FR3142391A1 - METHOD FOR THERMAL REGULATION OF AN INTERIOR AND OPERATING ELEMENTS OF A POWER TRAIN - Google Patents

Abstract

One aspect of the invention relates to a method 100 for thermal regulation of a passenger compartment and operating elements of a powertrain of an electric or hybrid vehicle by means of a thermal supervisor, the method 100 being remarkable in this that it comprises a step of controlling 101 an operating mode of a first thermal system and a second thermal system depending on: The thermal needs of said passenger compartment and at least one of said operating elements, and Recorded coupling possibilities between: A first circuit for regulating the temperature of an electrical energy storage means, A second circuit for regulating the temperature of a passenger compartment, and A third circuit for regulating the temperature of an electric traction machine. Figure 6.

Description

METHOD FOR THERMAL REGULATION OF AN INTERIOR AND OPERATING ELEMENTS OF A POWER TRAIN

One aspect of the invention relates to a method of thermal regulation, by means of a thermal supervisor, of a passenger compartment and operating elements of a powertrain of an electric or hybrid vehicle.

Another aspect of the invention relates to a thermal supervisor for an electric or hybrid vehicle constructed and arranged to execute the steps of the aforementioned thermal regulation process.

These aspects of the invention find particularly interesting applications in the field of control of electric or hybrid motor vehicles.

This type of vehicle usually comprises a passenger compartment, a powertrain equipped with operating elements and a thermal system equipped with thermal components allowing an increase and/or decrease in a temperature of the passenger compartment and the operating elements that the powertrain comprises, these operating elements being able to be formed for example by a traction battery, an electric traction machine and a direct-direct current converter.

• Un premier système thermique utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique ; et
• Un deuxième système thermique utilisant un réfrigérant comme support de distribution de l’énergie thermique,

Such a thermal system includes in particular:

• A first thermal system using a heat transfer fluid and air as a thermal energy distribution medium; And
• A second thermal system using a refrigerant as a thermal energy distribution medium,

The thermal management of the passenger compartment and the operating elements of the powertrain is controlled by a first control and regulation unit of the first thermal system and a second control and regulation unit of the second thermal system. These two units operate independently of each other.

When one of the thermal components of the first or second thermal system fails, the unit controlling this faulty thermal component excludes the latter so as to no longer require it. For example, if a heating resistor making it possible to increase the temperature of the passenger compartment fails, the second unit controlling the second thermal system using a heat transfer fluid and air as a medium for distributing the thermal energy will no longer request this. heat resistence. Therefore, it will no longer be possible to increase the temperature of the passenger compartment. This exclusion has an impact on passenger comfort.

It is also known from document FR-B1-3013284 to allow a user to prioritize the components in order to prohibit the supply of energy to non-priority components in the event of insufficient energy available in the power supply network of the electric vehicle. This exclusion also has an impact on passenger comfort.

In order to control the thermal system, a thermal supervisor 101 is also known as illustrated in .

• Une première unité 102 de contrôle et de régulation d’un premier système thermique 103 utilisant un fluide caloporteur comme support de distribution d’une énergie thermique et de l’air comme support de distribution l’énergie thermique, et
• Une deuxième unité 104 de contrôle et de régulation d’un deuxième système thermique 105 utilisant un réfrigérant comme support de distribution de l’énergie thermique.

This thermal supervisor 101 is arranged to control,

• A first unit 102 for controlling and regulating a first thermal system 103 using a heat transfer fluid as a thermal energy distribution medium and air as a thermal energy distribution medium, and
• A second unit 104 for controlling and regulating a second thermal system 105 using a refrigerant as a thermal energy distribution medium.

The thermal supervisor 101 further comprises means 106 arranged to identify thermal components of the first thermal system 103 and the second thermal 105 which can be requested to increase or decrease the temperature of the passenger compartment or of an operating element of the powertrain.

