FR3109912A1 - Thermal management device for a hybrid motor vehicle - Google Patents

Abstract

The invention relates to a thermal management device for a hybrid motor vehicle, said hybrid motor vehicle comprising a heat engine (3), an electric motor (5), a battery (7) for supplying said electric motor (5). The thermal management device comprising heating means (5, 21, 22, 33) for heating a heat transfer fluid and interconnection means (40, 50, 60) between the different heating means (5, 21 , 22, 33). The interconnection means (40, 50, 60) comprise at least two separate piloted valve systems (40, 50, 60), each piloted valve system (40, 50, 60) comprising at least two channels (41, 42 , 43, 44; 51, 52, 53, 54; 61, 62, 63, 64) for interconnecting all or part of the various heating means (5, 21, 22, 33) with a view to optimizing the heating of the heat engine (3) and/or the battery (7) by said heat transfer fluid circulating in at least one heating loop. Figure for abstract: Fig. 1

Description

Thermal management device for a hybrid motor vehicle

The present invention relates to a thermal management device for a hybrid motor vehicle as well as a hybrid motor vehicle comprising such a thermal management device.

It is well known that a hybrid motor vehicle comprises two propulsion modes: a thermal propulsion mode and an electric propulsion mode. The thermal propulsion mode is based on a heat engine. The electric propulsion mode uses an electric motor and a suitable battery to power said electric motor. The battery generally has a range of between 5 and 50 km when the vehicle is in a single use of the electric propulsion mode. To operate these two modes of propulsion, it is necessary to provide a general circuit for, on the one hand, the cooling of the heat engine and, on the other hand, the cooling of the electric motor and the battery. The general cooling circuit comprises, in known manner, a high temperature circuit, a low temperature circuit and a very low temperature circuit. These three circuits ensure the cooling of various parts of the vehicle at different temperature levels. Thus, the high temperature circuit is intended to cool the heat engine. This circuit circulates a heat transfer fluid whose maximum temperature is between 90°C and 105°C. The low temperature circuit is intended to cool the electric motor. This circuit circulates a heat transfer fluid which can reach a maximum temperature of between 40°C and 80°C. The low temperature circuit is also suitable for cooling an air conditioning condenser intended to improve the temperature of the passenger compartment of the hybrid motor vehicle, a charge air cooler (RAS), a cooler of an exhaust gas recirculation system exhaust (EGR for “Exaust Gas Recirculation”), power electronics. Such a low temperature circuit is disclosed in particular in document WO200774249. In this document, the low temperature circuit (denoted 3) is interconnected with a high temperature circuit (denoted 1) via a system of controlled valves (denoted 114). The system of piloted valves comprises four channels which are connected to various members of the general circuit and four valves intended to ensure or not a passage of heat transfer fluid between the various channels of the system of piloted valves. Each valve has an open mode in which fluid passes between two ways of the pilot valve system and a closed mode in which fluid does not pass. Thus, depending on the control of the valves of the system of controlled valves, the organs of the general circuit are interconnected or not with the same heat transfer fluid. The document WO200774249 describes cooling of the EGR and the RAS. Initially, this cooling is carried out by the high temperature circuit due to the high temperature of the heat transfer fluid. Secondly, the cooling is carried out by the low temperature circuit. Cooling by two circuits suitable for circulating heat transfer fluids with different temperature levels is also disclosed in document FR2895451. Finally, the very low temperature circuit of the general cooling circuit is intended to cool the battery. This circuit circulates a heat transfer fluid whose maximum temperature is less than 40°C. Each high temperature, low temperature and very low temperature circuit respectively comprises cooling means (a high temperature radiator, a low temperature radiator, a very low temperature radiator, a liquid/refrigerant heat exchanger).

In addition to a cooling function, the general circuit may need to improve the heating and/or the preheating of certain components of the hybrid motor vehicle. Indeed, during a cold start of the hybrid motor vehicle, a request for heat release from the air conditioning capacitor can be triggered by the user to increase the heating of the passenger compartment, in particular in the first tens of kilometers and when the ambient temperature is negative or below 20°C. This passenger compartment heater consumes electrical energy or fuel. Electrical resistors are generally used when the general cooling circuit does not reach 60°C-70°C, or a heat pump. It is advantageous for the thermal engine to reach its optimum temperature as soon as possible (for example at a temperature around 90°C) to reduce its consumption and polluting emissions. As far as the battery is concerned, its energy efficiency is best when it is kept at an operating temperature between 25°C and 30°C. Above these temperatures, the battery loses its energy capacity. This loss of energy capacity is particularly significant at sub-zero temperatures. In addition, in extreme cold, the system may have to block battery charging when the vehicle brakes. In addition, the system may have to block voluntary recharging of this battery by the heat engine, because there is a risk of irreversible deterioration of the battery. On a hybrid motor vehicle, electrical resistors are also provided to heat the battery in the event of negative ambient temperatures.

Thus, in a hybrid motor vehicle, the heat input requirements are multiple:
- for the heat engine, adding heat so that the temperature of this heat engine changes rapidly towards its optimum temperature (around 90°C) is always beneficial;
- for the battery, heating it to a temperature between 25°C and 30°C is always interesting. It is also advisable to provide an active control so that the temperature of the battery remains within this temperature range. Finally, it is possible to provide active heating of the battery if the ambient temperature is negative.
- for the passenger compartment, a user may require heating when the ambient temperature is below 20°C.

On a hybrid motor vehicle, heat sources exist but they are not always used advisedly. Thus, the heat generated by the combustions in the heat engine is absorbed by the heat engine itself to reach its optimum temperature. This heat is then evacuated by the high temperature radiator. This heat can be used to heat the passenger compartment of the hybrid vehicle. In the case of an EGR, part of the exhaust gases are reintroduced into the heat engine after being cooled by a water circuit. This heat is generally not used. The RAS charge air is compressed and heated by a turbocharger. This air must be cooled by an air-air exchanger before being introduced into the heat engine. This recovered heat is generally not used. The heat from the power electronics and the electric motor is removed by the low-temperature radiator. Finally, the heat generated by the battery remains in this battery unless it reaches a high temperature level.

There is therefore a need to optimize the use of the heating means of the general cooling circuit of a hybrid motor vehicle to heat, according to their need for heat at a given moment, all or part of the organs of this circuit, by improving the reliability and autonomy of this hybrid motor vehicle.

The present invention aims to at least partially remedy this need.

