Method of controlling a charging current of a vehicle having an electric drive unit

Abstract

A method (30) for controlling the charging current of a vehicle (V) is described. A target value (I) of the current that can be drawn from the vehicle battery is determined (302) based on one or more parameters selected from the following parameters. Batt_Tgt ): The highest temperature of the battery (T) Batt_Max ) and lowest temperature (T Batt_Min ), battery state of charge (SOC) and state of health (SOH), and user-configurable battery current limit flag (Sel). Drv_Bat_Lim ), the battery current limit determined by the currently used charging profile strategy (I) Batt_Lim_ChrgStrg The current limit value (I) that can be delivered by the charging infrastructure connected to the vehicle is determined (304) based on one or more parameters selected from the following parameters. Chrg_Lim ): The infrastructure current limit value set by the user (I Chrg_Lim_Driver ), the maximum current received from the charging infrastructure (I Chrg_Lim_Station The maximum current (I) that can flow through the vehicle's electronic charging converter. Chrg_Lim_Conv ) and the temperature of the vehicle's charging port (T Chrg_Port Based on the target current value (I) that can be drawn by the battery. Batt_Tgt ), the current limit value that can be delivered by the charging infrastructure (I) Chrg_Lim The target value of the charging current (I) is determined by selecting one or more parameters from the following parameters: Chrg_Tgt ): One or more currents drawn by the vehicle's electronic loads (I DCDC I EAC I Batt ), and the actual current feedback value drawn by the battery (I Batt ).

Description

Technical Field

[0001] The present invention relates to vehicles with electric drive units, particularly BEVs (battery electric vehicles) or HEVs (hybrid electric vehicles), which are equipped with traction batteries that can be charged by connecting to charging infrastructure (so-called "plug-in" vehicles) outside the vehicle.

[0002] This invention was developed with reference to the management of a vehicle's traction battery during the charging phase. In particular, this invention relates to a method for determining a target charging current value that allows the battery to be charged more quickly while adhering to the battery's operating limits. Background Technology

[0003] Plug-in hybrid vehicles or electric vehicles have an electrical architecture that allows them to operate as follows during charging: Figure 1 The diagram illustrates this as shown. Essentially, the vehicle V includes a high-voltage traction battery (HVB), a compressor (COMP, e.g., part of the vehicle V's thermal regulation system), a DC-DC converter (CONV, e.g., configured to convert the high-voltage output of the battery HVB to a lower voltage), and an electric heater (HTR, e.g., for heating the coolant in the vehicle V). During charging, the vehicle V is electrically connected to an external charging infrastructure (CHRG, e.g., a charging station).

[0004] Figure 1 The arrows illustrate the current flow between the various components during the charging of vehicle V: the charger CHRG acts only as a current supplier (i.e., it can only provide output current), while the compressor COMP, converter CONV, and heater HTR are electrical loads, meaning they can only draw current from their respective loads. The battery HVB is a passive component that draws or supplies current based on the current balance between the charger CHRG and the loads COMP, CONV, and HTR. For example, if the combined current drawn by the loads COMP, CONV, and HTR is greater than the current supplied by the charger CHRG, then the battery HVB does not receive current from the charger CHRG and supplies current to one or more of the loads COMP, CONV, and HTR. On the other hand, if the combined current drawn by the loads COMP, CONV, and HTR is less than the current supplied by the charger CHRG, then the battery HVB does not supply current to the loads COMP, CONV, and HTR and receives current from the charger CHRG.

[0005] During the fast charging process of vehicle V, the current supplied by the charger CHRG and drawn by the battery HVB is not constant, but typically decreases as the battery's state of charge (SOC) increases. For example, Figure 2 The current I drawn by the battery HVB is shown as the state of charge (SOC) of the battery HVB (expressed as a percentage, %).Batt The trend (in amperes, A) can be observed. It can be noted that the current I... Batt It initially has a high value (e.g., about 330A), corresponding to, for example, the maximum value that can be delivered by the charger CHRG or the maximum value that can be drawn by the battery HVB, and then decreases in a stepwise trend as the state of charge (SOC) increases.

