FR3123255A1 - VEHICLE INCLUDING A CABIN HEATING DEVICE - Google Patents

Abstract

Vehicle comprising: - a battery (2) for storing electrical energy, - a passenger compartment, - a passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33), powered by the battery (2), - a control device determining a maximum authorized power for the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33), - a means of determination of an ambient temperature outside the vehicle, the control device being arranged so that this maximum power is a function of this outside ambient temperature. Figure 1.

Description

VEHICLE INCLUDING A CABIN HEATING DEVICE

The invention relates to vehicles with electric drive comprising a thermal management device for the passenger compartment generating cold and/or heat in the passenger compartment according to the wishes of the driver and/or passengers.

Such a thermal management device comprises for example a reversible heat pump.

Such vehicles comprise an electric energy storage battery and an electric motor machine powered by this battery. The thermal management device is also powered by this battery.

Battery will be understood throughout the text of this document as an assembly comprising at least one battery module containing at least one electrochemical cell, the service battery being considered equivalent to at least one module. This battery optionally comprises electrical or electronic means for managing the electrical energy of this at least one module. When there are several modules, they are grouped together in a housing and then form a battery block, this battery block being often designated by the English expression "battery pack", this housing forming a hermetic enclosure and generally comprising a mounting interface , and connection terminals.

Furthermore, the term electrochemical cell will be understood throughout the text of this document to mean cells generating current by chemical reaction, for example of the lithium-ion (or Li-ion) type, of the Ni-Mh or Ni-Cd or still lead.

Unfortunately, such a passenger compartment thermal management device may consume a lot of energy, which correspondingly reduces the availability of energy from the battery for the vehicle's traction or for any other function of the vehicle.

Patent document FR-A1-2902701 discloses a method comprising a so-called “economical” mode selectable by the driver, this mode implying a limitation of the performance of the thermal management device.

Unfortunately, this limitation is not optimized because it is solely dependent on the selection of economy mode by the driver, and completely ignores the initial cabin temperature setpoint.

The object of the invention is to remedy this lack by proposing an improved energy management device.

To this end, the subject of the invention is a vehicle comprising:
- an electrical energy storage battery,
- a cabin,
- a passenger compartment heater powered by the battery,
- a control device determining a maximum authorized power for the passenger compartment heating device,
this vehicle comprising means for determining an ambient temperature outside the vehicle, the control device being arranged so that this maximum power is a function of this outside ambient temperature.

Thus, the invention makes it possible to prevent a thermal management device of the passenger compartment from using useless power from the battery, this useless power being replaced by less useful power allowing despite everything a convergence of the temperature of the passenger compartment at the set temperature, but with a slightly longer convergence time but with no discomfort for the driver or the passengers. The fact of having less power means that the current intensities are lower and therefore less energy loss by Joule effect, and less loss finally generates greater autonomy of the battery and therefore of the vehicle. Other advantages appear for the battery, in particular its longer life.

According to one embodiment of the invention, the passenger compartment heating device is arranged so as to generate heat in the passenger compartment while being controlled in passenger compartment heating mode by the control device.

According to one embodiment of the invention, the control device is arranged so that the higher the outside ambient temperature, the lower the maximum authorized power.

According to one embodiment of the invention, this vehicle comprises:
- a battery thermal management device comprising a first heat transfer fluid circuit exchanging calories with the battery,
- the passenger compartment heating device comprising a second heat transfer fluid circuit exchanging calories with the passenger compartment, and capable of exchanging calories with the first heat transfer fluid circuit,
the control device being arranged so as to inhibit the maximum authorized power for the passenger compartment heating device if it determines that the battery thermal management device is insufficient to heat the battery alone.

According to one embodiment of the invention, the control device is arranged so that it forces the heating device into heating mode.

According to one embodiment of the invention, the passenger compartment heating device comprises means for stopping the heating while producing heat, the control device being arranged so as to activate this stopping means in mode forced heating.

According to one embodiment of the invention, the electrical energy control device of the battery comprises at least one economical mode of operation selectable by the driver, and for which this maximum power is a function of this outside ambient temperature.

