Method of controlling the charging current of a vehicle with electric drive unit

Abstract

A method (30) of controlling the charging current of a vehicle (V) is described. A target value of the current that can be sunk ( IBatt_Tgt ) by the vehicle battery is determined (302) as a function of one or more parameters selected amongst: the maximum (T Batt_Max ) and minimum (T Batt_Min ) temperatures of the battery, the state of charge (SOC) and the state of health (SOH) of the battery, a battery current limitation flag (Sel Drv_Bat_Lim ) set by the user, and a limit value of the battery current (I Batt_Lim_ChrgStrg ) determined by the currently used charge profile strategy. A limit value of the current deliverable (I Chrg_Lim ) by the charging infrastructure to which the vehicle is connected is determined (304) as function of one or more parameters selected amongst: a limit value of the infrastructure current (I Chrg_Lim_Driver ) set by the user, a maximum current (I Chrg_Lim_Station ) received from the charging infrastructure, a maximum current (I Chrg_Lim_Conv ) that can flow through the electronic charging converter of the vehicle, and the temperature (T Chrg_Port ) of the charging port of the vehicle. The target value of the charging current (I Chrg_Tgt ) is determined (306) as a function of the target value of the current that can be sunk (I Batt_Tgt ) by the battery, the limit value of the current deliverable (I Chrg_Lim ) by the charging infrastructure, and one or more parameters selected amongst: one or more currents (I DCDC , I EAC , I ECH ) sunk by the electrical loads of the vehicle, and a feedback value of the current actually sunk (I Batt ) by the battery.

Description

[0001] “Method of controlling the charging current of a vehicle with electric drive unit”

[0002] ****

[0003] TEXT OF THE DESCRIPTION

[0004] Field of the invention

[0005] The present invention relates to vehicles with electric drive unit, particularly BEV (Battery Electric Vehicles) or HEV (Hybrid Electric Vehicles), equipped with a traction battery that can be charged by connecting to a charging infrastructure external to the vehicle (so-called “plug-in” vehicles).

[0006] The invention was developed with reference to the management of the traction battery of the vehicle during the charging phase. In particular, the invention concerns a method of determining a target value of the charging current that allows the battery to be charged more quickly, while complying with the operating limits of the battery.

[0007] Prior art

[0008] Plug-in hybrid or electric vehicles have an electrical architecture that, during charging, can be schematized as in the block diagram of Figure 1 . Basically, the vehicle V includes a high-voltage traction battery HVB, a compressor COMP (e.g., part of a thermal conditioning system of the vehicle V), 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., to heat a coolant of the vehicle V). During charging, the vehicle V is electrically connected to an external charging infrastructure CHRG (e.g., a charging station).

[0009] The arrows in Figure 1 illustrate the flows of electric current between the various components during charging of the vehicle V: the charger CHRG functions only as a current supplier (i.e. , it can only provide output current), while the compressor COMP, the converter CONV and the heater HTR are electrical loads, i.e., they can only sink respective load currents. The battery HVB is a passive component that can sink or supply current depending on the balance of currents between the charger CHRG and the loads COMP, CONV and HTR. For example, if the loads COMP, CONV, HTR sink in total more current than the charger CHRG delivers, then the battery HVB does not receive current from the charger CHRG and delivers current to one or more of the loads COMP, CONV, HTR. If, on the other hand, the loads COMP, CONV, HTR sink in total less current than the charger CHRG delivers, then the battery HVB does not deliver current to the loads COMP, CONV, HTR and receives current from the charger CHRG.

[0010] During a fast charging process of the vehicle V, the current delivered by the charger CHRG and sunk by the battery HVB is not constant, but typically decreases as the State Of Charge (SOC) of the battery increases. For example, Figure 2 shows the trend of the current / Batt (expressed in Ampere, A) sunk by the battery HVB as a function of the state of charge SOC (expressed as a percentage, %) of the battery HVB. It can be noted that the current / Batt initially has a high value (e.g., about 330 A), corresponding for example to the maximum value that can be delivered by the charger CHRG or to the maximum value that can be sunk by the battery HVB, and then decreases with a step-like trend as the state of charge SOC increases.

[0011] Therefore, during fast charging, the target charging current of the battery (i.e. , the current that the vehicle V requires from the charger CHRG) changes with a step-like trend. This is due to the fact that, for safety reasons and in order not to damage the battery, the current that can be sunk by the battery HVB is limited by the state of charge SOC and the temperature of the battery itself. At the same time, however, in order to minimize the charging time, the actual charging current must always be kept as close as possible to the limit value, instant by instant.