[0006] Therefore, during fast charging, the target charging current of the battery (i.e., the current required by the vehicle V from the charger CHRG) changes, exhibiting a stepped trend. This is because, for safety reasons and to avoid damaging the battery, the current that can be drawn by the battery HVB is limited by the state of charge (SOC) and the temperature of the battery itself. However, at the same time, in order to minimize charging time, the actual charging current must always remain as close as possible to the limit value at each moment.

[0007] In known solutions, the target charging current value of the battery is determined in a closed loop (i.e., in the feedback), so the control program is slow and does not allow for rapid changes in the target charging current of the battery.

[0008] Therefore, there is a need in the art to develop a charging phase control algorithm that allows for the rapid calculation of a target charging current value (corresponding to the current requested by vehicle V from external charging infrastructure CHRG) on a moment-by-moment basis, which complies with the constraints imposed by the battery cell supplier and simultaneously minimizes the charging time.

[0009] Purpose of the invention

[0010] The purpose of this invention is to solve the aforementioned technical problems. In particular, the purpose of this invention is to provide a method for determining a target value for the charging current of a battery, which complies with the limitations imposed by the battery cell supplier as a state of charging and / or temperature, but at the same time rapidly adapts to changes in operating conditions and always keeps the charging current as close as possible to the limit value, thus allowing for minimization of charging time. Summary of the Invention

[0011] The object of the invention is achieved by means of a method having features that form the subject matter of the following claims, which constitute part of the technical teachings provided herein in relation to the invention.

[0012] This method can be implemented through one or more electronic control units of the vehicle (e.g., through the control unit of the battery management system - BMS). Attached Figure Description

[0013] The invention will now be described with reference only to the accompanying drawings, which are provided by way of non-limiting example, in which:

[0014] -As mentioned above Figure 1 It is a block diagram of the electrical architecture of an electric or hybrid vehicle during the charging phase;

[0015] -As mentioned above Figure 2 It is a graph showing the trend of charging current in electric or hybrid vehicles as the state of charge of the battery.

[0016] - Figure 3 This is a block diagram illustrating the steps of a method for determining a target value for the charging current of an electric or hybrid vehicle according to one or more embodiments of the present invention;

[0017] - Figures 4 to 7 This is a block diagram illustrating some stages of a method for determining a target value for the charging current, particularly the steps that allow for determining a target value for the current that can be drawn by the vehicle's battery;

[0018] - Figures 8 to 11 This is a block diagram illustrating some stages of another step in determining the target value of the charging current, particularly the step that allows for the determination of the current limit value that can be delivered by the charging infrastructure outside the vehicle.

[0019] - Figures 12 to 14 This is a block diagram illustrating some stages of a method for determining a target charging current value, particularly the step that allows for determining the target charging current value to be requested from external charging infrastructure; and

[0020] - Figure 15 This is a block diagram outlining the steps of a method for determining a target value for the charging current of an electric or hybrid vehicle according to one or more embodiments of the present disclosure. Detailed Implementation

[0021] As mentioned, the present invention relates to a method for determining a target value I of the charging current for an electric or hybrid vehicle. Chrg_Tgt This method therefore implements the control algorithm of the battery management system during the fast charging phase, and can be implemented by the battery management system control unit.

[0022] As in Figure 3 As shown in the block diagram, method 30 can essentially comprise three steps indicated by reference numerals 302, 304, and 306. In step 302, based on some input parameters T... Batt_Max T Batt_Min SOC, Sel Drv_Bat_Lim SOH and I Batt_Lim_ChrgStrg The target current I that can be drawn from the vehicle battery is determined moment by moment. Batt_Tgt In step 304, which is further described below, based on some input parameters I... Chrg_Lim_Driver I Chrg_Lim_Station IChrg_Lim_Conv and T Chrg_Port The value of I is determined moment-by-moment as the current limit value that can be delivered by the external charging infrastructure. Chrg_Lim In step 306, which is further described below, the parameters I calculated in steps 302 and 304 are used... Batt_Tgt and I Chrg_Lim The value of, and the additional input parameter I. Batt I DCDC I EAC and I ECH The target charging current I is determined moment by moment (the vehicle will request it from external charging infrastructure). Chrg_Tgt .