There illustrates a powertrain 107 equipped with thermal components that can be used to increase or decrease the temperature of the passenger compartment or of an operating element. The thermal components are formed in the example illustrated by a heating resistor 108, a unit heater 109, a radiator 110, a motor-fan unit 111, pumps 112, temperature sensors 113, a Chiller 114, a condenser 115, and fluid connection means 116a, 116b.

In order to increase or decrease the temperature of the passenger compartment or of an operating element of the powertrain 107, for example formed by a battery 117 and an electric motor 118, the thermal supervisor 101 is able to identify the thermal components 108, 109, 110, 111, 112, 113, 114, 115, 116a, 116b which may be requested.

The thermal supervisor 101 therefore forms a conductor and is capable of controlling all the thermal components in a coordinated manner, via the first unit 102 and the second unit 104. It is for example able to order the opening or closing of the solenoid valves 116a, 116b and the activation or deactivation of the heating resistor 108, the air heater 109, the radiator 110, the motor-fan unit 111, of the Chiller 114, of the condenser 115, of the pumps 112 according to thermal needs identified for the passenger compartment and the operating elements of the powertrain.

In view of the large number of thermal components that can be included in such a powertrain 107, when a thermal need is identified, a significant number of possibilities for activating and deactivating the numerous thermal components are available to the thermal supervisor 101. It must therefore carry out calculations which are necessarily time-consuming and consume disk space.

Furthermore, during the development and validation phase of such a thermal supervisor, it is necessary to test, for each of the vehicle's operating situations, the different variants of activation and deactivation of the thermal components. These variants are frequently thirteen in number. This large number of variants increases the duration of the development and validation phase as well as the risk of error.

The aim of the invention is to overcome the disadvantages of the prior art by proposing a process for thermal regulation of a passenger compartment and operating elements of a powertrain making it possible to reduce the development and validation time of said process. implemented in a thermal supervisor.

• Une première unité de contrôle et de régulation d’un premier système thermique utilisant un fluide caloporteur et de l’air comme support de distribution d’une énergie thermique, et
• Une deuxième unité de contrôle et de régulation d’un deuxième système thermique utilisant un réfrigérant comme support de distribution de l’énergie thermique.

In this context, the invention thus relates, in its broadest acceptance, to a method of thermal regulation of a passenger compartment and operating elements of a powertrain of an electric or hybrid vehicle by means of a thermal supervisor, the thermal supervisor comprising:

• A first control and regulation unit of a first thermal system using a heat transfer fluid and air as a medium for distributing thermal energy, and
• A second control and regulation unit of a second thermal system using a refrigerant as a thermal energy distribution medium.

• De besoins thermiques de l’habitacle et d’au moins un des éléments de fonctionnement, et
• De possibilités de couplage enregistrées entre :
  • Un premier circuit utilisant un fluide caloporteur comme support de distribution de l’énergie thermique pour réguler en température un moyen de stockage d’énergie électrique,
  • Un deuxième circuit utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique pour réguler en température un habitacle, et
  • Un troisième circuit utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique pour réguler en température une machine électrique de traction.

The method according to this aspect of the invention is remarkable in that it comprises a step of controlling, by means of the thermal supervisor, an operating mode of the first thermal system and the second thermal system in function:

• Thermal needs of the passenger compartment and at least one of the operating elements, and
• Coupling possibilities recorded between:
  • A first circuit using a heat transfer fluid as a thermal energy distribution medium to regulate the temperature of an electrical energy storage means,
  • A second circuit using a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of a passenger compartment, and
  • A third circuit using a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of an electric traction machine.

Thus, thanks to this process, a preselection of the thermal components that can be used to regulate the temperature of the passenger compartment and the operating elements of the vehicle is carried out by these coupling possibilities.

For example, if the layout of the vehicle does not offer the possibility of coupling the first circuit with the third circuit, it is not possible to use the radiator of the third circuit to help cool the vehicle battery.

In this case, this possibility of cooling the battery by means of the radiator is not studied during the development and validation phases of the thermal regulation process according to the invention. The development and validation time of the thermal regulation process is therefore reduced and the risk of error is also reduced.

