves 400 and 420 having three channels (numbered 1 to 3) which are alternately sometimes inputs or outputs, which manage the connection between the high and low temperature circuits. This architecture also comprises a pressostatic valve 410 located on the inlet pipe of the heater 7, downstream of the connection to the channel 1 of the solenoid valve 420 and upstream of the electric water pump 9 installed on the high temperature circuit. which is indifferently at the inlet or the outlet of the heater unit. [00105] The solenoid valve 400 is placed on the low temperature circuit. The solenoid valve 420 manages, together with the valve 400, the connection of the low temperature circuit with the high temperature circuit and the internal combustion engine 1. Both can be solenoid valve type solenoid and translation of a shutter, but they consist more preferably in a mobile part 401, 421 rotated by a small electric motor, for example of the continuous motor type, in a body in which ducts are made through which the fluid flows in the positions adopted. The transition between these positions is effected for example against a return spring allowing, during a failure, to return each valve to its rest position (taken in the absence of any command). The rest position of the valve 420 is that closing its tracks 1 and 3 while the rest position of the valve 400 is the one closing its channel 2 and establishes the communication between its channels 1 and 3. Nevertheless, this variant requires an engine more powerful electric to overcome the resistive torque generated by the return spring when a position other than the rest position is taken, and larger to ensure the winding cooling: it follows a significant current consumption. As a variant, the valves 400 and 420 have at least three stable positions (illustrated in FIGS. 10-a to 10-j), the transition between these positions being effected for example by modifying the command either directly by the computer or by an integrated electronics to each valve then also provided with a position sensor. This variant eliminates unnecessary power consumption to maintain each valve in each of their positions and use a small volume electric motor. Finally, the arrangement of the mobile part in the body of each valve makes it possible to overcome any excess pressure of fluid in the hydraulic circuit that can be generated by the intermediate positions taken by the mobile part 401, 421 during its rotation in the body or during a possible seizure of the movable portion 401, 421 in the body. This arrangement can be achieved by judiciously designing the covering of the ducts, made in the body of each valve, by the movable portion 401, 421, always allowing fluid to flow in and out of each valve. Alternatively, any overpressure in the fluid circuit is avoided by controlling each valve by prohibiting certain rotation angles of the movable portion 401, 421 in the body, according to the flow rate of fluid delivered by the water pump of the combustion engine internal and / or electric water pumps. This device is integrated either to the electronics of each valve, or to the computer that controls the thermomanagement device according to the fourth embodiment. [00106] FIG. 10-a describes the configuration taken by the thermomanagement device according to the fourth embodiment for pre-thermally conditioning the internal combustion engine 1. The latter is inactive, has never started and is therefore cold: the thermostat 23 and the bypass valve 22 integrated in the outlet housing 20 are closed. The oil that dissipates the calories generated by the hydraulic system to move the vehicle requires a slight cooling to maintain it in a nominal temperature range. This configuration gives priority to the necessary thermal pre-conditioning of the internal combustion engine 1, with a view to its rapid start-up in unfavorable thermodynamic conditions, and in view of the durability of its components, its fuel consumption, its polluting emissions and its acoustic level (noises of combustion, acyclism, ...). The thermomanagement device according to the fourth embodiment therefore adopts, as illustrated in FIG. 10-a, a configuration providing an average cooling of the oil, dissipating calories in a coolant which then returns them within the engine block. The electric water pump 10 of the low temperature circuit, disposed at the inlet of the oil / water exchanger 4, is active and delivers the heat transfer fluid inside the oil / water exchanger 4, so that it absorbs the calories dissipated in the oil.