[0023] Now refer to Figures 4 to 7 The description is used to determine the target current value I that can be drawn by the battery. Batt_Tgt The operation of box 302.

[0024] In particular, such as Figure 4 As shown, the target current I that can be drawn from the battery Batt_Tgt It can be determined as four limit values ​​I Batt_Lim_Comp I Batt_Lim_Driver I Batt_Lim_Aging and I Batt_Lim_ChrgStrg The minimum value among these four limits, for different reasons, imposes a limitation on the maximum charging current of the battery. Specifically, I... Batt_Lim_Comp The limit value is governed by component protection reasons (e.g., electrical and / or thermal protection of the battery cell), I Batt_Lim_Driver These are limits that can be set by the vehicle's user (e.g., via the vehicle's infotainment system). Batt_Lim_Aging These are limits designed to prevent the effects of battery cell aging (which leads to performance degradation), and I Batt_Lim_ChrgStrg This is a limit value governed by the currently used charging strategy. More specifically, the value I Batt_Lim_Comp I Batt_Lim_Driver and I Batt_Lim_Aging It can be described as follows Figure 5 , 6 As shown in 7, the value I is determined. Batt_Lim_ChrgStrg It can be received as an input parameter of method 30 (e.g.) Figure 3 (As indicated in the document). In particular, regarding the value I. Batt_Lim_ChrgStrgThe vehicle allows selection between different battery charging current strategies based on the requested task. For example, during a charging task in "Race" mode, the goal is to minimize both charging time and battery thermal conditioning time at the end of the charging phase. Therefore, the overall objective of the charging task is to reach a target state of charge and a target battery temperature in the shortest possible time at the end of the charging phase. Thus, a charging current profile is defined to achieve this goal.

[0025] like Figure 5 As shown, it can be based on the input parameter T Batt_Max T Batt_Min The SOC determines the current limit value I used for component protection. Batt_Lim_Comp T Batt_Max It is the highest temperature (via sensor) detected in all cells of the HVB battery pack, T Batt_Min This refers to the lowest temperature monitored (via sensors) among all cells of the HVB (High-Voltage Battery Pack), and SOC (State of Charge) is the battery's state of charge, which can be detected or determined by the BMS using algorithms known to the battery itself. Specifically, in step 3021, this can be achieved via one or more characteristic plots (e.g., implemented via analytical functions, piecewise functions, or lookup table functions) based on the SOC and the maximum detection temperature T. Batt_Max Determine the first limit value I Batt_Lim_Comp_1 Limit current I Batt_Lim_Comp_1 Regarding the State of Charge (SOC) and Temperature (T) Batt_Max The dependency is qualitatively represented by the curve in box 3021, which is specific to T. Batt The different values, specifically for four different values ​​T Batt1 T Batt2 T Batt3 T Batt4 This shows I as a SOC Lim This trend. Typically, current-limited I... Lim With temperature T Batt The current increases until a threshold temperature (e.g., approximately 50°C) is reached, and once the threshold temperature is exceeded, the current limit I... Lim With temperature T Batt Increase and decrease to implement thermal protection for battery components. Therefore, in Figure 5 In the example, T can be made Batt3 <T Batt1 <T Batt2 <T Batt4 T Batt3 and T Batt1 Less than the threshold temperature and T Batt2 and T Batt4 Temperatures exceeding the threshold temperature. Additionally, current limit I.Lim Typically, it decreases as the state of charge (SOC) increases. In step 3022, the same characteristic graph used in step 3021 can be used to determine the SOC and the minimum detection temperature T. Batt_Min Determine the second limit value I Batt_Lim_Comp_2 Current limiting value I used for component protection Batt_Lim_Comp Then it can be identified as I Batt_Lim_Comp_1 and I Batt_Lim_Comp_2 The minimum value between.