In addition, this possibility of coupling not being possible, in operation the calculation time is reduced and the disk space required to carry out the calculation is also reduced.

In addition to the characteristics which have just been mentioned in the previous paragraph, the process according to the invention may present one or more complementary characteristics among the following, considered individually or in all technically possible combinations.

According to a non-limiting aspect of the invention, the thermal needs are determined as a function of an operating situation of the vehicle depending on the states of the operating elements of the powertrain and the temperatures of the operating elements.

According to a non-limiting aspect of the invention, the mode of operation of the first thermal system and the second thermal system is further determined based on a prioritization of the thermal needs of the passenger compartment and at least one of the operating elements. of the powertrain requiring thermal regulation.

According to a non-limiting aspect of the invention, the mode of operation of the first thermal system and the second thermal system is further determined as a function of a failure of one of the thermal components.

According to a non-limiting aspect of the invention, the method comprises a step of defining a maximum power and a maximum engine speed of a refrigerant compressor as a function of an operating situation of the vehicle.

• Une première unité de contrôle et de régulation d’un premier système thermique utilisant un fluide caloporteur et de l’air comme support de distribution d’une énergie thermique, et
• Une deuxième unité de contrôle et de régulation d’un deuxième système thermique utilisant un réfrigérant comme support de distribution de l’énergie thermique.

Another aspect of the invention relates to a thermal supervisor for an electric or hybrid vehicle, the thermal supervisor being constructed and arranged to control, in order to thermally regulate a passenger compartment and operating elements of a powertrain of the vehicle,

• A first control and regulation unit of a first thermal system using a heat transfer fluid and air as a medium for distributing thermal energy, and
• A second control and regulation unit of a second thermal system using a refrigerant as a thermal energy distribution medium.

The thermal supervisor is remarkable in that it is constructed and arranged to carry out the steps of the process according to any of the aforementioned aspects of the invention.

According to a non-limiting aspect of the invention, the coupling possibilities are recorded in the thermal supervisor.

According to a non-limiting aspect of the invention, the coupling possibilities are recorded in recording means constructed and arranged to communicate with the thermal supervisor.

Another aspect of the invention relates to an electric or hybrid vehicle equipped with a thermal supervisor according to any of the aforementioned aspects of the invention.

The invention and its various applications will be better understood on reading the following description and examining the accompanying figures.

illustrates, schematically, a non-limiting embodiment of a thermal supervisor according to the prior art.

shows, schematically, thermal components of a powertrain according to the prior art.

illustrates, schematically, a non-limiting embodiment of a thermal supervisor according to a non-limiting aspect of the invention.

illustrates, schematically, an example of producing circuits using a heat transfer fluid as a medium for distributing thermal energy to regulate the temperature of a passenger compartment and operating elements of a vehicle.

illustrates, schematically, another example of producing circuits using a heat transfer fluid as a medium for distributing thermal energy to regulate the temperature of a passenger compartment and operating elements of a vehicle.

shows the steps of a process for thermal regulation of a passenger compartment and operating elements of a powertrain of a vehicle according to a non-limiting aspect of the invention.

represents, schematically, a vehicle equipped with a thermal supervisor as illustrated in .

There illustrates a non-limiting embodiment of a thermal supervisor 1 for an electric vehicle according to one aspect of the invention.

The thermal supervisor 1 is constructed and arranged to control a first unit 2 for controlling and regulating a first thermal system 3 using a heat transfer fluid as a thermal energy distribution medium and air as a thermal energy distribution medium. 'thermal energy.

The thermal supervisor 1 is also constructed and arranged to control a second unit 4 for controlling and regulating a second thermal system 5 using a refrigerant as a thermal energy distribution medium.

Thus, the thermal supervisor 1 according to this aspect of the invention forms a conductor and is capable of controlling in a coordinated manner, via the first unit 2 and the second unit 4, all of the thermal components, for example a compressor refrigerant, solenoid valves or a vehicle fan unit used to increase or decrease the temperature of an operating element of the vehicle, for example a passenger compartment, a traction battery or an electric traction machine.