The solenoid valve 400 here takes a position such that the "hot" fluid from the oil / water heat exchanger 4, entering the valve 400 via its channel 1, is guided towards its channel 2 and the connection pipe of the low temperature circuit to the high temperature radiator output pipe 5 of the internal combustion engine 1. This position of the valve 400 obstructs its channel 3 of communication with the low temperature radiator 6. The thermostat 23 of the combustion engine, integrated into its outlet housing 20, is closed: the "hot" fluid from the low temperature circuit enters the outlet housing 20 (which the spring-loaded bypass valve 22 is also closed) and then into the water core of the internal combustion engine 1 by borrowing the bypass duct and the water pump 2, here inactive but still busy. By passing through the water core of the internal combustion engine 1, the coolant then gives up to the engine block previously released heat within the oil / water exchanger 4 by the hydraulic system oil and exits the water core. by the outlet box 20 via its outlet end to the heater 7, by sensitizing the passage of the temperature probe 21 which is implanted therein. The pressure valve 410 implanted on the inlet pipe of the heater 7 is closed, both because the electric water pump 9 located downstream (source of the suction of the valve 410) and the water pump 2 of the engine internal combustion 1 (source of the upstream discharge pressure) are inactive. Also, at the outlet of the outlet housing 20, the coolant having passed through the engine block 1 can not join the heater 7 and borrows the valve 420 from its track 1 to its track 2 placed at the suction of the electric water pump 10 of the low temperature circuit which then represses the cooled heat transfer fluid (because having yielded calories to the engine block) through the oil / water heat exchanger 4, the passage to the low temperature radiator 6 being condemned by the position occupied by the valve 400 which closes this access by obstructing its channel 3. [00107] The thermomanagement device according to the fourth embodiment adopts the same configuration to achieve in addition the heating of the passenger compartment while cooling the oil of the hydraulic system, to the difference that the electric water pump 9 on the circuit of the heater unit 7 is activated, which makes it possible to open by suction the pressostatic valve 410 implanted on the inlet pipe of the This configuration, illustrated by FIG. 10-b, favors the heating of the passenger compartment, the thermal pre-conditioning of the internal combustion engine 1. The thermomanagement device according to the fourth embodiment therefore adopts, as illustrated in FIG. FIG 10-b, a configuration providing an average cooling of the oil, dissipating calories in a coolant which then returns them within the engine block 1 and, if necessary, to the passenger compartment through the heater 7 , if the associated pulsator not shown is activated. The opening of the pressostatic valve 410 implanted on the inlet pipe of the heater unit 7 allows part of the heat transfer fluid that has passed through the engine block 1 to pass through the heater 7, which dissipates to the air of the passenger compartment, moved by the associated blower not shown, the residual calories remaining in the coolant which has previously yielded a portion to the engine block 1. At the exit of the heater 7, the heat transfer fluid is discharged by the electric water pump 9 of the circuit of the heater 7 to the inlet of the water pump 2 of the internal combustion engine 1, inactive but busy. The other part of the coolant having passed through the engine block 1 follows the same path as illustrated in FIG. 10-a, towards the water pump 10 of the low temperature circuit and the oil / water exchanger 4 from the valve 420. thermomanagement device according to the fourth embodiment thus allows to precondition thermally the internal combustion engine 1 alone, with the configuration illustrated in Figure 10-a (electric water pump 9 of the circuit of the heater 7 inactive), either, with the configuration illustrated in FIG. 10-b, also at the same time reheat the heater 7 (by activating the associated water pump 9 and the blower), while giving priority to the thermal pre-conditioning of the engine 1 since the coolant "Hot" first passes through the engine block 1 to yield its residual calories to the air of the passenger compartment. When the vehicle is always driven by the single hydraulic traction without implementation of the internal combustion engine 1, the exploitation of calories dissipated in the oil of the hydraulic system is no longer necessary (example: the engine to internal combustion 1 has reached a temperature threshold for starting and optimal operation, and it is not or no longer required to warm the cabin), the two electric pumps 9 and 10 are deactivated, thereby also disabling the fluid flow coolant in both high and low temperature circuits. If, however, by the bias of the hydraulic system to ensure the mobility of the vehicle (internal combustion engine 1 still inactive, not yet started and cold), the temperature of the oil, "read" by a temperature sensor not shown, was to grow and reach a first predetermined threshold, Figure 10-c illustrates the configuration then adopted by this thermomanagement device according to the fourth