More particularly, the present invention aims to improve the use of heating means (electric motor, power electronics, RAS, EGR, electrical resistance) of a hybrid motor vehicle to improve the heating and/or the preheating of certain parts of the hybrid motor vehicle, and this regardless of the operating mode of this vehicle (pure thermal mode, pure electric mode, hybrid mode, charging mode).

A first object of the invention relates to a thermal management device for a hybrid motor vehicle comprising a heat engine, an electric motor, a battery for supplying said electric motor. The thermal management device comprises a general cooling circuit suitable for circulating a heat transfer fluid, heating means for heating said heat transfer fluid, interconnection means between the various means for heating said heat transfer fluid. The interconnection means comprise at least two separate controlled valve systems, each controlled valve system comprising at least two channels for interconnecting all or part of the different heating means with a view to optimizing the heating of the heat engine and/or of the battery by said heat transfer fluid circulating in at least one heating loop. The heat transfer fluid is thus adapted to operate at different temperatures in the general cooling circuit. This heat transfer fluid comprises a mixture of water and ethylene glycol comprising, advantageously, anti-corrosion agents.

Thus, with the at least two systems of controlled valves, it is possible to improve the interconnection of the various heating means in order to optimize the heating and/or the preheating of certain components of the motor vehicle. For example, when the temperature of the heat engine or the temperature of the battery has not yet been reached, the calories released by the heating means can be used to heat the heat engine or the battery intended to supply the electric motor.

In a particular embodiment, the hybrid motor vehicle having a passenger compartment and the interconnection means interconnect all or part of the various heating means with a view to optimizing the heating of the passenger compartment. In this way, additional comfort is provided to the user of the hybrid motor vehicle, in particular during the start-up phase of the vehicle.

In a particular embodiment, the interconnection means comprise at least three systems of piloted valves, each system of piloted valves comprising four channels. Thus, it is thus possible to interconnect the various circuits of the general cooling circuit as well as possible in order to optimize the heating of certain components of the hybrid motor vehicle in the various modes of operation of said vehicle. These different operating modes include: a charging mode, a pure electric mode, a pure thermal mode, a hybrid mode. Within these different operating modes, there can be different types of operation. For example, in the pure thermal mode, a first type of operation corresponds to an operation in which the thermal engine rises in temperature less quickly than the battery, a second type of operation corresponds to an operation in which the thermal engine rises more quickly in temperature than the battery and a third type of operation corresponds to an operation in which the temperature rise of the heat engine is accelerated.

In a particular embodiment, the heating means are chosen from a list of heating means comprising an electric motor, power electronics, a charge air cooler, a cooler of an exhaust gas recirculation system exhaust, an electrical resistance.

In a particular embodiment, the piloted valve systems are arranged so that the electrical resistance and/or the power electronics and/or the electric motor and/or the charge air cooler and/or the charge air cooler an exhaust gas recirculation system heats the battery. It is thus possible to heat the battery by combining one or more heating means.

In another embodiment, the pilot valve systems are arranged so that the power electronics and/or the electric motor and/or the charge air cooler and/or the cooler of a recirculation system exhaust gases heat the combustion engine. It is thus possible to heat the heat engine by combining one or more heating means.

In another embodiment, the pilot valve systems are arranged so that the power electronics and/or the electric motor and/or the charge air cooler and/or the cooler of a recirculation system exhaust gases heat the passenger compartment of the hybrid motor vehicle. It is thus possible to heat the passenger compartment of the hybrid vehicle by combining one or more means of heating.

In another embodiment, the pilot valve systems are arranged to form a single heating loop. Such a heating loop is formed in particular in a charging mode with preheating of the battery, in a pure electric mode with preheating of the battery, in a pure thermal mode where the heat engine rises in temperature less quickly than the battery, in a hybrid mode with an acceleration of the temperature rise of the heat engine, in a pure electric mode with heating of the passenger compartment and preheating of the heat engine, in a pure heat mode with heating of the passenger compartment and acceleration of the heat engine, in a hybrid mode with passenger compartment heating and engine acceleration, in hybrid mode with passenger compartment heating and engine acceleration and with battery cooling by a liquid/refrigerant heat exchanger.

In another embodiment, the pilot valve systems are arranged to form two heating loops. These two heating loops are in particular formed in a pure heat mode where the heat engine rises faster in temperature than the battery, in a hybrid mode with an acceleration of the rise in temperature of the heat engine (optional), in a hybrid mode with passenger compartment heating and engine acceleration (optional).

In another embodiment, the battery is cooled by a liquid/refrigerant heat exchanger. This liquid/refrigerant heat exchanger, also called a “chiller”, is a heat exchange device that removes calories from a heat transfer fluid via a compression or vapor absorption refrigeration cycle. It is an exchanger between the heat transfer fluid and a refrigerant (liquid/gas phase change fluid).

Another object of the invention relates to a hybrid vehicle comprising a thermal management device according to the first object of the invention.

The present invention will be better understood on reading the detailed description of embodiments taken by way of non-limiting examples and illustrated by the appended drawings in which:

FIG. 1 is a schematic view of a general cooling circuit for a hybrid motor vehicle according to the invention;

FIGS. 2A, 2B, 2C represent exemplary embodiments of three system of four-way valves of the general cooling circuit of FIG. 1;

FIG. 3 is a schematic view of the general cooling circuit of FIG. 1 in operation according to a first mode of operation of said hybrid motor vehicle, referred to as charging mode with preheating of the battery;

Figure 4 is a schematic view of the general cooling circuit of Figure 1 in operation according to a second mode of operation of said hybrid motor vehicle called pure electric mode with preheating of the battery;

FIG. 5 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to a third mode of operation of said hybrid motor vehicle called pure heat mode where the heat engine rises in temperature less quickly than the battery;

FIG. 6 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to a fourth mode of operation of said hybrid motor vehicle called pure heat mode where the heat engine rises in temperature faster than the battery;

FIG. 7 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to a fifth mode of operation of said hybrid motor vehicle called hybrid mode with an acceleration of the temperature rise of the heat engine;

FIG. 8 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to a sixth mode of operation of said hybrid vehicle called pure electric mode with heating of the passenger compartment and preheating of the combustion engine;

FIG. 9 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to a seventh mode of operation of said hybrid vehicle called pure heat mode with heating of the passenger compartment and acceleration of the heat engine;

FIG. 10 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to an eighth mode of operation of said hybrid vehicle called hybrid mode with heating of the passenger compartment and acceleration of the heat engine;

FIG. 11 is a schematic view of the general cooling circuit of the hybrid motor vehicle according to a ninth mode of operation of said hybrid vehicle called hybrid mode with heating of the passenger compartment and acceleration of the heat engine and with cooling of the battery by a liquid heat exchanger /refrigerant;

Figure 12 is a table summarizing the operation of the different embodiments of Figures 3 to 11.