There illustrates an example of circuit production of the first thermal system 3 using a heat transfer fluid and air as a medium for distributing thermal energy to regulate the temperature of a passenger compartment and operating elements of a vehicle.

• Un premier circuit 6 utilisant un fluide caloporteur comme support de distribution de l’énergie thermique pour réguler en température un moyen de stockage d’énergie électrique, comme une batterie 7 de traction de type 400V ;
• Un deuxième circuit 8 utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique pour réguler en température l’habitacle ; et
• Un troisième circuit 9 utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique pour réguler en température une machine électrique de traction 10.

It should be noted that coupling possibilities between

• A first circuit 6 using a heat transfer fluid as a thermal energy distribution medium to regulate the temperature of an electrical energy storage means, such as a 400V type traction battery 7;
• A second circuit 8 using a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of the passenger compartment; And
• A third circuit 9 using a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of an electric traction machine 10.

In a different embodiment not illustrated, the coupling possibilities are recorded in recording means constructed and arranged to communicate with the thermal supervisor 1.

In a non-limiting exemplary embodiment illustrated in , the first circuit 6 includes in particular a traction battery 7.

• Un premier dispositif de chauffage 11 du fluide caloporteur, ce premier dispositif de chauffage 11 peut être formé par une résistance chauffante,
• Un aérotherme 12 formé par un échangeur de fluide caloporteur/air utilisé pour augmenter ou diminuer la température de l’habitacle,

The second circuit 8 includes:

• A first heating device 11 for the heat transfer fluid, this first heating device 11 can be formed by a heating resistor,
• A unit heater 12 formed by a heat transfer fluid/air exchanger used to increase or decrease the temperature of the passenger compartment,

The third circuit 9 includes a radiator 13 provided with a motor-fan unit 14 to cool the heat transfer fluid circulating in the third circuit 9. This third circuit 9 makes it possible in particular to regulate the temperature of the electric traction machine 10.

The first thermal system 3 notably comprises pumps 15 to ensure the circulation of the heat transfer fluid in the first, second and third circuits 6, 8, 9, and temperature sensors 16 make it possible to measure the temperature of the heat transfer fluid.

• Un dispositif de refroidissement 17 du fluide caloporteur circulant dans le premier circuit 6, ce dispositif de refroidissement 17 pouvant être formé par un échangeur de fluide caloporteur/réfrigérant issu d’un compresseur de climatisation non illustré permettant d’abaisser la température du fluide caloporteur. Ce type de dispositif de refroidissement 17 est également connu sous le terme Chiller.
• Un deuxième dispositif de chauffage 18 du fluide caloporteur circulant dans le deuxième circuit 8. Ce type de deuxième dispositif de chauffage 18 est également connu sous le terme condenseur ou « water condenseur en anglais ».

The second thermal system 5 using a refrigerant as a thermal energy distribution medium may include

• A cooling device 17 for the heat transfer fluid circulating in the first circuit 6, this cooling device 17 being able to be formed by a heat transfer fluid/refrigerant exchanger coming from an air conditioning compressor not shown making it possible to lower the temperature of the heat transfer fluid. This type of cooling device 17 is also known under the term Chiller.
• A second heating device 18 for the heat transfer fluid circulating in the second circuit 8. This type of second heating device 18 is also known under the term condenser or “water condenser in English”.

The first thermal system 3 comprises fluid connection means arranged to couple the first circuit 6, the second circuit 8 and the third circuit 9 with each other.

In this exemplary embodiment, the fluid connection means comprise a first three-way solenoid valve 19a which allows, depending on whether it is open or closed, to authorize or prohibit the circulation of the heat transfer fluid between the first circuit 6 and the third circuit 9.