embodiment. As soon as the temperature of the oil reaches this predetermined threshold, the electric water pump 10 of the low temperature circuit is activated (if previously deactivated, otherwise it remains active) and the valves 400 and 420 take up their rest positions previously explained. In this configuration, the water pump 9 is indifferently inactive or active (for example to communicate to the cabin via the heater 7 the residual calories contained in the water core of the combustion engine 1 and in its thermoregulation circuit) , the rest position taken by the valve 420, which obstructs its channels 1 and 3, making the high and low temperature circuits independent. Activation of the electric water pump 10 of the low-temperature circuit delivers to the channel 1 of the valve 400 the heat transfer fluid "hot" after transfer of the calories, dissipated in the oil by the hydraulic traction system, to the fluid through the oil / water exchanger 4. The solenoid valve 400, whose rest position obstructs the channel 2 towards the high temperature circuit, directs the "hot" fluid via its channel 3 at the inlet of the low temperature radiator 6, at the crossing of which the heat transfer fluid gives up to the outside air the calories dissipated by the oil through the oil / water exchanger 4. The position taken by the valve 420 (rest), which obstructs the two channels 1 and 3 of communication with the high temperature circuit, offers no way through this path to the coolant, and finally completely isolate the low temperature circuit of the high temperature circuit. The cooled heat transfer fluid is thus sucked at the outlet of the low temperature radiator 6 by the electric water pump 10 of the low temperature circuit which delivers it to the inlet of the oil / water exchanger 4 to again absorb the calories dissipated in the oil. by the hydraulic traction system. [00109] Figure 10-c illustrates a configuration of the thermomanagement device according to the fourth embodiment where the low temperature radiator 6 alone is sufficient to satisfy the need for cooling the oil of the hydraulic system. If this is not the case, either voluntarily by sizing the low-temperature radiator 6 and the aerothermal facade, or because then the point of operation of the vehicle and use of the hydraulic system is severe or exceptional, the FIG. 10-d illustrates the configuration then taken by the heat management device according to the fourth embodiment to associate with the low-temperature radiator 6, the high temperature radiator 5 then unused since, the vehicle being driven by the single hydraulic traction without implementation of the internal combustion engine 1, the latter is inactive, has never started and is therefore cold (thermostat 22, integrated into its outlet housing 20, closed). As soon as the temperature of the oil reaches a second predetermined threshold, the electric water pump 10 of the low temperature circuit is activated (if previously deactivated, otherwise it remains active), the electric water pump 9 of the high temperature circuit implanted on the circuit of the heater 7 is deactivated (if previously active, otherwise it remains off) and the valves 400 and 420 leave their rest positions to adopt those illustrated in Figure 10-d. Activation of the electric water pump 10 of the low-temperature circuit delivers to the channel 1 of the valve 400 the heat transfer fluid "hot" after transfer of calories, dissipated in the oil by the hydraulic traction system, to the fluid through the oil / water exchanger 4. The solenoid valve 400 then takes a position releasing the heat transfer fluid all its channels 1 to 3: it thus distributes, via its channel 2, a portion of the "hot" heat transfer fluid from the oil exchanger / water 4 to the high temperature circuit, on the output pipe of the high temperature radiator 5, while the other part of the "hot" heat transfer fluid from the oil / water heat exchanger 4 is directed via its input channel 3 6. When arriving at the outlet pipe of the high-temperature radiator 5, the part of the heat-transfer fluid "hot", coming from the channel 2 of the valve 400, has no other way than to cross the radiator high temperature 5 because the water pumps 2 and 9 of the internal combustion engine 1 and the circuit of the heater 7 are inactive, the pressure switch 410 is closed and the valve 420 adopts a position condemning the access of the fluid via its channel 1. Crossing the high-temperature radiator 5 contrary to the traditional sense, the heat transfer fluid gives up to the outside air the calories dissipated by the oil at the crossing of the oil / water exchanger 4. A tiny part of this heat transfer fluid leaves the radiator high temperature 5 by its degassing nozzle and returns to the low temperature water pump 10 through the degassing box 8: this circulation helps to pressurize the low temperature circuit input of its water pump 10 and ensure a slight additional cooling of this portion of heat transfer fluid. Most of the heat transfer fluid from the high temperature radiator 5 comes out by borrowing against the current of the inlet pipe of the radiator 5 of the high temperature circuit. Indeed, although the thermostat 23 of the internal combustion engine 1, integrated into the outlet housing 20, is closed, the position of the valve 420 connects its track 3, connected to the inlet pipe (in the traditional direction of circulation of the fluid) of the radiator 5 of the high temperature circuit downstream of the thermostat 23, at its channel 2 placed at the suction of the water pump 10 of the low temperature circuit. The heat transfer fluid cooled by the high temperature radiator 5 passes through the valve 420 via its channels 3 and 2 and is thus sucked by the electric water pump 10 of the low temperature circuit, at the inlet of which it successively joins the part of the coolant. having in turn passed through the low-temperature radiator 6 to give calories to the outside air, then the part of the coolant having passed through the high-temperature radiator 6 and the degassing box 8. The heat-transfer fluid thus cooled is discharged by the electric water pump 10 of the low temperature circuit at the inlet of the oil / water exchanger 4 to again absorb the calories dissipated in the oil by the hydraulic traction system. That the thermomanagement device according to the fourth embodiment is in advance in the configurations shown in Figure 10-c or 10-d, the start and operation in this case of the internal combustion engine 1 cold (as long as the thermostat 23 remains closed), at low rotational speed such that the spring bypass valve 22 integrated in the outlet housing 20 is closed (see Figure 10-e) or at a higher speed such that this bypass valve 22 is open (see Figure 10-f), does not change the initial configuration taken by the thermomanagement device according to the fourth embodiment. Thus, for example, FIG. 10-e shows that the configuration illustrated in FIG. 10-d of the low temperature heat transfer circuit, where the high temperature radiator 5 is associated with the low temperature circuit to increase the cooling potential of the system oil. hydraulic, does not impair the hydraulic operation of the high temperature circuit, then driven by the water pump 2 of the internal combustion engine 1 then fire, possibly assisted by the electric water pump 9 (if active) of the circuit of the 7. The opening of the pressostatic valve 410 under the discharge pressure exerted by the water pump 2 of the internal combustion engine 1, possibly assisted by suction provided (if active) by the electric water pump 9 of the circuit of the heater 7, has no influence on the operation of the low temperature circuit. The cool heat transfer fluid, from the internal combustion engine 1, then passes through the pressure switch 410 and the heater 7 before returning to the water pump 2 of the internal combustion engine 1. The position taken by the valve 420, which obstructs its channel 1, prevents the communication of high and low temperature circuits. In particular, the water pump 10 of the low temperature circuit remains active and the valves 400 and 420 retain their positions, associating in particular the high temperature radiator 5 to the low temperature circuit. The high temperature radiator 5 can thus continue to be used to cool the oil of the hydraulic system. Likewise, for example, FIG. 10-f shows that the configuration illustrated in FIG. 10 -c of the low-temperature heat-transfer circuit, where the low-temperature radiator 6 alone ensures the cooling of the oil of the hydraulic system, without the aid of the high temperature radiator 5 which remains associated with the high temperature circuit, does not hinder the hydraulic operation of the high and low temperature circuits during startup and operation of the internal combustion engine 1 (as the thermostat 23 remains closed). Similarly, the pressure valve 410 is open under the discharge pressure exerted by the water pump 2 of the internal combustion engine 1 while in operation, possibly assisted by the suction provided (if active) by the electric water pump 9 of the circuit of the heater 7: the heat transfer fluid from the internal combustion engine 1 then passes through the pressure valve 410 and the heater 7 before returning to the water pump 2 of the internal combustion engine 1. Similarly, the water 10 of the low temperature circuit remains active and the valves 400 and 420 retain their positions (in this case, rest), providing the necessary cooling and sufficient oil from the hydraulic system by the single low-temperature radiator 6. This configuration illustrated by Figure 10-f is in particular that adopted by the thermomanagement device according to the fourth embodiment, a few degrees of fluid temperature cal oporteur from the internal combustion engine 1 before the opening of the thermostat 23 (if however the thermomanagement device according to the fourth embodiment was previously in configuration as shown in Figure 10-e), in order to make available the radiator high temperature 5 for cooling the internal combustion engine 1. Alternatively, we have seen, with reference to Figures 9-a to 9-c, that it was possible, to a certain extent, to then maintain the high temperature radiator 5 associated with the low temperature circuit. In the case illustrated in Figure 10-g, the internal combustion engine 1 is active and hot but not so that the thermostat 23 is open, and the oil temperature of the hydraulic system requires that it is heated. The pressure valve 410 is open under the discharge pressure exerted by the water pump 2 of the internal combustion engine 1, possibly assisted by the suction provided (if active) by the electric water pump 9 of the