[0026] like Figure 6 As shown, it can be based on the input parameter I Batt_DRV_Limited I Batt_NO_Limited and SEL Drv_Bat_Lim Determine the user-configurable battery current limit value I Batt_Lim_Driver , where I Batt_DRV_Limited It is the current limit value (e.g., a constant value) stored in block 302, I Batt_NO_Limited It is an unlimited value, and SEL Drv_Bat_Lim It is a binary variable (or flag) indicating whether the user has set a limit on the current the battery can draw. In fact, in some vehicles, this is set by the user via the signal SEL. Drv_Bat_Lim Option to activate or deactivate the limitation on battery charging current: Users can choose to charge the battery in either Ultra-Fast Charging mode (fully utilizing the charging system at the expense of faster battery aging) or Fast Charging mode (charging the battery more slowly but preserving its health more). If the SEL flag is displayed... Drv_Bat_Lim If the value I is valid (e.g., equal to '1') and therefore indicates that the user has imposed a restriction, then the value I... Batt_Lim_Driver Set to equal to I Batt_DRV_Limited If alternatively, mark SEL. Drv_Bat_Lim If the value is invalid (e.g., equal to '0') and therefore indicates that the user has not imposed any restrictions, then the value I... Batt_Lim_Drive Set to equal to I Batt_no_Limited That is, it is unrestricted.

[0027] like Figure 7 As shown, the current limit value I used to prevent battery cell aging can be determined based on the input parameter SOH. Batt_Lim_Aging The input parameter SOH represents the battery's health state, which can be detected or determined by the BMS using algorithms known to the battery itself. Specifically, the value I can be determined based on the health state SOH via one or more characteristic maps (e.g., implemented via analytical functions, piecewise functions, or lookup table functions). Batt_Lim_Aging Limit current I Batt_Lim_Aging Dependence on health status SOH by Figure 7 The curve in the figure qualitatively represents the I as SOH. Batt_Lim_AgingThis trend. Therefore, for high values ​​of the healthy state state of salinity (SOH) (e.g., between 100% and 97.5%), the current I is limited. Lim It is high (in fact, it almost means there is no limit), and for low values ​​of the healthy state SOH (e.g., less than 97.5%), the current limit I... Lim It decreases as the state of health (SOH) decreases (e.g., linearly, proportionally).

[0028] Now refer to Figures 8 to 11 Describes the current limit value I used to determine the current that can be delivered by charging infrastructure outside the vehicle. Chrg_Lim The operation of box 304.

[0029] In particular, such as Figure 8 As shown, the current limit value I that can be delivered by the charging infrastructure Chrg_Lim It can be determined as two limit values ​​I Chrg_Lim_System and I Chrg_Lim_Driver The minimum value between these two limits, for different reasons, imposes a limitation on the maximum current that can be transmitted by the infrastructure. Specifically, I... Chrg_Lim_System This is due to limitations in the charging infrastructure (system limitations), and I Chrg_Lim_Driver These are limit values ​​that can be set by the vehicle's users (e.g., via the vehicle's infotainment system). More specifically, value I Chrg_Lim_System It can be described as follows Figure 9 , Figure 10 and Figure 11 As shown, the value I is determined, and Chrg_Lim_Driver It can be received as an input parameter of method 30 (e.g.) Figure 3 (As indicated in the document). It will be noted that although by the user via the SEL flag... Drv_Bat_Lim The imposed limitation relates to the current drawn by the battery, and is implemented to prevent battery aging via parameter I. Chrg_Lim_Driver The imposed limitation relates to the current requested from the charging infrastructure. This second limitation can be requested by the user, for example, in the case of charging at a private home infrastructure, allowing the user to manage the current drawdown of their home electrical system.