The fluid connection means further comprise a second two-way solenoid valve 19b which makes it possible to authorize or prohibit, depending on whether it is open or closed, the circulation of the heat transfer fluid between the second circuit 8 and the third circuit 9.

Furthermore, if the first three-way solenoid valve 19a and the second two-way solenoid valve 19b are opened simultaneously, circulation of the heat transfer fluid between the first circuit 6, the second circuit 8 and the third circuit 9 is possible. On the other hand, if pump 15 of the first circuit is activated and pump 15 of the third circuit 9 is deactivated, circulation of the heat transfer fluid will only be possible between the first circuit 6 and the second circuit 8.

In addition, if the first three-way solenoid valve 19a and the second two-way solenoid valve 19b are deactivated, the first, second and third circuits 6, 8 and 9 are isolated from each other.

In other words, according to such an architecture, five coupling possibilities are recorded in the thermal supervisor 1.

In a different embodiment, the architecture illustrated in does not include the first three-way solenoid valve 19a so that the first circuit 6 cannot be coupled with the second circuit 8 and/or the third circuit 9.

According to such an embodiment, only two coupling possibilities are available to the thermal supervisor 1.

The coupling possibilities are saved in thermal supervisor 1 and are not modified. These coupling possibilities are attached to the vehicle model and its options. The couplings will be different, for example, if the vehicle is electric or hybrid, or if it has a single electric traction machine or if it has one electric traction machine at the front and one at the rear.

The thermal supervisor 1 is further constructed and arranged to execute the steps of a process 100 for thermal regulation of a passenger compartment and operating elements of a powertrain of a vehicle conforming to that illustrated in .

• De besoins thermiques de l’habitacle et d’au moins un élément de fonctionnement 7, 10 du groupe motopropulseur, et
• De possibilités de couplage enregistrées dans le superviseur thermique 1 entre :
  • Le premier circuit 6 utilisant un fluide caloporteur comme support de distribution de l’énergie thermique pour réguler en température le moyen de stockage d’énergie électrique 7,
  • Le deuxième circuit 8 utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique pour réguler en température l’habitacle, et
  • Le troisième circuit 9 utilisant un fluide caloporteur et de l’air comme support de distribution de l’énergie thermique pour réguler en température la machine électrique de traction 10.

The method 100 includes a step 101 of controlling, by means of the thermal supervisor 1, an operating mode of the first thermal system 3 and the second thermal system 5 depending on:

• Thermal needs of the passenger compartment and at least one operating element 7, 10 of the powertrain, and
• Coupling possibilities recorded in thermal supervisor 1 between:
  • The first circuit 6 using a heat transfer fluid as a thermal energy distribution medium to regulate the temperature of the electrical energy storage means 7,
  • The second circuit 8 using a heat transfer fluid and air as a medium for distributing thermal energy to regulate the temperature of the passenger compartment, and
  • The third circuit 9 uses a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of the electric traction machine 10.

Thus, to control the first thermal system 3 and the second thermal system 5, the method takes into account the coupling possibilities recorded in the thermal supervisor 1. It follows that certain couplings are excluded, which greatly reduces the number of thermal components which can be used to regulate the temperature of the passenger compartment and operating elements. The calculation time is therefore reduced and the disk space required to carry out the calculation is also reduced.

In a non-limiting exemplary embodiment, the thermal requirements are determined as a function of an operating situation of the vehicle depending on the states of operating elements 7, 10 of a powertrain and temperatures of the operating elements 7, 10 .

A first operating situation of the vehicle can for example be formed by a situation of recharging the traction battery 7 of the vehicle on a charging station while the passenger compartment of the vehicle is cold. In such an operating situation, the measured passenger compartment temperature is low and an operating element formed by a direct-to-direct current converter of the vehicle is in an active state.

A second vehicle operating situation can for example be formed by a vehicle driving situation while the traction battery 7 is lightly charged. In such an operating situation, an operating element formed by an accelerator pedal of the vehicle has an active state, the operating element formed by the traction battery 7 has a low state of charge and the electric traction machine 10 presents an active state and an elevated temperature.