[0012] In known solutions, the value of the target charging current of the battery is determined in closed loop (i.e., in feedback), and consequently the control procedure is slow and does not allow rapid variations of the target charging current of the battery.

[0013] Therefore, there is a need in the art to develop a charging phase control algorithm that allows to calculate, instant by instant and quickly, a target value of the charging current (which corresponds to the current that the vehicle V requests from the external charging infrastructure CHRG) that complies with the limitations imposed by the battery cell supplier and at the same time minimizes charging times. Object of the invention

[0014] The object of the invention is to solve the above-mentioned technical problem. In particular, the object of the invention is to provide a method of determining a target value of the charging current of the battery that complies with the limitations imposed by the supplier of the battery cells as a function of the state of charge and / or temperature, but at the same time quickly adapts to changes in operating conditions and always keeps the charging current as close as possible to the limit value, thus allowing to minimize the charging times.

[0015] Summary of the invention

[0016] The object of the invention is achieved by a method having the features forming the subject of the following claims, which form an integral part of the technical teaching provided here in relation to the invention.

[0017] The method can be implemented by one or more electronic control units of a vehicle (e.g., by a control unit of the Battery Management System - BMS).

[0018] Brief description of the figures

[0019] The invention will now be described with reference to the attached figures provided purely by way of non-limiting example, in which:

[0020] - Figure 1 , described above, is a block diagram of the electrical architecture of an electric or hybrid vehicle during the charging phase;

[0021] - Figure 2, described above, is a graph illustrating the trend of the charging current of an electric or hybrid vehicle as a function of the state of charge of the battery;

[0022] - Figure 3 is a block diagram illustrating the steps of a method of determining a target value of the charging current of an electric or hybrid vehicle, according to one or more embodiments of the present disclosure;

[0023] - Figures 4 to 7 are block diagrams illustrating some phases of a step of the method of determining the target value of the charging current, in particular a step that allows to determine a target value of the current that can be sunk by the battery of the vehicle;

[0024] - Figures 8 to 11 are block diagrams illustrating some phases of another step of the method of determining the target value of the charging current, in particular a step that allows to determine a limit value of the current deliverable by the charging infrastructure external to the vehicle;

[0025] - Figures 12 to 14 are block diagrams illustrating some phases of another step of the method of determining the target value of the charging current, in particular a step that allows to determine a target value of the charging current to be requested from the external charging infrastructure; and

[0026] - Figure 15 is a block diagram that summarizes the steps of a method of determining a target value of the charging current of an electric or hybrid vehicle, according to one or more embodiments of the present disclosure.

[0027] Detailed description

[0028] As mentioned, the invention relates to a method that has the purpose of determining a target value lChrg_Tgtof the charging current of an electric or hybrid vehicle. The method therefore implements a control algorithm of the battery management system during the fast charging phase, and can be implemented by a battery management system control unit.

[0029] As illustrated in the block diagram of Figure 3, the method 30 can substantially comprise three steps indicated with the references 302, 304 and 306. In the step 302, further described below, a target value lBatt_Tgtof the current that can be sunk by the vehicle’s battery is determined instant by instant, as a function of the values of some input parameters TBatt_Max, TBatt_Min, SOC, SelDrv_Bat_Lim, SOH, and IBatt_Lim_ChrgStrg. In step 304, further described below, a limit value IChrg_Limof the current deliverable by the external charging infrastructure to the vehicle is determined instant by instant, as function of the values of some input parameters lChrg_Lim_Driver, lChrg_Lim_Station, lChrg_Lim_Conv, and TChrg_Port. In step 306, further described below, the target value lChrg_Tgtof the charging current (that the vehicle will request from the external charging infrastructure) is determined instant by instant, as function of the values of the parameters lBatt_Tgtand IChrg_Limcalculated in steps 302 and 304, respectively, and additional input parameters IBatt, IDCDC, IEAC, and IECH.

[0030] The operation of block 302 for determining the target value lBatt_Tgtof the current that can be sunk by the battery will now be described with reference to Figures 4 to 7.