[0030] like Figure 9 As shown, it illustrates the architecture of the electrical components of the charging system during the charging process (similar to...). Figure 1 The charging system can be illustrated by connecting three main components in series: the charging station CH_ST, the charging port CH_PT, and the charging converter CH_CV (which may include an AC / DC converter, a boost DC / DC converter, and a DC bypass).

[0031] like Figure 10 As shown, due to the limitation value I of the charging infrastructureChrg_Lim_System It can be determined as three limit values ​​I Chrg_Lim_Station I Chrg_Lim_Port and I Chrg_Lim_Conv These three limits, for different reasons, impose restrictions on the maximum current that can be transmitted by the infrastructure. Specifically, I... Chrg_Lim_Station The limit value is determined by the maximum current that the charging infrastructure can physically receive, I Chrg_Lim_Port This is a current limit value that can flow through the vehicle's charging port (e.g., to limit the Joule effect and prevent damage to the charging port due to overheating), and I Chrg_Lim_Conv This is the current limit value that can flow through the converter CH_CV. More specifically, the value I... Chrg_Lim_Port It can be described as follows Figure 11 As shown, the value I is determined, and Chrg_Lim_Station and I Chrg_Lim_Conv It can be received as an input parameter of method 30 (e.g.) Figure 3 As shown in the image).

[0032] like Figure 11 As shown, it can be based on the input parameter T Chrg_Port Determine the current limit value I that can flow through the vehicle's charging port. Chrg_Lim_Port The input parameter T Chrg_Port This refers to the temperature of the charging port, detected by the port's temperature sensor. Specifically, it can be determined based on temperature T via one or more characteristic plots (e.g., implemented using analytical functions, piecewise functions, or lookup table functions). Chrg_Port Determined value I Chrg_Lim_Port Limit current I Chrg_Lim_Port For temperature T Chrg_Port The dependency is caused by Figure 11 The curve in the graph qualitatively represents this, showing that it is T Chrg_Port I Chrg_Lim_Port This trend. Therefore, the current I is limited. Lim With temperature T Chrg_Port It increases and decreases. Specifically, for temperature T... Chrg_Port Low values ​​(e.g., less than 60°C) limit current I. Lim It can be high (in fact, practically meaning there is no limit), and for temperature T Chrg_Port High values ​​(e.g., greater than 60°C) limit current I Lim With temperature T Chrg_Port It decreases as the value increases (e.g., linearly, proportionally).

[0033] Now refer to Figures 12 to 14 Description used to determine the target value of the charging current I Chrg_Tgt The operation of box 306.

[0034] In particular, such as Figure 12 As shown, the target value I Chrg_Tgt The following method can be used to determine the open-loop calculated component I. Chrg_Tgt_OL and closed-loop calculation component I Chrg_Tgt_CL Add them together to determine the "original" target value I of the charging current. Chrg_Tgt_Raw Select the "Original" target value I Chrg_Tgt_Raw The maximum value in the range of zero (i.e., the target value is limited to below zero because the charging infrastructure can only deliver current and not draw current) is used to determine the positive original target value I. Chrg_Tgt_Raw_Pos Select the original target value I. Chrg_Tgt_Raw_Pos With the current limit value I that the charging infrastructure can deliver Chrg_Lim The minimum value between is used to determine the target value of the charging current I. Chrg_Tgt .

[0035] like Figure 13 The open-loop component I shown is... Chrg_Tgt_OL The target value I of the current that can be drawn by the battery can be determined in the following way: Batt_Tgt The actual current I drawn by the DC / DC converter CONV DCDC The actual current I drawn by the compressor COMP EAC and the actual current I drawn by the heater HTR ECH Adding (i.e., adding the target current of the battery to the current drawn by other electrical loads of the vehicle) determines the "original" open-loop component I of the charging current. Chrg_Tgt_OL_Raw Select the original open-loop component I Chrg_Tgt_OL_Raw The maximum value in the sum of zeros (i.e., the open-loop component is constrained to zero) is used to determine the positive original open-loop component I. Chrg_Tgt_OL_Raw_Pos Select the original open-loop component I. Chrg_Tgt_OL_Raw_Pos With respect to the current limit value I that can be delivered by the charging infrastructure Chrg_Lim The minimum value between is used to determine the open-loop component I of the charging current. Chrg_Tgt_OL .