In order to establish this operating situation of the vehicle, the thermal supervisor 1 is constructed and arranged to communicate with control means (not illustrated) of the vehicle, such as for example a vehicle control unit (better known by the acronym VCU for Vehicle Control Unit in English). This vehicle control unit is in fact able to provide all the information necessary to establish the operating situation, such as for example measured temperatures of operating elements of the powertrain (for example, a temperature of the traction battery 7 or a temperature of the electric traction machine 10), a temperature of the air blown into the passenger compartment, an exterior temperature, a driving speed or even a state of charge of the traction battery, 7.

• Si la batterie de traction du véhicule est en recharge sur une borne de recharge rapide, le superviseur thermique 1 va déterminer un besoin de réguler la température de la batterie de traction 7,
• Si la machine électrique de traction 10 est fortement sollicitée en freinage récupératif, le superviseur thermique 1 va déterminer un besoin de diminuer la température de la machine électrique de traction 10,
• Si la température habitacle est élevée, le superviseur thermique 1 va déterminer un besoin de diminuer la température de l’habitacle afin d’assurer le confort des utilisateurs du véhicule.

So,

• If the vehicle's traction battery is being recharged at a fast charging station, the thermal supervisor 1 will determine a need to regulate the temperature of the traction battery 7,
• If the electric traction machine 10 is heavily used in regenerative braking, the thermal supervisor 1 will determine a need to reduce the temperature of the electric traction machine 10,
• If the cabin temperature is high, the thermal supervisor 1 will determine a need to reduce the temperature of the cabin in order to ensure the comfort of vehicle users.

In a non-limiting exemplary embodiment, the mode of operation of the first thermal system 3 and the second thermal system 5 is further determined according to a prioritization of the thermal needs of the passenger compartment and of at least one of the operating elements 7, 10 of the powertrain requiring thermal regulation.

This prioritization can be carried out using predetermined prioritization schemes according to the thermal needs of the passenger compartment, at least one of the operating elements of the powertrain and the recorded coupling possibilities. For example, it is better to prioritize the safety of the vehicle and passengers than the comfort of passengers.

For example, if the traction battery 7 is completely discharged, the thermal supervisor will prioritize the recharging of the traction battery 7 for the comfort of the user. Thus, the temperature regulation of the passenger compartment will be sacrificed in favor of recharging the traction battery 7.

In another example, if the temperature of the electric traction machine 10 is too high, the thermal supervisor will prioritize the cooling of this electric traction machine 10 to the detriment of the passenger compartment temperature.

The thermal supervisor 1 will thus coordinate the opening or closing of the solenoid valves 19a, 19b and the activation or deactivation of the heating resistor 11, the air heater 12, the radiator 13, the motor-fan group 14, the Chiller 17, the condenser 18, the pumps 15 according to recorded coupling possibilities and prioritized thermal needs.

In a non-limiting exemplary embodiment, the mode of operation of the first thermal system 3 and the second thermal system 5 is further determined as a function of a failure of one of the thermal components 11, 12, 13, 14, 15, 16 , 17, 18, 19a, 19b.

In other words, the thermal supervisor 1 will determine the thermal components that are preferable to request to meet the prioritized thermal needs. If a thermal component fails, for example the motor-fan unit 14, then this determined operating mode will not take this motor-fan unit 14 into account.

In a non-limiting exemplary embodiment, the method 100 comprises a step of defining 102 a maximum power and a maximum engine speed of a refrigerant compressor as a function of an operating situation of the vehicle.

The thermal supervisor 1 is therefore constructed and arranged to define a maximum power and a maximum engine speed of a refrigerant compressor. The thermal supervisor 1 is thus able to regulate the performance of the compressor in order to reduce the noise in phases where external noise is low. For example, for a hybrid vehicle, during a vehicle operating situation in which its movement is ensured by means of an electric traction machine, the thermal supervisor 1 will limit the speed of the compressor to reduce the noise and increase the user comfort.