circuit of the heater 7 Part of the "hot" heat transfer fluid from the internal combustion engine 1 therefore passes through the unit heater 7. In parallel, the position taken by the mobile part 421 of the solenoid valve 420 allows the circulation of the other part of the heat transfer fluid. "Hot" from the internal combustion engine 1 from the channel 1 to the channel 2 of the solenoid valve 420, the fluid then being directed to the suction of the electric water pump 10 of the low temperature circuit. The position of the mobile part 401 of the solenoid valve 400 obstructs its communication channel 3 with the low-temperature radiator 6: the heat-transfer fluid "hot" is thus sucked by the electric water pump 10 of the low-temperature circuit which delivers it to the inlet the oil / water heat exchanger 4, through which the "hot" heat transfer fluid dissipates calories to the oil by heating it. The electric water pump 10 of the low temperature circuit may, not preferably, not be active: in this case, the discharge of the water pump 2 of the internal combustion engine 1, to which the low temperature circuit is coupled, is sufficient to carry the heat transfer fluid. At the end of the oil / water exchanger 4, the coolant thus cooled enters the solenoid valve 400: it can not be directed to the low temperature radiator (the channel 3 of the solenoid valve 400 is blocked by the moving part 401) and therefore borrows the valve 400 through its channels 1 and 2 to the radiator outlet pipe 5 of the high temperature circuit. With the suction of the water pump 2 of the internal combustion engine 1, the heat transfer fluid from the outlet pipe of the high temperature radiator 5 joins at the inlet of the water pump 2 of the internal combustion engine 1 the outlet pipe of the heater 7, through the outlet housing 20 by the bypass duct, where it joins the fluid that has passed through the heater 7 to give calories to warm the cabin. The heat transfer fluid both from the heater 7 and the low temperature circuit, which is at the intake of the water pump 2 of the internal combustion engine 1, is discharged by the latter at the inlet of the internal combustion engine. 1 where it charges again in calories. As soon as it is no longer necessary to heat the oil in the hydraulic system, the heat management device according to the fourth embodiment then adopts, for example, the configuration illustrated in FIG. 10-f, the water pump 10 of the low circuit. temperature is initially kept inactive, then activated if it is necessary to cool the oil. In the configuration illustrated in Figure 10-h, the internal combustion engine 1 is hot: the open thermostat 23 derives part (growing as this thermostat opens further) of the heat transfer fluid from the internal combustion engine 1 through the high temperature radiator 5. FIG. 10-h differs from FIG. 10-g only in the position of the thermostat 23 integrated in the outlet box 20 at the outlet of the internal combustion engine 1 for its thermoregulation: this thermostat 23 having no impact on the configuration taken by the heat management device according to the fourth embodiment, the description of Figure 10-g also applies to describe Figure 10-h. Here, the water pump 9 of the heater circuit 7 is preferably not activated and the water pump 10 of the low temperature circuit is preferably active but not necessarily. In the configuration illustrated in Figure 10-h, the supply of the heat exchanger oil / water 4 heat transfer fluid "hot" is through the valve 420 from the inlet pipe of the heater 7, this valve 420 then closing its channel 3 connected to the inlet pipe of the high temperature radiator 5 at the outlet of the outlet box 20 of the internal combustion engine 1. A possible variant, illustrated in FIG. 10-i, consists in supplying the exchanger oil / water 4 heat transfer fluid "no longer from the inlet pipe of the heater 7, but this time from the inlet pipe of the high temperature radiator 5 at the outlet of the outlet housing 20 of the internal combustion engine 1. The valve 420 then adopts the same position as that illustrated in Figure 10-e, such that the channel 1 connected to the circuit of the heater is obstructed and such that the channel 3 connected to the inlet pipe of the high temperature radiator 5 is associated with the track 2, placed at the spiration of the electric water pump 10 of the low temperature circuit (here then preferentially active to force the flow of heat transfer fluid "hot" in the oil / water heat exchanger 4) ,. The course of the heat transfer fluid remains identical to that illustrated in Figure 10-h. This configuration, illustrated in FIG. 10-i, is not, however, that which is preferentially retained: on the one hand, the flow rate of "hot" heat transfer fluid through the oil / water exchanger 4 is furthermore influenced by the degree of opening of the thermostat 23 integrated in the output housing 20 of the internal combustion engine 1, and secondly, this bypass of heat transfer fluid "hot" from the inlet pipe of the high temperature radiator 5 impacts the cooling of the combustion engine internal 1 since this portion of heat transfer fluid, even if it yields calories to the hydraulic system oil through the oil / water heat exchanger 4, is not cooled to the same level as the heat transfer fluid portion having passed through the radiator 5. In the configurations