[0036] like Figure 14 As shown, closed-loop component I Chrg_Tgt_CL The target current I that can be drawn from the battery can be determined by calculating the following method: Batt_Tgt The actual current I drawn by the battery Batt The difference between (which can be detected or determined by vehicle sensors) is used to determine the current margin I that can be drawn. Batt_Delta The current margin I that can be extracted is calculated using a proportional-integral (PI) controller. Batt_Delta The sum of the proportional and integral components is used to determine the closed-loop component I of the charging current. Chrg_Tgt_CLSpecifically, the output of the controller PI is downward-limited to the open-loop component I. Chrg_Tgt_OL The opposite is true because the sum of the open-loop and closed-loop components must be downward-limited to zero. Furthermore, the PI controller output is upward-limited to the current limit I that can be delivered by the charging infrastructure. Chrg_Lim With open-loop component I Chrg_Tgt_OL The difference between them.

[0037] Therefore, as can be seen from the preceding description, the method described here for determining the target value I of the charging current is... Chrg_Tgt Method 30 is basically divided into three steps, such as in Figure 15 As illustrated in the block diagram:

[0038] - In step 302, taking into account the protection requirements of electrical components, any restrictions imposed by the vehicle user, strategies for limiting battery cell aging, and any externally applied charging strategies, a target current value I that can be drawn from the battery is defined on a time-by-time basis. Batt_Tgt ;

[0039] - In step 304, taking into account the limitations of the charging station, the limitations of the power conversion components of the charging infrastructure, and the protection requirements of the charging port, the current limit value I that can be delivered by the charging infrastructure outside the vehicle is defined at each time step. Chrg_Lim ;as well as

[0040] - In step 306, a target value I for the charging current (which the vehicle will request from external charging infrastructure) is defined at each time step. Chrg_Tgt In order to achieve the target current I of the battery Batt_Tgt And at the same time comply with the restrictions imposed by the charging infrastructure (i.e., restriction I) Chrg_Lim ).

[0041] This invention improves the dynamics of vehicle charging control, allowing for full utilization of charging current limitations by reducing charging time. It also increases accuracy in determining the current required by the vehicle from the charging infrastructure, thus reducing any unwanted current flowing from the infrastructure to the vehicle (e.g., if the vehicle overestimates the available current). Furthermore, it mitigates the effects of battery aging during fast charging, thereby increasing battery pack lifespan.

[0042] Of course, the details of the construction and embodiments may vary extensively with respect to what has been described and illustrated, without departing from the scope of the invention as defined by the appended claims.

Claims

1. A method (30) for controlling the charging current of a vehicle (V) having an electric drive unit, the method comprising: - Determine (302) the target current (I) that can be drawn by the traction battery (HVB) of the vehicle (V) based on one or more parameters selected from the following: Batt_Tgt : The highest temperature sensed in the battery (T) Batt_Max The lowest temperature sensed in the battery (T) Batt_Min The battery's state of charge (SOC), state of health (SOH), and a user-configured flag for limiting the battery current (Sel). Drv_Bat_Lim ), and the battery current limit (I) determined by the currently used charging profile strategy. Batt_Lim_ChrgStrg ); - Determine (304) the current limit value (I) that the charging infrastructure (CHRG) connected to the vehicle (V) can deliver based on one or more parameters selected from the following: Chrg_Lim ): The infrastructure current limit value (I) set by the user Chrg_Lim_Driver ), and the maximum current (I) actually received by the charging infrastructure (CHRG). Chrg_Lim_Station The maximum current (I) that can flow through the electronic converter (CH_CV) arranged between the charging port (CH_PT) and the battery (HVB) of the vehicle (V) is 100000. Chrg_Lim_Conv ), and the temperature (T) of the charging port (CH_PT). Chrg_Port ); -Based on the target current value (I) that can be drawn from the battery (HVB) Batt_Tgt The current limit value (I) that can be delivered by the charging infrastructure (CHRG) Chrg_Lim ), and determine (306) the target value of the charging current (I) of the vehicle (V) from one or more parameters selected from the following. Chrg_Tgt ): The current (I) drawn by the electronic converter (CONV) that supplies power to the load of the vehicle (V) DCDC ), the current (I) drawn by the compressor (COMP) of the vehicle (V) EAC ), the current (I) drawn by the heater (HTR) of the vehicle (V) ECH ), and the current feedback value (I) actually drawn by the battery (HVB). Batt ).