The invention is not limited to the embodiments and variants presented and other embodiments and variants will appear clearly to those skilled in the art.

In the various figures, identical or similar elements bear the same references.

FIG. 1 schematically represents a general cooling circuit 1 for a hybrid motor vehicle. This general cooling circuit 1 comprises a high temperature circuit 10, a low temperature circuit 20 and a very low temperature circuit 30. Each of the circuits 10, 20, 30 is delimited by dotted lines in FIG. 1. The three circuits 10, 20, 30 provide cooling to different temperature levels of different components of the hybrid motor vehicle such as: a heat engine 3, an electric motor 5 and a battery 7. The heat engine 3 is suitable for supplying engine torque from of fossil fuel. The electric motor 5 is suitable for supplying a driving torque from electrical energy. Battery 7 is intended to supply electrical energy to electric motor 5.

The high temperature circuit 10 of the general cooling circuit 1 comprises:
- a pump 11;
- an expansion vessel 12;
- A passenger compartment heating radiator 13 or unit heater;
- A water/lubricating oil exchanger 14 of the engine 3;
- a main thermostat 15;
- A high temperature radiator 16 comprising a first inlet 161 and a second inlet 162;
- A very low temperature radiator 17 comprising a first inlet 171 and a second inlet 172;
- A valve 18;
- a set of pipes comprising an upstream motor pipe 191, a downstream motor pipe 192, a first pipe 193, a second pipe 194, a third pipe 195.

It will now be noted that the first input 161, the second input 162 of the high temperature radiator 16 and the first input 171 and the second input 172 of the very low temperature radiator 17 can also be outputs depending on the operating world which influences the direction of fluid flow in the high temperature circuit 10.

In the high-temperature circuit 10, the engine 3 of the hybrid motor vehicle is connected to the high-temperature radiator by the upstream motor pipe 191 and the downstream motor pipe 192. The upstream motor pipe 191 thus connects the first inlet 161 of the high-temperature radiator. temperature 16 to the heat engine 3 via the pump 11. This pump 11 allows the circulation of the heat transfer fluid in the high temperature circuit 10. This pump 11 is, for example, a mechanical pump driven by the heat engine 3. The pipe downstream motor 192 connects the heat engine 3 to the second inlet 162 of the high temperature radiator 16 via the main thermostat 15. The main thermostat 15 makes it possible to cut off in a closed position or to authorize in an open position the circulation of fluid coolant between the heat engine 3 and the high temperature radiator 16 in order to regulate the temperature of this heat transfer fluid. This main thermostat 15 is, for example, of the single-acting wax type or of the controlled type. The expansion tank 12, the passenger compartment heating radiator 13, the water/lubricating oil exchanger 14 are, each of them, bridge-mounted between the upstream motor pipe 191 and the downstream motor pipe 192. The expansion tank 12 allows the filling and pressure regulation of the circuit. The passenger compartment heating radiator 13 allows the heating of the passenger compartment of the hybrid motor vehicle when such heating is requested. The water/lubricating oil exchanger 14 is suitable for cooling the oil used to lubricate the heat engine 3. The first branch 193 of the set of pipes connects the downstream engine pipe 192 to the valve 18. This valve 18 is connected via a second branch 194 to the first inlet 171 of the very low temperature radiator 17. This high temperature circuit 10 can also cool other components of the powertrain, such as a water/oil exchanger of the automatic gearbox or a turbocharger bearing.

It will be noted that the high temperature radiator 16 and the very low temperature radiator 17 here form a single partitioned radiator. This partitioned radiator thus includes:
- A vertical water box comprising a first part 1672 and a second part 1673;
- bundles of horizontal tubes (not shown in the figure) whose ends open out either in the first part 1672 or in the second part 1673;
- A partition 1671 inserted into the first part 1672;
- a plug 1674 located at the same level as the partition 1671.

The partition 1671, the bundle of horizontal tubes, the plug 1674 allow a separation between the high temperature radiator 16 and the very low temperature radiator 17. The plug 1674 is here pierced by a plurality of small vertical passages which allow fluid communication between the high temperature radiator 16 and the very low temperature radiator 17. In a variant embodiment (not shown) the coupling between the high temperature radiator 16 and the very low temperature radiator 17 is achieved using an intermediate tube.

The general cooling circuit 1 also includes a low temperature circuit 20 shown in Figure 1. This circuit includes:
- Power electronics 21;
- a set of heat exchanger 22;
- A low temperature radiator 23 comprising a first inlet 231 and a second inlet 232;
- A three-way thermostat 24;
- a pump 25;
- a set of pipes comprising a first pipe 261, a second pipe 262 and a third pipe 263.

In the low-temperature circuit 20, the electric motor 5 is connected to the first input 231 of the low-temperature radiator 23. Power electronics 21 and a heat exchanger assembly 22 are here mounted in parallel with the electric motor 5 between a node A and a node B common to the power electronics 21, to the electric motor 5 and to the heat exchanger assembly 22. The power electronics 21 comprises an inverter and/or a DC/DC converter. The heat exchanger assembly 22 comprises an air conditioning condenser and/or a charge air cooler (RAS) and/or an exhaust gas recirculation system (EGR) cooler. As a variant, depending on the chosen flow rate of the heat transfer fluid and the temperature requested, the power electronics 21, the electric motor 5 and the exchanger assembly 22 can be arranged in series in the low temperature circuit 20. The second input 232 of the low temperature radiator 23 is connected to the three-way thermostat 24. This three-way thermostat 24 is, for example, a thermostat of the double-acting wax type. Below a set temperature of the heat transfer fluid, the three-way thermostat 24 is in a closed position and the heat transfer fluid is then diverted from the low temperature radiator 23 via the first pipe 261 which bypasses said low temperature radiator 23 towards the engine. electric 5. Above this set temperature, the three-way thermostat 24 is in an open position in which the heat transfer fluid passes through the low temperature radiator 23. The three-way thermostat 24 is also connected to the pump 25. This pump 25 allows the circulation of the heat transfer fluid in the low temperature circuit 20. Alternatively, the pump 25 is located at the level of the node B between this node B and the connection of the pipe 261.

Finally, the general cooling circuit 1 comprises a very low temperature circuit 30 comprising:
- a pump 31;
- a liquid/refrigerant heat exchanger 32 or chiller;
an electrical resistor 33 or PTC;
- a pipe 34.