[0031] In particular, as illustrated in Figure 4, the target value lBatt_Tgtof the current that can be sunk by the battery can be determined as the minimum Value among four limit values lBatt_Lim_Comp, lBatt_Lim_Driver, IBatt_Lim_Aging, and IBatt_Lim_ChrgStrgthat, for different reasons, impose limitations on the maximum charging current of the battery. In particular, lBatt_Lim_Compis a limit value dictated by component protection reasons (e.g., electrical and / or thermal protection of the battery cells), lChrg_Lim_Driveris a limit value that can be set by the user of the vehicle (e.g., via the vehicle infotainment system), IBatt_Lim_Agingis a limit value to prevent the effects of battery cell aging (which leads to the degradation of their performance), and IBatt_Lim_ChrgStrgis a limit value dictated by the currently used charging strategy. More specifically, the values lBatt_Lim_Comp, lChrg_Lim_Driverand IBatt_Lim_Agingcan be determined as illustrated, respectively, in Figures 5, 6 and 7 described below, while the value IBatt_Lim_ChrgStrgcan be received as an input parameter of the method 30 (as indicated in Figure 3). In particular, with regard to the value IBatt_Lim_ChrgStrg, the vehicle allows to select between different battery charging current profiles based on the requested task. For example, during the charging task with the driving mode selector in “Race” mode, the aim is to minimize not only the charging time but also the thermal conditioning time of the battery at the end of the charging phase. In this case, therefore, the overall objective of the charging task is to reach a certain target state of charge and also a certain target temperature of the battery at the end of the charging phase in the shortest possible time. The charging current profile is therefore defined in order to achieve this objective.

[0032] As illustrated in Figure 5, the current limit valueBatt_Lim_Compfor the component protection can be determined as a function of the input parameters TBatt_Max, TBatt_Minand SOC, where TBatt_Maxis the maximum detected temperature (via sensors) across all cells of the battery pack HVB, TBatt_Minis the minimum detected temperature (via sensors) across all cells of the battery pack HVB, and SOC is the state of charge of the battery, which can be detected or determined by the BMS using algorithms known per se. In particular, in a step 3021 a first limit valueBatt_Lim_Comp - 1can be determined via one or more characteristic maps (e.g., implemented via analytical, piecewise or look-up table functions) as a function of the state of dharge SOC and the maximum detected temperature TBatt_Max. The dependence of the limit current lBatt_Lim_Comp_ 1on the state of charge SOC and the temperature TBatt_Maxis qualitatively represented by the graph of block 3021 , which illustrates the trend of lLimas a function of SOC for different values of TBatt, specifically for four different values TBatt1, TBatt2, TBatt3, TBatt4. Generally, the current limit lLimincreases as the temperature TBattincreases up to a threshold temperature (e.g., around 50°C), while once the threshold temperature is exceeded the current limit lLimdecreases as the temperature Tsatt increases to implement a thermal protection of the battery component. Therefore, in the example in Figure 5, we could have TBatt3<TBatt1<TBatt2<TBatt4, with TBatt3and TBatt1less than the threshold temperature and TBatt2and TBatt4greater than the threshold temperature. Furthermore, the current limit lLimgenerally decreases with increasing state of charge SOC. In a step 3022, a second limit value lBatt_Lim_Comp_ 2can be determined via the same characteristic maps used in step 3021 , as a function of the state of charge SOC and the minimum detected temperature TBatt_Min. The current limit valueBatt_Lim_Compfor component protection can then be determined as the minimum value between lBatt_Lim_Comp_ 1and lBatt_Lim_Comp_ 2.

[0033] As shown in Figure 6, the limit value of the battery current lChrg_Lim_Driversettable by the user can be determined as a function of the input parameters IBatt_DRV_Limited, IBatt_NO_Limitedand SELDrv_Bat_Lim, Where SELDrv_Bat_Limis a current limit value stored in block 302 (e.g., a constant value), IBatt_NO_Limitedis an unlimited value, and SELDrv_Bat_Limis a binary variable (or flag) indicating whether the user has set a limitation of the current sinkable by the battery or not. In fact, in some vehicles the user is provided with the option to activate or deactivate a limitation to the charging current of the battery via the signal SELDrv_Bat_Lim: the user can select whether to charge the battery in an ultra-fast charging mode (making the most of the charging system, at the expense of a faster battery aging) or in a fast charging mode (charging the battery more slowly, but preserving its health more). If the flag SELDrv_Bat_Limis asserted (e.g., equal to T) and therefore indicates that the user has imposed a limitation, then the value lChrg_Lim_Driveris set equal to IBatt_DRV_Limited', if instead the flag SELDrv_Bat_Limis deasserted (e.g., equal to ‘0’) and therefore indicates that the user has not imposed any limitation, then the value lBatt_Lim_Driveris set equal to lBatt_NO_Limited, i.e. , it is not limited.