2. The method (30) according to claim 1, wherein (302) a target current value (I) that can be drawn by the battery (HVB) is determined. Batt_Tgt This includes selecting the minimum value from the following: - The first limit value (I) of the battery current for thermal protection of the battery (HVB) Batt_Lim_Comp ); - A second limit value for the battery current selected by the user of the vehicle (I) Batt_Lim_Driver ); - A third limit value (I) for the battery current used to prevent aging and degradation of the battery (HVB). Batt_Lim_Aging );as well as - The battery current limit (I) determined by the currently used charging curve strategy. Batt_Lim_ChrgStrg ).

3. The method (30) according to claim 2, wherein, The following steps are used to determine the first limit value (I) of the battery current. Batt_Lim_Comp ): -Sense the highest temperature (T) of the battery (HVB). Batt_Max The lowest temperature (T) Batt_Min and the state of charge (SOC); -Based on the highest temperature (T) Batt_Max The state of charge (SOC) and the determination of the first candidate limit value (I) are as follows: Batt_Lim_Comp_1 ), where the first candidate restriction value (I) Batt_Lim_Comp_1 The state of charge (SOC) decreases as the maximum temperature (T) increases. Batt_Max When the temperature is below the threshold, the highest temperature (T) increases. Batt_Max The increase is due to the increase of ), at the highest temperature (T) Batt_Max When the temperature is above the threshold, the highest temperature (T) increases with the maximum temperature. Batt_Max It decreases as ) increases; -According to the lowest temperature (T) Batt_Min The State of Charge (SOC) determines (3022) the second candidate limit value (I). Batt_Lim_Comp_2 ), where the second candidate limit value (I) Batt_Lim_Comp_2 The state of charge (SOC) decreases as the state of charge increases, and decreases at the lowest temperature (T). Batt_Min When the temperature is below the threshold, the minimum temperature (T) increases. Batt_Min The increase is due to the increase of ), at the lowest temperature (T) Batt_Min When the temperature is above the threshold, the minimum temperature (T) increases. Batt_Min The increase of ) and decrease; and - Select the first candidate restriction value (I) Batt_Lim_Comp_1 ) and the second candidate limit value (I Batt_Lim_Comp_2 The minimum value in ).

4. The method (30) according to claim 2 or 3, wherein, The following steps are used to determine the second limit value (I) of the battery current. Batt_Lim_Driver ): -According to the aforementioned restriction mark (Sel) Drv_Bat_Lim ) Detect whether the user has set a limit on the current that the battery can draw; -If the user has set the limit, then the second limit value of the battery current (I) will be set. Batt_Lim_Driver ) set to the storage limit value (I Batt_DRV_Limited ); - If the user has not set the limit, then the second limit value of the battery current (I) will be set. Batt_Lim_Driver Set to unlimited value (I) Batt_NO_Limited ).

5. The method (30) according to any one of claims 2 to 4, wherein, The following steps are used to determine the third limit value (I) of the battery current. Batt_Lim_Aging ): - Sensing the state of health (SOH) of the battery (HVB); and - Determine the third limit value (I) of the battery current based on the stated state of health (SOH). Batt_Lim_Aging ), wherein the third limit value of the battery current (I) Batt_Lim_Aging It increases with the increase of the stated state of health (SOH).