illustrated in FIGS. 10-h and 10-i, as soon as it is no longer necessary to heat the oil of the hydraulic system, the heat management device according to FIG. The third embodiment then adopts the configuration illustrated in Figure 10-j, the water pump 10 of the low temperature circuit being initially kept inactive, then activated if it is necessary to cool the oil. In the configuration illustrated in Figure 10-j, the valves 400 and 420 adopt their rest position, separating the low temperature circuit of the high temperature circuit. The low temperature circuit adopts the same arrangement as in FIG. 10-f and the high temperature circuit, the same as in FIG. 10-h, with opening of the thermostat 23 integrated in the outlet box 20 at the outlet of the internal combustion engine 1 and passage of the high temperature heat transport circuit in the dedicated radiator. The various actuators of the different embodiments of a thermomanagement device of a power unit of a hydraulically hybridized motor vehicle which have just been described in connection with FIGS. 2-a 1, 6-a, 7- ak, 8-aj and 10-aj are controlled by the electronic control system, not shown, which, as a function of data such as: the temperature of the coolant in the low temperature circuits (for example at the outlet of the oil / water exchanger) 4) and high temperature (for example at the output of the internal combustion engine 1), the temperature of the oil in the hydraulic system at the most thermally stressed locations and at the inlet or outlet of the oil / water exchanger 4, other information representative of the operation of the internal combustion engine 1 (engine oil temperature, intake air temperature, fuel temperature, exhaust gas temperature, engine, BMEP, IMEP, ...), the information reflecting the requirement of thermal comfort of the occupants of the vehicle (adjustments of the accessible parameters of the air conditioning function: position of the blower, desired temperature in the cabin, etc.) the speed of the vehicle, the temperature of the outside air, etc., position the thermomanagement device of a power unit of a hydraulically hybridized motor vehicle in an optimal configuration, with regard to the reliability of the all the members of the traction chain, the desired or desirable thermal comfort in the passenger compartment and the desired or desirable thermal preconditioning of the internal combustion engine 1. [00117] As in the context of the other architectures, the configurations illustrated in Figures 2-e to 2-i, 6-e to 6-i, 7-h to 7-k, 8-e to 8-j, 10-e, 10-f and 10-j are also adopted by the thermomanagement device of a power train of a hydraulically hybridized motor vehicle when, the hot engine 1 being deactivated after a sufficiently long period of stress, the pump 9 of the circuit of the heater unit 7 is activated in order to exploit the heat capacity of the internal combustion engine 1 and its fuel circuit; cooling and continue to provide the heater 7, despite the extinction of the engine and the associated deactivation of its water pump 2, the calories still present in the internal combustion engine 1 and its circuit. In addition, the hydraulic system has an oil pump (not shown in the previously mentioned figures) advantageously electric, to allow, on the one hand, the heating of the oil by each of the thermomanagement devices described above. or, on the other hand, the exploitation of the residual calories present in the oil to pre-thermally precondition the internal combustion engine 1 and / or the passenger compartment of the vehicle, while the vehicle is no longer or not yet used by the customer (parking in the garage or in the car park at the end of a home-work or work-to-home trip, pre-conditioning of the vehicle before departure at a predetermined time, etc.). The achievement of these actions is, however, subject to their relevance, in particular with regard to the overall energy of the vehicle, in particular on the one hand with regard to the operation of the hydraulic system and the starting capacity of the vehicle to the vehicle. using only hydraulic traction (availability of high pressure in the hydraulic system) and secondly, the availability of electrical energy to perform these actions (electrical consumption of electric water pumps, solenoid valves and any electric thermostats ). The use of a thermomanagement device of a powertrain of a hydraulically hybridized motor vehicle according to one of the previously described embodiments provides the following advantages: Gain in fuel consumption and availability of the hydraulic mode , as the internal combustion engine can be more often and for a long time remain non-functioning (for example to ensure the heating of the passenger compartment), that its start is no longer forced and / or its stop prohibited according to its conditions thermodynamic and ambient temperature. Gain in runability and durability of the internal combustion engine: start-up time, revving speed and torque, take-off vehicle, approval, durability and reliability of some of its components, reducing consumption, its pollutant emissions and its acoustic level (combustion noise, acyclism, ...), etc., for ambient temperatures and low macerated power train temperatures below 10 ° C. Gain in fuel consumption by reheating the oil in the hydraulic system, in order to reduce cold viscosity