According to one embodiment of the invention, the passenger compartment heating device is configured to regulate the temperature of the passenger compartment around a setpoint temperature determined by the driver, the control device being configured so that the maximum authorized power for the passenger compartment heating device is corrected according to the absolute value of the temperature difference between the setpoint temperature and the outside ambient temperature.

According to one embodiment of the invention, this correction is a multiplicative factor proportional to the absolute value of the temperature difference.

The invention also relates to a method for controlling a vehicle comprising:
- an electrical energy storage battery,
- a cabin,
- a passenger compartment heater powered by the battery,
- a control device implementing the process,
this method comprising a step of determining a maximum power authorized for the passenger compartment heating device, and a step of determining an outside ambient temperature, this maximum power being a function of this outside ambient temperature.

Other features and advantages will appear on reading the description below of a particular, non-limiting embodiment of the invention, made with reference to the figures in which:

: is an example of a diagram of a thermal management system of an electric motor vehicle for which the invention is applicable.

: is an example of a map for limiting the maximum power authorized for a passenger compartment thermal management device in heating mode.

: is an example of a map for limiting the maximum power authorized for the passenger compartment thermal management device in air conditioning mode.

: is an example of a map for limiting the maximum power authorized for the passenger compartment thermal management device with a changeover point from heating mode to air conditioning at 20°C.

It should be borne in mind that the figures are given by way of examples and do not limit the invention. They constitute schematic representations of principle intended to facilitate understanding of the invention. Furthermore, in what follows, reference is made to all the figures taken in combination.

The presents an example of a thermal management system of an electric motor vehicle to which the invention applies. This system includes:
- a control device (not shown),
- a battery thermal management device comprising a first circuit forming a first loop of very low temperature heat transfer fluid, and successively comprising a traction battery 2, an input a and an output b of a fluid communication means consisting of a first three-way valve controlled 4 by the control device, a first cooler or evaporator 6 receiving a refrigerant, a first three-way connector 10, a first circulation pump 12 of this circuit actuated by an electric motor, and a first probe temperature 14,
- a passenger compartment thermal management device comprising a second circuit forming a second loop of high-temperature heat transfer fluid successively comprising an electric heater 20 receiving a high-voltage current from battery 2, a second temperature sensor 22, a second connector three branches 24, a first non-return valve 26, a third three-branch connector 2 comprising a branch connected to an outlet d of the first three-way valve 4, and another branch connected to a second circulation pump 30 of this circuit actuated by an electric motor powered by the battery 2, a first heat exchanger 32 for heating the passenger compartment of the vehicle called "air heater", then a second cooler or evaporator 7 receiving the refrigerant, then a fourth three-way connector 34, a second valve anti-return 36, a fifth connection three connections 3, and finally returns to the electric heater 20,
- a device for thermal management of an electric motor machine, and comprising a third circuit forming a third loop of low-temperature heat transfer fluid successively comprises an on-board battery charger 50, an inverter 52, an electric traction machine 54 controlled by this inverter , a second controlled three-way valve 56, a heat exchanger with ambient air 5, arranged at the front of the vehicle to dissipate calories into the atmosphere, a seventh three-way connector 60, a third temperature sensor 62, then a third circulation pump 64 of this circuit actuated by an electric motor.

The first very low temperature loop regulates the temperature of the traction battery 2 to cool it, in particular during periods of fast charging, or to heat it on start-up in cold weather in order to optimize its performance as well as its service life.

The second high temperature loop regulates the temperature of the passenger compartment around a setpoint temperature selected by the driver. It will be noted that this second loop, as shown schematically, can heat the passenger compartment via the air heater 32 or cool the passenger compartment via the second cooler or evaporator 7. Thus the thermal management device of the passenger compartment, depending on the presence or not of the heater 32 or of the second evaporator 7, is a device for heating the passenger compartment and/or for air conditioning the passenger compartment.