As illustrated in , another aspect of the invention relates to a vehicle 20 provided with a thermal supervisor 1 for an electric or hybrid vehicle similar to that illustrated in .

• Diminuer les phases de développement et de validation d’un procédé de régulation thermique implémenté dans un superviseur thermique ;
• Diminuer le risque d’erreur lors de la phase de développement et de validation ;
• Diminuer le temps de calcul nécessaire pour piloter les composants thermiques d’un groupe motopropulseur de façon optimale ; et
• Diminuer l’espace disque nécessaire pour réaliser ce calcul.

The various aspects of the invention mentioned above have numerous advantages. Among these, we can cite:

• Reduce the development and validation phases of a thermal regulation process implemented in a thermal supervisor;
• Reduce the risk of error during the development and validation phase;
• Reduce the calculation time necessary to control the thermal components of a powertrain optimally; And
• Reduce the disk space required to perform this calculation.

Claims (9)

Method (100) for thermal regulation of a passenger compartment and operating elements (7, 10) of a powertrain of an electric or hybrid vehicle (20) by means of a thermal supervisor (1), said supervisor thermal (1) comprising:

• A first unit (2) for controlling and regulating a first thermal system (3) using a heat transfer fluid and air as a medium for distributing thermal energy, and
• A second unit (4) for controlling and regulating a second thermal system (5) using a refrigerant as a thermal energy distribution medium,
• Said method (100) being characterized in that it comprises a step of controlling (101), by means of said thermal supervisor (1), an operating mode of the first thermal system (3) and the second thermal system (5) in function :
  • Thermal needs of said passenger compartment and at least one of said operating elements (7, 10), and
  • Coupling possibilities recorded between:

• A first circuit (6) using a heat transfer fluid as a thermal energy distribution medium to regulate the temperature of an electrical energy storage means (7),
• A second circuit (8) using a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of a passenger compartment, and
• A third circuit (9) using a heat transfer fluid and air as a thermal energy distribution medium to regulate the temperature of an electric traction machine (10).

Method (100) according to the preceding claim, characterized in that the thermal requirements are determined as a function of an operating situation of the vehicle (20) as a function of states of operating elements (7, 10) of the powertrain and of temperatures of said operating elements (7, 10). Method (100) according to the preceding claim, characterized in that it comprises a step of defining (102) a maximum power and a maximum engine speed of a refrigerant compressor as a function of an operating situation of the vehicle (20). . Method (100) according to any one of the preceding claims, characterized in that the mode of operation of the first thermal system (3) and the second thermal system (5) is further determined according to a prioritization of the thermal needs of the passenger compartment and at least one of the operating elements (7, 10) of the powertrain requiring thermal regulation. Method (100) according to any one of the preceding claims, characterized in that the mode of operation of the first thermal system (3) and the second thermal system (5) is further determined as a function of a failure of one of the thermal components (11, 12, 13, 14, 15, 16, 17, 18, 19a, 19b). Thermal supervisor (1) for an electric or hybrid vehicle (20), said thermal supervisor (1) being constructed and arranged to control, in order to thermally regulate a passenger compartment and operating elements (7, 10) of a powertrain of said vehicle (20),

• A first unit (2) for controlling and regulating a first thermal system (3) using a heat transfer fluid and air as a medium for distributing thermal energy, and
• A second unit (4) for controlling and regulating a second thermal system (5) using a refrigerant as a thermal energy distribution medium,
• Said thermal supervisor (1) being characterized in that it is constructed and arranged to execute the steps of the method (100) according to any one of the preceding claims.

Thermal supervisor (1) according to the preceding claim, characterized in that the coupling possibilities are recorded in the thermal supervisor (1). Thermal supervisor (1) according to claim 6, characterized in that the coupling possibilities are recorded in recording means constructed and arranged to communicate with the thermal supervisor (1). Electric or hybrid vehicle (20), characterized in that it comprises a thermal supervisor (1) according to any one of claims 6 to 8.