The very low temperature circuit 30 is dedicated to the thermal management of the battery 7. The pump 31 allows the circulation of the heat transfer fluid in the pipe 34. This pump 31 is, here, an electric pump. Cooler 32 is adapted to cool the battery. The electrical resistor 33 is suitable for heating the water in the battery 7, for example with a view to preheating this battery 7. It will be noted that this very low temperature circuit 30 does not include a water radiator as such.

The high temperature circuit 10, the low temperature circuit 20 and the very low temperature circuit 30 are here interconnected by a first system of controlled valves 40, a second system of controlled valves 50 and a third system of valves 60. The general cooling circuit 1 thus comprises a set of auxiliary pipes for interconnecting said systems of piloted valves 40, 50, 60. This set of auxiliary pipes comprises a first auxiliary pipe 71, a second auxiliary pipe 72, a third pipe auxiliary pipe 73 and a fourth auxiliary pipe 74. The first auxiliary pipe 71 connects the first system of piloted valves 40 to the second system of piloted valves 50. The second auxiliary pipe 72 connects the first system of piloted valves 40 to the valve 18 of the circuit to high temperature 10. The third auxiliary pipe 73 connects the third system of piloted valves 60 to the second pipe at the 72. The fourth auxiliary pipe 74 connects the second system of piloted valves 50 to the third system of piloted valves 60.

FIG. 2A illustrates the first system of piloted valves 40 according to a first type of system of piloted valves. This first system 40 comprises a first input 41, a second input 42, a third input 43 and a fourth input 44. The first input 41 is connected to the upstream motor pipe 191. The second input 42 is connected to the third pipe 195 of the high temperature circuit 10. The third inlet 43 is connected to the first auxiliary pipe 71. The fourth inlet 44 is connected to the second auxiliary pipe 72. The first system 40 further comprises a first controlled valve 45, a second controlled valve 46 , a third piloted valve 47, a fourth piloted valve 48. Each piloted valve 45, 46, 47, 48 connects two inlets of the system 40. Each piloted valve can thus assume an open position in which there is fluid communication between two inlets of the system 40 and a closed position in which there is no fluid communication between the inlets. Thus, the first piloted valve 45 is adapted to connect the first inlet 41 to the second inlet 42 of the first system 40. The second piloted valve 46 is adapted to connect the first inlet 41 to the third inlet 43 of the system 40. The third valve 47 is adapted to connect the second inlet 42 to the third inlet 43 of the system 40. The fourth piloted valve 48 is adapted to connect the third inlet 43 to the fourth inlet 44.

FIG. 2B illustrates the second system of piloted valves 50 according to a second type of system of piloted valves. This second system 50 comprises a first input 51, a second input 52, a third input 53 and a fourth input 54. The first input 51 is connected to the first auxiliary pipe 71. The second input 52 is connected to the pipe 34 of the circuit at very low temperature 30. The third inlet 53 is connected to the third pipe 263 of the low temperature circuit 20. The fourth inlet 54 is connected to the fourth auxiliary pipe 74. The second system 50 further comprises a first controlled valve 55, a second piloted valve 56, a third piloted valve 57, a fourth piloted valve 58. Each piloted valve 55, 56, 57, 58 connects two inputs of the system 50. Each piloted valve can thus assume an open position in which there is communication fluidic communication between two inlets of the system 50 and a closed position in which there is no fluidic communication between the inlets. Thus, the first piloted valve 55 is adapted to connect the first inlet 51 to the second inlet 52 of the first system 50. The second piloted valve 56 is adapted to connect the first inlet 51 to the third inlet 53 of the system 50. The third valve valve 57 is adapted to connect the fourth input 54 to the second input 52 of the system 50. The fourth piloted valve 58 is adapted to connect the third input 53 to the second input 52.

Figure 2C illustrates the third system of piloted valves 60 according to a third type of system of piloted valves. This third system 60 comprises a first input 61, a second input 62, a third input 63 and a fourth input 64. The first input 61 is connected to line 34 of the very low temperature circuit 30. The second input 62 is connected to a third auxiliary pipe 73. The third inlet 63 is connected to the fourth auxiliary pipe 74. The fourth inlet 64 is connected to the second pipe 262 of the low temperature circuit 20. The third system 60 further comprises a first controlled valve 65, a second piloted valve 66, a third piloted valve 67, a fourth piloted valve 68. Each piloted valve 65, 66, 67, 68 connects two inputs of the system 60. Each piloted valve can thus assume an open position in which there is communication fluidic communication between two inlets of the system 60 and a closed position in which there is no fluidic communication between the inlets. Thus, the first piloted valve 65 is adapted to connect the first inlet 61 to the second inlet 62 of the first system 60. The second piloted valve 66 is adapted to connect the first inlet 61 to the third inlet 63 of the system 60. The third valve 67 is adapted to connect the fourth inlet 64 to the second inlet 62 of the system 60. The fourth piloted valve 68 is adapted to connect the first inlet 61 to the fourth inlet 64.

The first system of piloted valves 40, the second system of piloted valves 50 and the third system of piloted valves 60 allow interconnections between the high temperature circuit 10, the low temperature circuit 20 and the very low temperature circuit 30. These interconnections make it possible to improve the heating and/or the preheating of certain components of the hybrid motor vehicle such as the internal combustion engine 3, the battery 7 or the passenger compartment of said hybrid motor vehicle by means of heating the heat transfer fluid. These heating means include, for example, the electric motor 5, the power electronics 21, the charge air cooler RAS, the cooler of an EGR exhaust gas recirculation system or the electrical resistance 33. These heating means are active in the different operating modes of the hybrid motor vehicle.

As a reminder, the different operating modes of the hybrid motor vehicle are:
- A first mode of operation called recharging mode with preheating of the battery;
- a second mode of operation called pure electric mode with preheating of the battery;
- A third mode of operation called pure thermal mode where the heat engine rises in temperature less quickly than the battery;
- a fourth mode of operation called pure thermal mode where the heat engine rises faster in temperature than the battery;
- A fifth mode of operation called hybrid mode with an acceleration of the temperature rise of the heat engine;
- a sixth mode of operation called pure electric mode with heating of the passenger compartment and preheating of the internal combustion engine;
- a seventh mode of operation called pure heat mode with heating of the passenger compartment and acceleration of the heat engine;
- an eighth operating mode called hybrid mode with heating of the passenger compartment and acceleration of the internal combustion engine;
- a ninth mode of operation called hybrid mode with heating of the passenger compartment and acceleration of the heat engine and with cooling of the battery by a liquid/refrigerant heat exchanger.