If this passenger compartment thermal management device comprises the second evaporator 7, it also comprises a fourth circuit forming a fourth loop of the refrigerant, very schematically represented, this fourth loop comprising for example according to the opposite direction of circulation of the refrigerant a condenser 33, then a compressor 35, then one or more evaporators in series or in parallel, here represented in parallel, including the first and second evaporators 6, 7 which are therefore common between this fourth loop and the first or second loop, then again the condenser 33. It will be noted that on the , the second evaporator 7 is shown at two different locations depending on the option selected:
- the first option, in full line, allows the high temperature heat transfer fluid of the second loop to be in thermal contact with the refrigerant, the second evaporator 7 is then a refrigerant/heat transfer fluid exchanger, and it is the unit heater 32 which, cooled by the heat transfer fluid, will cool the air blown into the passenger compartment,
- the second option, in dotted lines, allows the forced air of the passenger compartment to be in thermal contact with the refrigerant, the second evaporator 7 is then a forced air/refrigerant exchanger, this second evaporator receiving the same pulsed air as the heater 32 or alternatively, a separate pulsed air which makes the second evaporator 7 of the second option entirely independent of the heater 32.

As those skilled in the art know, the unit heater is an air/heat transfer fluid exchanger, this air being blown by a fan or by the movement of the vehicle in the passenger compartment.

The third low temperature loop makes it possible to regulate the temperature of the electric machine 54, and of the electronics of the inverter 52 and of the on-board charger 50, which must have low temperatures of the order of 70 at 0°C.

The second three-branch connector 24 comprises a branch connected to a sixth three-branch connector 40 comprising a branch connected to the first three-branch connector 10, and another branch connected to an expansion tank 42 allowing degassing of the fluid.

The fourth three-branch connector 34 has a branch connected to the seventh three-branch connector 60. The fifth three-branch connector 3 has a branch connected to the second outlet d of the second four-way valve 56.

Each three-way valve 4, 56 is controlled by the control device to, from an input a, connect it alternately to a first output b or to a second output d, the other output which is not used being isolated .

By placing the first three-way valve 4 in a position connecting its inlet a coming from the battery 2 to its first outlet b towards the cooler 6, the second outlet d is closed and the first very low temperature circuit is isolated from the high temperature circuit. Similarly, by arranging the second three-way valve 56 in a position connecting its input a coming from the electric machine 54 to its first output b towards the heat exchanger 5, the second output d is closed and the second high temperature circuit is isolated from the low temperature circuit. Each circuit works independently.

By only reversing the position of the first three-way valve 4, the fluid leaving the battery 2 goes to the second high temperature circuit to be alternately cooled in the heater 32 or in the second evaporator 7 or heated in the heater 20, the first non-return valve 26 preventing a departure of the fluid in the other direction in the second high temperature circuit. The return of the fluid passes through the second three-way connector 24, then to the first circulation pump 12 to return to the battery 2.

By only reversing the position of the second three-way valve 56, the fluid leaving the electric machine 54 goes to the second high temperature circuit to be cooled in the heater 32 or the second evaporator 7, the second non-return valve 36 preventing a departure of the fluid in the other direction in the second high temperature circuit. The return of the fluid passes through the fourth three-way connection 34 then through the seventh three-way connection 60, to reach the third electric pump 64, the battery charger 50 and the inverter 52.

For example, in this way, the calories generated by the battery charger 56, the inverter 52 or the electric machine 54, depending on what is in operation, are used to supply the unit heater 32 for heating the passenger compartment.

Other thermal management system architectures of an electric motor vehicle to which the invention applies are possible, but not illustrated. In particular, a known architecture, not illustrated, allows for example that the heat transfer fluid of the third low temperature loop can travel through the first very low temperature heat transfer fluid loop so that the exchanger 5 cools the battery 2 without requiring the activation of the compressor of the fourth loop. Similarly, the battery thermal management device may comprise a heater comprising an electrical resistor immersed in the fluid of the first very low temperature loop, resistor powered by battery 2.

The control device, for example an electronic computer, carries out a control of the thermal management system of the vehicle according to information coming from various sensors, in particular the temperature sensors of each loop 14, 22, 62, in order to activate in particular the electric pumps 12, 30, 64, controlled valves 4, 56, the compressor, the forced air fan, in order to optimize operating temperatures and energy yields.

This control device comprises for example the means of acquisition, processing by software instructions stored in a memory as well as the control means required for the implementation of the method according to the invention, as will be described below.