during use to reduce frictional mechanical losses, improve amenities and reduce the drag of the hydraulic system and thus the induced overconsumption of fuel, by increasing the availability of the hydraulic mode. Gain fuel consumption and availability and autonomy in the hydraulic mode, reducing costs, as the use of known energy-intensive solutions (electric heating oil, heat transfer fluid, intake air, ...) classically implemented to remedy some of the problematic situations (start of the internal combustion engine), can be reduced or completely eliminated by the rational use of previously unexploited calories. In the case of the architectures presented in FIGS. 7-ak and 8-aj, gain in fuel consumption and reduction of the polluting emissions of the internal combustion engine, as its thermoregulation circuit is then deprived of its main source of heat losses. , that a reduced volume of heat transfer fluid is implemented in the thermoregulation circuit of the internal combustion engine and therefore as a heat transfer fluid temperature at the inlet of the internal combustion engine increasingly high. - Gain in fuel consumption, pollutant emissions and approval of the internal combustion engine as thermal pre-conditioning offered; Gain on the cost, the mass and the services provided by the aerothermal facade module, as part of a multi-criteria optimization of the aerothermal facade: the resulting design is thus optimized by an overall maximum (pooled high and low heat radiators) of the potential of cooling to be provided to the power train, and no longer via local maxima (sizing apart from each of the radiators high and low temperature to remove the maximum level of calories dissipated in each of the associated circuits, without distinction of life situations sources ). Of course, it is possible to make various modifications to the invention without departing from the scope thereof.

Claims (13)

REVENDICATIONS1. Thermomanagement device for a power unit of a hydraulically hybridized motor vehicle comprising an internal combustion engine (1), a hydraulic unit (3) comprising a heat exchanger (4), a first high temperature circuit for the thermoregulation of the combustion engine. internal combustion, a second low temperature circuit, a heat transfer fluid circulating in said circuits which comprise heat exchange means comprising a first high temperature radiator (5) and a heater (7) connected to the first circuit and a second low temperature radiator (6) connected to the second circuit, and communication means (100; 110) of the first and second circuits, characterized in that the communication means comprise a valve (100) comprising a series of channels (101,102,103,104,105,106) and arranged to selectively connect the heat exchanger (4) with the first and second c ircuits. 2. Device according to claim 1, characterized in that the valve (100) comprises a slide (108) movable in translation passing through a body having communication orifices, the translation of the slide being arranged to selectively close a portion of the series of ways. 3. Device according to claim 2, characterized in that the slide (108) is moved in translation by a thermostat (107). 4. Device according to claim 3, characterized in that the thermostat (107) comprises a thermosensitive element in contact with the heat transfer fluid at the outlet of the heat exchanger (4). 5. Device according to claim 3, characterized in that the thermostat (107) comprises a thermosensitive element in contact with the oil of the hydraulic member (3), which passes through the heat exchanger (4). 6. Device according to claim 3, characterized in that the thermostat comprises a thermosensitive element selectively in contact with the heat transfer fluid of the first high temperature circuit or with the heat transfer fluid of the second low temperature circuit. 7. Device according to claim 3, characterized in that the thermostat comprises a thermosensitive element implanted in a hydraulic circuit of the hydraulic member (3). 8. Device according to one of claims 4 to 7, characterized in that the thermosensitive element comprises a thermodilatable wax-type substance with or without internal heat exchange promoting elements, such as copper flakes. 9. Device according to one of claims 3 to 8, characterized in that the valve (100) comprises electrical control means of the thermostat (107). 10. Device according to one of claims 2 to 9, characterized in that the slide (108) is arranged to put in communication channels (101,102) connected to the heat exchanger (4) with either channels (103,105 ) connected to the first circuit in a first position of the drawer (108), or with channels (104,106) connected to the second circuit in a second position of the drawer (108). 11. Device according to one of claims 1 to 10, characterized in that the communication means comprise a pressure valve (110) located in the first circuit upstream of the heater (7) and arranged to impose , under condition, the heat transfer fluid to pass through the internal combustion engine when the valve (100) connects the heat exchanger (4) to the first circuit. 12. Device according to one of claims 1 to 11, characterized in that the valve (100) is a six-way controlled thermostatic valve. 13. Device according to one of claims 1 to 11, characterized in that it further comprises a control system of the valve (100).