FIG. 3 is a schematic view of the general cooling circuit of FIG. 1 in operation according to a first mode of operation of the hybrid motor vehicle, referred to as charging mode with preheating of the battery. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a first arrangement. In this first arrangement:
- for the first system of piloted valves 40: the first piloted valve 45, the second piloted valve 46, the third piloted valve 47 and the fourth piloted valve 48 are closed (see FIG. 2A);
- for the second system of controlled valves 50: the first controlled valve 55, the second controlled valve 56, the fourth controlled valve 58 are closed (see FIG. 2B). The third controlled valve 57 is open putting the second inlet 52 in fluidic relationship with the fourth inlet 54;
- for the third system of controlled valves 60: the first controlled valve 65, the third controlled valve 67, the fourth controlled valve 68 are closed (see FIG. 2C). The second controlled valve 66 is open putting the first inlet 61 in fluidic relationship with the third inlet 63.

In this first mode of operation of the hybrid motor vehicle, the heat transfer fluid passes through a heating loop comprising the second system of controlled valves 50, the pump 31, the liquid/refrigerant heat exchanger 32, the electrical resistance 33, the pipe 34 of the very low temperature circuit 30, the third system of controlled valves 60, the fourth auxiliary pipe 74.

Thus, in this first mode of operation, the electrical resistor 33 delivers calories to the heat transfer fluid. The heat transfer fluid then makes it possible to preheat the battery 7. As a variant, it is also possible to widen the heating loop by including the power electronics 21. Thus, during recharging in winter, the calories generated by the power electronics 21 can also be used to preheat the battery 7.

This first mode of operation then makes it possible to carry out an optimal preheating of the battery 7 during the electric recharging operation of said battery 7.

FIG. 4 is a schematic view of the general cooling circuit of FIG. 1 in operation according to a second mode of operation of the hybrid motor vehicle called pure electric mode with preheating of the battery. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a second arrangement. In this second arrangement:
- for the first system of piloted valves 40: the first piloted valve 45, the second piloted valve 46, the third piloted valve 47 and the fourth piloted valve 48 are closed (see FIG. 2A);
- for the second system of controlled valves 50: the first controlled valve 55, the second controlled valve 56, the third controlled valve 57 are closed (see FIG. 2B). The fourth controlled valve 58 is open putting the second inlet 52 in fluidic relationship with the third inlet 53;
- for the third system of controlled valves 60: the first controlled valve 65, the second controlled valve 66, the third controlled valve 67 are closed (see FIG. 2C). The fourth controlled valve 68 is open putting the first inlet 61 in fluidic relationship with the fourth inlet 64.

In this second mode of operation of the hybrid motor vehicle, the heat transfer fluid passes through a heating loop comprising the second system of controlled valves 50, the pump 31, the liquid/refrigerant heat exchanger 32, the electrical resistance 33, the pipe 34 of the very low temperature circuit 30, the third system of controlled valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the low temperature circuit 20, the power electronics 21, the electric motor 5, the third line 263 of the low temperature circuit 20.

Thus, in this second mode of operation, the hybrid motor vehicle is in pure electric driving. The calories generated by the power electronics 21 and by the electric motor 5 will be used to accelerate the temperature rise of the battery 7, if the latter has not reached a temperature of between 20°C and 30°C. In the case where the battery must be heated, the heat transfer fluid is diverted by the three-way thermostat 24 towards the first conduit 261. The passage of the heat transfer fluid in the low temperature radiator 23 is thus blocked.

This second mode of operation then makes it possible to carry out an optimal preheating of the battery 7 in particular at the start of the operation of the pure electric mode.

FIG. 5 is a schematic view of the general cooling circuit of FIG. 1 in operation according to a third mode of operation of the hybrid motor vehicle, called pure thermal mode, where the heat engine rises in temperature less quickly than the battery. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a third arrangement. In this third arrangement:
- for the first system of piloted valves 40: the first piloted valve 45, the second piloted valve 46, the third piloted valve 47 and the fourth piloted valve 48 are closed (see FIG. 2A);
- for the second system of controlled valves 50: the first controlled valve 55, the second controlled valve 56, the third controlled valve 57 are closed (see FIG. 2B). The fourth controlled valve 58 is open putting the second inlet 52 in fluidic relationship with the third inlet 53;
- for the third system of controlled valves 60: the first controlled valve 65, the second controlled valve 66, the third controlled valve 67 are closed (see FIG. 2C). The fourth controlled valve 68 is open putting the first inlet 61 in fluidic relationship with the fourth inlet 64.

In this third mode of operation of the hybrid motor vehicle, there is a heating loop. This heating loop includes the second system of piloted valves 50, the pump 31, the liquid/refrigerant heat exchanger 32, the electrical resistor 33, the pipe 34 of the circuit at very low temperature 30, the third system of piloted valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the low temperature circuit 20, the exchanger assembly 22, the third pipe 263 of the low temperature circuit 20. The second heating loop is intended to heat the battery 7 by the exchanger assembly 22. There is also a closed loop around the heat engine 3. This closed loop comprises: the upstream motor pipe 191, the pump 11, the downstream engine pipe 192, the water/oil exchanger 14, the main thermostat 15.

It will be noted that the first system of controlled valves 40 separates the heating loop and the closed loop of the heat engine 3. The valve 18 closes the arrival of the heat transfer fluid via the first branch 193. Thus, the heat transfer fluids of these two loops do not are not in communication since none of the valves 45, 46, 47, 48 of the first system of controlled valves 40 is open. The heat transfer fluid thus passes neither through the high pressure radiator 16 nor through the very low temperature radiator 17 since the valve 18 closes the potential arrival of the heat transfer fluid via the first branch 193. This third configuration of the controlled valve systems 40, 50, 60, 18 is particularly suitable when the combustion engine 3 rises in temperature less quickly than the battery 7.

This third mode of operation then makes it possible to heat the battery 7 in particular at the start of the operation of the pure thermal mode.

FIG. 6 is a schematic view of the general cooling circuit of FIG. 1 in operation according to a fourth mode of operation of the hybrid motor vehicle, called pure thermal mode, where the thermal engine rises in temperature faster than the battery. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a fourth arrangement. In this fourth arrangement:
- for the first system of controlled valves 40: the first controlled valve 45, the third controlled valve 47 and the fourth controlled valve 48 are closed (see FIG. 2A). The second controlled valve 46 is open putting the first inlet 41 and the third inlet 43 in fluidic relationship;
- for the second system of controlled valves 50: the first controlled valve 55, the third controlled valve 57 are closed (see FIG. 2B). The second controlled valve 56 is open putting the first inlet 51 and the third inlet 53 in fluidic relationship. The fourth controlled valve 58 is open putting the second inlet 52 in fluidic relationship with the third inlet 53;
- for the third system of controlled valves 60: the first controlled valve 65, the second controlled valve 66 are closed (see FIG. 2C). The third piloted valve 67 is open putting the second inlet 62 and the fourth inlet 64 in fluidic relationship. In the same way, the fourth piloted valve 68 is open putting the first inlet 61 in fluidic relationship with the fourth inlet 64.