This control device can be a single computer. But this is not mandatory. Indeed, it could be a set of dedicated remote computers while being coupled together. It can itself be arranged in the form of a dedicated computer comprising a possible dedicated program, for example. Consequently, a control device, according to the invention, can be produced in the form of software (or computer (or even “software”)) modules, or else of electronic circuits (or “hardware”), or even of a combination of electronic circuits and software modules”.

Thus, in summary, the thermal management system and in particular the passenger compartment thermal management device disclosed, via the control device, makes it possible, depending on the options or the configuration selected, to heat and/or cool the battery 2, by taking of the electric power of the battery 2 via the actuation of the pump 30, the heater 20, the compressor 35, the forced air fans. It will be noted that all these organs are so-called "power" organs, as opposed to the electric power supply of the control device called the "control" power supply, even if the control device can itself supply consumers such as the sensors.

Throughout the text of this document, "power" will be understood to mean the power consumed by the so-called "power" components, i.e. a variation in this power does not in any way affect the power supply of the control device. On the contrary, it is the control device which makes it possible to limit or not the electrical power consumed by ordering to activate or not the pumps, the heaters, the compressors, the fans, the motors, the converters, and by controlling the valves. depending on the desired effect.

It will be noted in particular that the control device may be partly integrated into the battery 2 itself, and limit the available power coming out of the battery, upstream of one or more power circuits to which it is connected, thus limiting the power consumed in said power circuit.

Thus the subject of the invention is a vehicle comprising:
- battery 2 for storing electrical energy,
- the passenger compartment,
- the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33, 35 powered by battery 2,
- the control device determining a maximum authorized power for the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33, 35.

This vehicle comprises means for determining an ambient temperature outside the vehicle, for example a temperature sensor housed in an exterior mirror of the vehicle.

The control device is arranged so that this maximum power is a function of this outside ambient temperature. Figures 2, 3, and 4 disclose examples of this function.

The passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33, 35 is arranged so as to generate cold and/or heat in the passenger compartment depending on whether this device thermal management 7,20, 22, 24, 26, 2, 30, 32, 33, 35 is respectively controlled in a mode of air conditioning or heating of the passenger compartment by the control device.

This control device is arranged so that, for the heating mode, the higher the outdoor ambient temperature, the lower the maximum authorized power.

This control device is arranged so that, for the air conditioning mode, the higher the outside ambient temperature, the higher the maximum authorized power.

This vehicle also includes, for example:
- the battery thermal management device 6, 10, 12, 14 comprising the first heat transfer fluid circuit exchanging calories with the battery 2, in particular with the electrochemical cells of the battery 2,
- the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33, 35 comprising the second heat-carrying fluid circuit exchanging calories with the passenger compartment, this device also being suitable to exchange calories with the first heat transfer fluid circuit, in particular via the first controlled three-way valve 4 making it possible to heat the battery 2 by the heater 20, or even via the first evaporator 6 of the fourth loop which is part of the management device cabin temperature 7.20, 22, 24, 26, 2, 30, 32, 33, 35.

The control device is then arranged so as to inhibit the maximum authorized power for the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33, if it determines an insufficiency of the battery thermal management device 6, 10, 12, 14 to cool or heat the battery 2 alone. Thus, for example, if the limited power of the passenger compartment thermal management device does not allow the first cooler 6 sufficient cooling of the battery, the power available for the passenger compartment thermal management device will be increased again. In general, the thermal management of the battery is prioritized over the thermal management of the passenger compartment.

To satisfy this prioritization, the control device is for example arranged so that it forces the thermal management device of the passenger compartment 7, 20, 22, 24, 26, 2, 30, 32, 33 in air conditioning mode or heating according respectively to insufficient cooling and / or heating of the battery 2 by the thermal management device of the battery 6, 10, 12, 14. This forcing is understood in the sense that, for example the thermal need of the passenger compartment does not require the passenger compartment thermal management device to be activated, but the latter will still be activated by the control device for the needs of battery 2.

Situations where the thermal requirement of the passenger compartment does not require the thermal management device to be switched on are, for example:
- the passenger compartment setpoint temperature is equal to the passenger compartment temperature,
- the driver has deactivated the air conditioning or heating,
- the passenger compartment temperature is above the temperature set point and there is no air conditioning system for the passenger compartment,
- the passenger compartment temperature is below the set temperature and there is no heating device for the passenger compartment.