6. The method (30) according to any one of the preceding claims, wherein, Determine (304) the current limit value (I) that can be delivered by the charging infrastructure (CHRG). Chrg_Lim The steps include selecting the minimum value from the following: -Depending on the first limit value (I) of the current of the charging infrastructure (CHRG). Chrg_Lim_System );as well as - The infrastructure current limit value (I) set by the user Chrg_Lim_Driver ).

7. The method (30) according to claim 6, wherein, The minimum value among the following is selected to determine the first limit value for the infrastructure current (I). Chrg_Lim_System ): - The maximum current (I) actually received by the charging infrastructure (CHRG) Chrg_Lim_Station ); -The maximum current (I) that can flow through the charging port (CH_PT) of the vehicle (V) Chrg_Lim_Port );as well as -The maximum current (I) that can flow through the electronic converter (CH_CV) arranged between the charging port (CH_PT) and the battery (HVB) in the vehicle (V) Chrg_Lim_Conv ).

8. The method (30) according to claim 7, wherein, The following steps are used to determine the maximum current (I) that can flow through the charging port (CH_PT). Chrg_Lim_Port ): -Sense the temperature (T) of the charging port (CH_PT). Chrg_Port );as well as -Based on the temperature (T) of the charging port Chrg_Port Determine the maximum current (I) Chrg_Lim_Port ), wherein the maximum current (I) Chrg_Lim_Port As the temperature of the charging port (T) increases Chrg_Port It decreases as ) increases.

9. The method (30) according to any one of the preceding claims, wherein, Determine the target value of the charging current (I) mentioned in (306). Chrg_Tgt The steps include: - The first target current component (I) will be calculated in the open loop. Chrg_Tgt_OL ) and the second target current component (I) calculated in the closed loop Chrg_Tgt_CL The two values ​​are added together to determine the original target value of the charging current (I). Chrg_Tgt_Raw ); - Select the original target value (I) Chrg_Tgt_Raw The maximum value between ) and zero is used to determine the positive original target value (I) of the charging current. Chrg_Tgt_Raw_Pos );as well as - Select the positive original target value (I) Chrg_Tgt_Raw_Pos ) and the current limit value (I) that can be delivered by the charging infrastructure. Chrg_Lim The minimum value in ).

10. The method (30) according to claim 9, wherein, The following steps are used to determine the first target current component (I). Chrg_Tgt_OL ): -The current (I) that can be absorbed by the battery (HVB) Batt_Tgt The target value, the current (I) drawn by the electronic converter (CONV) that powers the vehicle load. DCDC The current (I) drawn by the compressor (COMP) of the vehicle EAC ), and the current (I) drawn by the heater (HTR) of the vehicle. ECH The components are added together to determine the first original target current component (I). Chrg_Tgt_OL_Raw ); - Select the first original target current component (I Chrg_Tgt_OL_Raw The maximum value between ) and zero is used to determine the first positive original target current component (I). Chrg_Tgt_OL_Raw_Pos );as well as - Select the first positive original target current component (I Chrg_Tgt_OL_Raw_Pos ) and the current limit value (I) that can be delivered by the charging infrastructure. Chrg_Lim The minimum value in ).

11. The method (30) according to claim 10, wherein, The following steps are used to determine the second target current component (I). Chrg_Tgt_CL ): - Determine the target current value (I) that can be drawn by the battery (HVB). Batt_Tgt ) and the current feedback value (I) actually drawn by the battery (HVB) Batt The difference between ) is used to determine the current margin that can be drawn (I) Batt_Delta ); as well as - Calculation (PI) and the said current margin (I) Batt_Delta The proportional component and the current margin (I) Batt_Delta The sum of the integral components of the first target current component (I) is used to limit the sum downward to an amount equal to the sum of the integral components of the first target current component (I). Chrg_Tgt_OL The sum is the opposite of the value of ), and the sum is capped at a value equal to the current limit (I) that can be delivered by the charging infrastructure. Chrg_Lim ) and the first target current component (I) Chrg_Tgt_OL The difference between ).

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