In this fourth mode of operation of the hybrid motor vehicle, there is a first heating loop and a second heating loop. The first heating loop comprises: the first system of controlled valves 40, the upstream motor pipe 191, the pump 11, the downstream motor pipe 192, the water/oil exchanger 14, the main thermostat 15, the first pipe 193 of the circuit at high temperature 10, valve 18, third auxiliary line 73, third system of piloted valves 60, second line 262 of low temperature circuit 20, pump 25, three-way thermostat 24, first line 261 of low temperature circuit 20, the exchanger assembly 22, the third pipe 263 of the low temperature circuit 20, the second system of controlled valves 50, the first auxiliary pipe 71. This first heating loop is intended to heat the engine 3 by the heat exchanger assembly 22. The second heating loop comprises the second system of controlled valves 50, the pump 31, the liquid/refrigerant heat exchanger 32, the electrical resistance 33, the line 34 of the circuit at very low temperature 30, the third system of controlled valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the low temperature circuit 20, the assembly exchanger 22, the third pipe 263 of the low temperature circuit 20. The second heating loop is intended to heat the battery 7 by the exchanger assembly 22. It will be noted here that the first heating loop and the second loop heating have elements in common (the second system of piloted valves 50, the third system of piloted valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the low temperature circuit 20, the exchanger assembly 22, the third pipe 263 of the low temperature circuit 20). The two heating loops are thus made to communicate by the first system of controlled valves 40. The heat transfer fluid thus passes through the heat engine 3, the exchanger assembly 22, the battery 7. The heat engine 3 and the battery 7 then share all of the calories available on the hybrid motor vehicle.

This fourth mode of operation makes it possible to achieve optimum heating of the battery 7 by using the calories of the heat engine 3.

Figure 7 is a schematic view of the general cooling circuit of Figure 1 in operation according to a fifth operating mode of the hybrid motor vehicle called hybrid mode with an acceleration of the temperature rise of the heat engine. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a fifth arrangement. In this fifth arrangement:
- for the first system of controlled valves 40: the first controlled valve 45, the third controlled valve 47 and the fourth controlled valve 48 are closed (see FIG. 2A). The second controlled valve 46 is open putting the first inlet 41 and the third inlet 43 in fluidic relationship;
- for the second system of controlled valves 50: the first controlled valve 55, the third controlled valve 57 are closed (see FIG. 2B). The second controlled valve 56 is open putting the first inlet 51 and the third inlet 53 in fluidic relationship;
- for the third system of controlled valves 60: the first controlled valve 65, the second controlled valve 66 are closed (see FIG. 2C). The third controlled valve 67 is open putting the second inlet 62 and the fourth inlet 64 in fluidic relationship.

This fifth operating mode of the hybrid motor vehicle comprises a first heating loop. The first heating loop comprises: the first system of controlled valves 40, the upstream motor pipe 191, the pump 11, the downstream motor pipe 192, the water/oil exchanger 14, the main thermostat 15, the first pipe 193 of the circuit at high temperature 10, valve 18, third auxiliary line 73, third system of piloted valves 60, second line 262 of low temperature circuit 20, pump 25, three-way thermostat 24, first line 261 of low temperature circuit 20, the heat exchanger assembly 22 comprising the charge air cooler (RAS) and the exhaust gas recirculation system cooler (EGR), the electric motor 5, the power electronics 21, the third pipe 263 of the low temperature circuit 20, the second system of controlled valves 50, the first auxiliary pipe 71. This first heating loop is intended to accelerate the temperature rise of the heat engine 3 by the calories generated by the RAS, the EGR, the electric motor 5 and the power electronics 21 in a hybrid mode. This heat engine 3 indeed has a high thermal inertia. The second system of controlled valves 50 and the third system of controlled valves 60 make it possible to put in communication the part of the general cooling circuit 1 dedicated to the combustion engine 3 and the part of the general cooling circuit 1 dedicated to the RAS, the EGR , to the electric motor 5 and to the power electronics 21. The calories generated by the RAS, the EGR, the electric motor 5 and the power electronics 21 are therefore used to accelerate the heating of the heat engine 3. can thus reduce the consumption of the internal combustion engine 3 and the polluting emissions of the hybrid motor vehicle. As an option, it is also possible to accelerate the temperature rise of the battery 7, part of the heat transfer fluid of the first heating loop then being diverted to this battery 7 (represented by dotted arrows in FIG. 7). For that :
- The second system of controlled valves 50 comprises a fourth controlled valve 58 open, putting the second inlet 52 in fluidic relationship with the third inlet 53;
- the third system of controlled valves 60 comprises a fourth controlled valve 68 open, putting the first inlet 61 in fluidic relationship with the fourth inlet 64.

A second heating loop is then formed comprising the second system of controlled valves 50, the pump 31, the liquid/refrigerant heat exchanger 32, the electrical resistor 33, the pipe 34 of the very low temperature circuit 30, the third piloted valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the low temperature circuit 20, the heat exchanger assembly 22 comprising the air cooler booster (RAS) and the cooler of the exhaust gas recirculation (EGR) system, the electric motor 5, the power electronics 21, the third line 263 of the low-temperature circuit 20.

The first heating loop and the second heating loop thus have elements in common (the second system of controlled valves 50, the third system of controlled valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the low temperature circuit 20, the exchanger assembly 22, the electric motor 5, the power electronics 21, the third pipe 263 of the low temperature circuit 20).

This fifth operation in hybrid mode makes it possible to achieve optimum heating of the combustion engine 3 and of the battery 7 (optional) by using the calories of the exchanger assembly 22 (RAS, EGR), of the electric motor 5, and of power electronics 21.