According to the invention, the thermal management device of the passenger compartment comprises for example a means of stopping the heating or the cooling of the passenger compartment while producing heat or cold, the control device being arranged so as to activate this stopping means in forced heating or cooling mode. This means of stopping the heating is, for example, stopping the forced air fan passing through the unit heater, which allows the cooling of the passenger compartment to be stopped in the same way for the option where the second evaporator 7 is integrated into the unit heater 32. This shut-off means can also be a blocking valve (not shown) of the refrigerant blocking the circulation of this fluid only in the second evaporator 7 (and not in the first evaporator 6).

The electrical energy control device of the battery comprises for example at least one economical mode of operation selectable by the driver, and for which this maximum power is a function of this outside ambient temperature. This economy mode obviously concerns the energy of the vehicle, and makes it possible to maximize the range of the vehicle and in particular the battery life. The other modes are for example a sport mode which favors the responsiveness of the vehicle to the driver's requests, a comfort mode which avoids too sudden accelerations for example, but many other examples are possible.

The passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33 is for example configured to regulate the temperature of the passenger compartment around the setpoint temperature determined by the driver. The control device is then configured, for example, so that the maximum authorized power for the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30 is corrected according to the absolute value of the temperature difference between the setpoint temperature and the outside ambient temperature.

This correction is for example a multiplicative factor proportional to the absolute value of the temperature difference.

The invention also relates to a vehicle control method comprising:
- the electrical energy storage battery 2,
- the passenger compartment,
- the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33, powered by battery 2,
- the control device implementing the process,
this method comprising a step of determining the maximum power authorized for the thermal management device of the passenger compartment 7, 20, 22, 24, 26, 2, 30, 32, 33 and a step of determining the ambient temperature exterior, this maximum power being a function of this exterior ambient temperature.

Of course, this process also includes all the steps for:
- control in air conditioning or heating mode the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33,
- for the heating mode, the higher the outside ambient temperature, the more the process limits the maximum authorized power, or for the air conditioning mode, the higher the outside ambient temperature, the more the process increases the maximum authorized power ,
- inhibit the maximum authorized power for the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33 if it determines an insufficiency of the battery thermal management device 6, 10, 12, 14 to cool or heat battery 2 alone,
- forcing the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33 into air conditioning or heating mode depending respectively on insufficient cooling and/or heating of the battery 2 by the battery thermal management device 6, 10, 12, 14,
- stopping the heating or cooling of the passenger compartment while producing heat or cold respectively, only when the heating or cooling mode is forced.

The is an example of a function, or map, representing the maximum authorized power limitation value for the passenger compartment thermal management device 7, 20, 22, 24, 26, 2, 30, 32, 33 when it is in heating mode, and without correction with the difference between the setpoint temperature and the outside temperature, but of course this correction can be applied to Figures 2 to 4. This , in heating mode, corresponds for example when the passenger compartment setpoint temperature is higher than the passenger compartment temperature. The does not take into account the passage from a heating mode to an air conditioning or cooling mode of the passenger compartment, or vice versa. This example will be approached by the . For the , as for the and 4, the abscissa axis is the outside temperature in degrees Celsius, the ordinate axis is the maximum authorized power limitation value in watts: the passenger compartment thermal management device 7,20,22,24 , 26, 2, 30, 32, 33 therefore has a maximum of this power value: he can use all this power, or less, but no more. For example at -40° C. the passenger compartment thermal management device can have a maximum of 6000 W for the heater 20, and the pump 30. 6000 W usually corresponds to the maximum capacity of the passenger compartment thermal management device 7 ,20, 22, 24, 26, 2, 30, 32, 33, and therefore it can be considered that at -40°C there is no limitation by the control device. On the other hand, the more the outside temperature increases, the more the limitation of the control device operates. Thus from -40°C to 20°C the maximum authorized power decreases from 6000 W to 1000 W. Note that the leaves a maximum authorized power for the heating of 1000 W up to an outside temperature of 60°C, but we remind you here that this maximum authorized power is just made available, and is not necessarily used by the heating.

The is an example of a map for limiting the maximum power authorized for the passenger compartment thermal management device in air conditioning mode. This figure actually reads exactly the same way as the , but being cold here, the maximum authorized power increases with the increase in the outside temperature, up to 3500 W for an outside temperature above 60°C. This cooling mode operates for example when the setpoint temperature is lower than the temperature of the passenger compartment.

The is an example of a map for limiting the maximum power authorized for the passenger compartment thermal management device with a changeover point from heating mode to air conditioning at 20°C. This passenger compartment thermal management device therefore comprises the heater 20 and the fourth circuit. The illustration of this , which is in fact the combination of the and 3, assumes an inflection point of the maximum power allowed at an outside temperature of 20°C. This point of inflection is for example fixed, just like all of the three maps presented, but can also be corrected according to the absolute value of the temperature difference between the set temperature and the temperature of outside atmosphere, or even depending on the climatic conditions: for example, if the weather is sunny, the direct radiation has the effect of a sensation of heat higher than the actual temperature of the passenger compartment, the control device can then shift this point of inflection towards lower outside temperatures, and vice versa if the weather is cloudy and/or humid.

Thus, the invention makes it possible to prevent the thermal management device of the passenger compartment from using useless power from the battery 2, this useless power being replaced by less useful power allowing despite everything a convergence of the temperature of the passenger compartment at the set temperature, but with a slightly longer convergence time but with no discomfort for the driver or the passengers. The fact of having less power means that the current intensities are lower and therefore less energy loss by Joule effect, and less loss finally generates greater autonomy of the battery and therefore of the vehicle. Other advantages appear for battery 2, in particular its longer life.

Claims (10)

Vehicle including:
- a battery (2) for storing electrical energy,
- a cabin,
- a passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33), powered by the battery (2),
- a control device determining a maximum authorized power for the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33),
characterized in that this vehicle comprises means for determining an ambient temperature outside the vehicle, the control device being arranged so that this maximum power is a function of this outside ambient temperature. Vehicle according to Claim 1, the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33) being arranged so as to generate heat in the passenger compartment by being controlled in heating of the passenger compartment by the control device. Vehicle according to claim 2, the control device being arranged so that the higher the outside ambient temperature, the lower the maximum authorized power. Vehicle according to one of Claims 2 or 3, comprising:
- a battery thermal management device (6, 10, 12, 14) comprising a first heat transfer fluid circuit exchanging calories with the battery (2),
- the heating device (7, 20, 22, 24, 26, 2, 30, 32, 33) comprising a second heat transfer fluid circuit exchanging calories with the passenger compartment, and capable of exchanging calories with the first heat transfer circuit coolant,
the control device being arranged so as to inhibit the maximum authorized power for the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33) if it determines an insufficiency of the heating device thermal management of the battery (6, 10, 12, 14) to heat the battery (2) alone. Vehicle according to claim 4, the control device being arranged such that it forces the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33) into heating mode. Vehicle according to claim 5, the passenger compartment heating device comprising means for stopping the heating of the passenger compartment while producing heat, the control device being arranged so as to activate this stopping means in mode forced heating. Vehicle according to one of the preceding claims, the battery electrical energy control device comprising at least one economical mode of operation selectable by the driver, and for which this maximum power is a function of this outside ambient temperature. Vehicle according to one of the preceding claims, the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33) being configured to regulate the temperature of the passenger compartment around a setpoint temperature determined by the driver, the control device being configured so that the maximum authorized power for the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33) is corrected according to the absolute value of the temperature difference between the setpoint temperature and the outside ambient temperature. Vehicle according to claim 8, this correction being a multiplicative factor proportional to the absolute value of the temperature difference. A method of controlling a vehicle comprising:
- an electrical energy storage battery (2),
- a cabin,
- a passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33), powered by the battery (2),
- a control device implementing the process,
this method comprising a step of determining a maximum authorized power for the passenger compartment heating device (7, 20, 22, 24, 26, 2, 30, 32, 33),
characterized in that it comprises a step for determining an outside ambient temperature, this maximum power being a function of this outside ambient temperature.