Figure 8 is a schematic view of the general cooling circuit of Figure 1 in operation according to a sixth operating mode of the hybrid motor vehicle called pure electric mode with heating of the passenger compartment and preheating of the heat engine. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a sixth arrangement identical to the fifth arrangement of FIG. 7. As a reminder, in fifth arrangement :
- for the first system of controlled valves 40: the first controlled valve 45, the third controlled valve 47 and the fourth controlled valve 48 are closed (see FIG. 2A). The second controlled valve 46 is open putting the first inlet 41 and the third inlet 43 in fluidic relationship;
- for the second system of controlled valves 50: the first controlled valve 55, the third controlled valve 57 and the fourth controlled valve 58 are closed (see FIG. 2B). The second controlled valve 56 is open putting the first inlet 51 and the third inlet 53 in fluidic relationship;
- for the third system of controlled valves 60: the first controlled valve 65, the second controlled valve 66 and the fourth controlled valve 68 are closed (see FIG. 2C). The third controlled valve 67 is open putting the second inlet 62 and the fourth inlet 64 in fluidic relationship.

This sixth operating mode of the hybrid motor vehicle comprises a single heating loop. This heating loop thus comprises: the first system of controlled valves 40, the upstream motor pipe 191, the pump 11, the downstream motor pipe 192, the water/oil exchanger 14, the main thermostat 15, the first pipe 193 of the circuit at high temperature 10, valve 18, third auxiliary line 73, third system of piloted valves 60, second line 262 of low temperature circuit 20, pump 25, three-way thermostat 24, first line 261 of low temperature circuit 20, the electric motor 5, the power electronics 21, the third pipe 263 of the low temperature circuit 20, the second system of controlled valves 50, the first auxiliary pipe 71. This heating loop is intended to accelerate the temperature rise of the heat engine 3 and the heating of the passenger compartment of the hybrid motor vehicle. Indeed, in pure electric mode when the ambient temperature is relatively low (between 10° C. and 20° C., for example), it is advantageous to preheat the heat engine 3 during travel. The first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 put in fluidic communication on the one hand the power electronics 21 (inverter), the electric motor 5 and on the other hand the heat engine 3 and the passenger compartment heating radiator 13. The calories from the inverter and the electric motor 5 thus heat the heat engine 3 and the passenger compartment heating radiator 13.

This sixth thermal operating mode makes it possible to achieve optimal preheating of the thermal engine 3 in pure electric mode, while heating the passenger compartment of the hybrid motor vehicle.

Figure 9 is a schematic view of the general cooling circuit of Figure 1 in operation according to a seventh operating mode of the hybrid motor vehicle called pure heat mode with heating of the passenger compartment and acceleration of the heat engine. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to a seventh arrangement identical to the fifth arrangement of Figure 7.

This seventh mode of operation of the hybrid motor vehicle comprises a single heating loop. This heating loop thus comprises: the first system of controlled valves 40, the upstream motor pipe 191, the pump 11, the downstream motor pipe 192, the water/oil exchanger 14, the main thermostat 15, the first pipe 193 of the circuit at high temperature 10, valve 18, third auxiliary line 73, third system of piloted valves 60, second line 262 of low temperature circuit 20, pump 25, three-way thermostat 24, first line 261 of low temperature circuit 20, the exchanger assembly 22 (RAS, EGR), the third pipe 263 of the low temperature circuit 20, the second system of controlled valves 50, the first auxiliary pipe 71. This heating loop is intended to accelerate the temperature rise of the heat engine 3 and the heating of the passenger compartment of the hybrid motor vehicle. This is a fairly common mode of operation when the heat engine 3 has not yet reached a reference temperature. The first system of controlled valves 40, the second system of controlled valves 50, the third system of controlled valves 60 place the RAS and the EGR in fluid communication with the heat engine 3. The calories from the RAS and the EGR heat the heat engine 3 until the heat transfer fluid reaches the reference value (of the order of 70° C.).

This seventh thermal operating mode makes it possible to achieve optimum heating of the thermal engine 3 in pure thermal mode, while heating the passenger compartment of the hybrid motor vehicle.

Figure 10 is a schematic view of the general cooling circuit of Figure 1 in operation according to an eighth operating mode of the hybrid motor vehicle called hybrid mode with heating of the passenger compartment and acceleration of the heat engine. In this mode of operation, the first system of piloted valves 40, the second system of piloted valves 50, the third system of piloted valves 60 are arranged according to an eighth arrangement identical to the fifth arrangement of Figure 7.

This eighth operating mode of the hybrid motor vehicle comprises a first heating loop. This first heating loop thus comprises: the first system of controlled valves 40, the upstream motor pipe 191, the pump 11, the downstream motor pipe 192, the water/oil exchanger 14, the main thermostat 15, the first pipe 193 of the high temperature circuit 10, valve 18, third auxiliary pipe 73, third pilot valve system 60, second pipe 262 of low temperature circuit 20, pump 25, three-way thermostat 24, first pipe 261 of the low temperature circuit 20, the power electronics 21, the electric motor 5, the exchanger assembly 22 (RAS, EGR), the third pipe 263 of the low temperature circuit 20, the second system of controlled valves 50 , the first auxiliary pipe 71. This heating loop is intended to accelerate the temperature rise of the combustion engine 3 and the heating of the passenger compartment of the hybrid motor vehicle. This is an operating mode similar to the operating mode of FIG. 9. The power electronics 21, the electric motor 5, the RAS and the EGR are active. The calories generated by these components are used to preheat the heat engine 3 and to heat the passenger compartment of the hybrid motor vehicle. Depending on the temperature of the heat transfer fluid, it is possible as an option to cool or heat the coil 7. In this option, part of the heat transfer fluid of the first heating loop is diverted to the coil 7 (represented by dotted arrows on Figure 10). For that :
- The second system of controlled valves 50 comprises a first controlled valve 55 open, putting the first inlet 51 in fluidic relationship with the second inlet 52;
- the third system of piloted valves 60 comprises a first piloted valve 65 open, putting the first inlet 61 in fluidic relationship with the second inlet 62.

This eighth thermal operating mode makes it possible to achieve optimum preheating of the internal combustion engine 3 in hybrid mode, while heating the passenger compartment of the vehicle.

FIG. 11 is a schematic view of the general cooling circuit of FIG. 1 in operation according to a ninth mode of operation of the hybrid motor vehicle called hybrid mode with heating of the passenger compartment and acceleration of the combustion engine and with cooling of the battery by a liquid/refrigerant heat exchanger. This operating mode is particularly suitable when the battery is preheated during recharging (first operating mode) in cold weather or during previous driving. In the ninth mode of operation, the first pilot valve system 40, the second pilot valve system 50, the third pilot valve system 60 are arranged according to a ninth arrangement. In this ninth arrangement:
- for the first system of controlled valves 40: the first controlled valve 45, the third controlled valve 47 and the fourth controlled valve 48 are closed (see FIG. 2A). The second controlled valve 46 is open putting the first inlet 41 and the third inlet 43 in fluidic relationship;
- for the second system of controlled valves 50: the first controlled valve 55, the fourth controlled valve 58 are closed (see FIG. 2B). The second controlled valve 56 is open putting the first inlet 51 and the third inlet 53 in fluidic relationship and the third controlled valve 57 is open putting the fourth inlet 54 and the second inlet 52 in fluidic relationship.
- for the third system of controlled valves 60: the first controlled valve 65, the fourth controlled valve 68 are closed (see FIG. 2C). The second controlled valve 66 is open putting the first inlet 61 and the third inlet 63 in fluidic relationship and the third controlled valve 67 is open putting the second inlet 62 and the fourth inlet 64 in fluidic relationship.

This ninth mode of operation of the hybrid motor vehicle comprises a heating loop and a cooling loop. The heating loop comprises: the first system of controlled valves 40, the upstream motor line 191, the pump 11, the downstream motor line 192, the water/oil exchanger 14, the main thermostat 15, the first line 193 of the circuit to high temperature 10, the valve 18, the third auxiliary pipe 73, the third system of piloted valves 60, the second pipe 262 of the low temperature circuit 20, the pump 25, the three-way thermostat 24, the first pipe 261 of the circuit at low temperature 20, the power electronics 21, the electric motor 5, the heat exchanger assembly 22 (RAS, EGR), the third line 263 of the low temperature circuit 20, the second system of controlled valves 50, the first auxiliary pipe 71. This heating loop is intended to accelerate the temperature rise of the heat engine 3 and the heating of the passenger compartment of the hybrid motor vehicle. This is an operating mode similar to the operating mode of figure 10. The power electronics 21, the electric motor 5, the RAS and the EGR are active. The calories generated by these components are used to preheat the heat engine 3 and to heat the passenger compartment of the hybrid motor vehicle.

The cooling loop comprises: the second system of piloted valves 50, the liquid/refrigerant heat exchanger 32, the pipe 34, the third system of piloted valves 60. In this cooling loop, the liquid/refrigerant heat exchanger 32 is adapted to cool the heat transfer fluid that will pass through the battery 7.

This ninth thermal operating mode makes it possible to achieve optimum preheating of the combustion engine 3 in hybrid mode, while heating the passenger compartment of the vehicle and allowing the battery 7 to cool.

It will be noted that the first mode of operation of FIG. 3 allows better performance of the battery for the next start with pure electric driving, either with a view to using said battery as a heat storage element in order to accelerate the ascent. in temperature of the internal combustion engine and/or in order to improve the heating of the passenger compartment by the ninth mode of operation.

The table in Figure 12 summarizes the different operating modes of the hybrid motor vehicle as described in Figures 3 to 11.

The embodiments illustrated in FIGS. 3 to 11 thus make it possible to have all the configurations of a high-performance cooling circuit in order to guarantee optimized operation of the hybrid motor vehicle. It can also ensure the cooling but also the preheating or the heating of the internal combustion engine 3, of the battery 7, of the passenger compartment of the hybrid motor vehicle. Thanks to the heating and preheating means of the invention (the electric motor 5, the power electronics 21, the charge air cooler, the exhaust gas recirculation system cooler, the electrical resistance 33) it is possible to reduce the consumption and polluting emissions of the thermal engine 3 while improving the efficiency, autonomy and life of the battery 7.

The invention is not limited to the embodiments and variants presented and other embodiments and variants will appear clearly to those skilled in the art.

Claims (11)

Thermal management device for a hybrid motor vehicle, said hybrid motor vehicle comprising a heat engine (3), an electric motor (5), a battery (7) for supplying said electric motor (5), said thermal management device including:
- a general cooling circuit (1) suitable for circulating a heat transfer fluid;
- heating means (5, 21, 22, 33) for heating said coolant;
- Interconnection means (40, 50, 60) between the different heating means (5, 21, 22, 33) of said heat transfer fluid;
characterized in that the interconnection means (40, 50, 60) comprise at least two distinct pilot valve systems (40, 50, 60), each pilot valve system (40, 50, 60) comprising at least two channels (41, 42, 43, 44; 51, 52, 53, 54; 61, 62, 63, 64) to interconnect all or part of the various heating means (5, 21, 22, 33) with a view to optimizing the heating of the heat engine (3) and/or of the battery (7) by said heat transfer fluid circulating in at least one heating loop. Thermal management device according to claim 1, the hybrid motor vehicle having a passenger compartment, in which the interconnection means (40, 50, 60) interconnect all or part of the various heating means (5, 21, 22, 33) in in order to optimize the heating of the passenger compartment. Thermal management device according to any one of claims 1 or 2, in which the interconnecting means (40, 50, 60) comprise at least three pilot valve systems (40, 50, 60), each pilot valve system with four channels (41, 42, 43, 44; 51, 52, 53, 54; 61, 62, 63, 64). Thermal management device according to any one of claims 1 to 3, in which the heating means are chosen from a list of heating means comprising:
- the electric motor (5);
- power electronics (21);
- a charge air cooler (RAS);
- a cooler of an exhaust gas recirculation system (EGR);
- an electrical resistor (33). Thermal management device according to Claim 4, in which the pilot valve systems (40, 50, 60) are arranged so that the electrical resistance (33) and/or the power electronics (21) and/or the motor (5) and/or the charge air cooler (RAS) and/or the cooler of an exhaust gas recirculation system (EGR) heat the battery (7). Thermal management device according to any one of Claims 4 or 5, in which the systems of piloted valves (40, 50, 60) are arranged so that the power electronics (21) and/or the electric motor (5 ) and/or the charge air cooler (RAS) and/or the cooler of an exhaust gas recirculation system (EGR) heat the heat engine (3). Thermal management device according to any one of Claims 4 to 6, in which the systems of piloted valves (40, 50, 60) are arranged so that the power electronics (21) and/or the electric motor (5 ) and/or the charge air cooler (RAS) and/or the cooler of an exhaust gas recirculation system (EGR) heat the passenger compartment of the hybrid motor vehicle. A thermal management device according to any of claims 1 to 7, wherein the pilot valve systems (40, 50, 60) are arranged to form a single heating loop. A thermal management device according to any of claims 1 to 7, wherein the pilot valve systems (40, 50, 60) are arranged to form two heating loops. A thermal management device according to any of claims 1 to 9, wherein the battery (7) is cooled by a liquid/refrigerant heat exchanger (32). Hybrid motor vehicle comprising a thermal management device according to any one of claims 1 to 10.