[0034] As illustrated in Figure 7, the current limit value lBatt_Lim_Agingto prevent battery cell aging can be determined as a function of the input parameter SOH, which is the state of health of the battery, which can be detected or determined by the BMS using algorithms known per se. In particular, the value IBatt_Lim_Agingcan be determined via one or more characteristic maps (e.g., implemented via analytical, piecewise or look-up table functions) as a function of the state of health SOH. The dependence of the limit current IBatt_Lim_Agingon the state of health SOH is qualitatively represented by the graph in Figure 7, which illustrates the trend of lBatt_Lim_Agingas a function of SOH. Generally, therefore, the limit current lLimis high (in fact, virtually representing no limitation) for high values of the state of health SOH (e.g., between 100% and 97.5%), and decreases (e.g., linearly, proportionally) as the state of health SOH decreases, for low values of the latter (e.g., less than 97.5%).

[0035] The operation of block 304 for determining the limit value IChrg-Limof the current deliverable by the charging infrastructure external to the vehicle will now be described with reference to Figures 8 to 11 .

[0036] In particular, as illustrated in Figure 8, the limit value IChrg-Limof the current deliverable by the charging infrastructure can be determined as the minimum value between two limit values lChrg_Lim_Systemand lBatt_Lim_Driverwhich, for different reasons, impose limitations on the maximum current deliverable by the infrastructure. In particular, lChrg_Lim_Systemis a limit value due to the charging infrastructure (system limit), and lBatt_Lim_Driveris a limit value that can be set by the user of the vehicle (e.g., via the vehicle infotainment system). More specifically, the value lChrg_Lim_Systemcan be determined as illustrated in Figures 9, 10 and 11 described below, while the value lBatt_Lim_Drivercan be received as an input parameter of method 30 (as indicated in Figure 3). It will be noted that while the limitation imposed by the user through the flag SELDrv_Bat_Limconcerns the current sunk by the battery, in order to prevent its aging, the limitation imposed through the parameter lBatt_Lim_Driverconcerns 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 domestic infrastructure, so that the user can manage the current absorption of his domestic electrical system.

[0037] As illustrated in Figure 9, which illustrates the architecture of the electrical components of the charging system during the charging process (similar to Figure 1 ), the charging system can be schematized with the series connection of three main components, namely the charging station CH_ST, the charging port CH_PT, and the charging converter CH_CV (which can include an AC / DC converter, a boost type DC / DC converter, and a DC bypass).

[0038] As illustrated in Figure 10, the limit value lChrg_Lim_Systemdue to the charging infrastructure can be determined as the minimum value among three limit values lChrg_Lim_Station, lChrg_Lim_Portand lChrg_Lim_ConvWhich, for different reasons, impose limitations on the maximum current that can be delivered by the infrastructure. In particular, lChrg_Lim_Stationis a limit value determined by the maximum current physically received by the charging infrastructure, lChrg_Lim_Portis a limit value of the current that can flow through the vehicle charging port (e.g., to limit the Joule effect and avoid damaging the charging port due to overheating), and lChrg_Lim_Convis a limit value of the current that can flow through the converter CH_CV. More specifically, the value lChrg_Lim_Portcan be determined as illustrated in Figure 11 described below, while the values lChrg_Lim_Stationand lChrg_Lim_Convcan be received as input parameters of the method 30 (as shown in Figure 3).

[0039] As illustrated in Figure 11 , the limit value of current lChrg_Lim_Portthat can flow through the vehicle charging port can be determined as a function of the input parameter TChrg_Portwhich is the temperature of the charging port, detected by a temperature sensor of the port. In particular, the value lChrg_Lim_Portcan be determined via one or more characteristic maps (e.g., implemented by analytical, piecewise or look-up table functions) as a function of the temperature TChrg_Port. The dependence of the limit current lChrg_Lim_Porton the temperature TChrg_Portis qualitatively represented by the graph in Figure 11 , which illustrates the trend of lChrg_Lim_Portas a function of TChrg_Port. Generally, therefore, the limit current lLimdecreases as the temperature TChrg_Portincreases. In particular, the limit current lLimcan be high (in fact, virtually representing no limitation) for low values of the temperature TChrg_Port(e.g., less than 60°C), and decreases (e.g., linearly, proportionally) as the temperature TChrg_Portincreases, for high values of the latter (e.g., greater than 60°C).

[0040] The operation of block 306 for determining the target value lChrg_Tgtof the charging current will now be described with reference to Figures 12 to 14.

[0041] In particular, as illustrated in Figure 12, the target value lChrg_Tgtcan be determined in the following way: a contribution calculated in open loop lChrg_Tgt_OLand a contribution calculated in closed loop lChrg_Tgt_CLare added up to determine a “raw” target value lChrg_Tgt_Rawof the charging current; the maximum value amongst the “raw” target value lChrg_Tgt_Rawand zero is selected (i.e., the target value is limited below to zero, as the charging infrastructure can only deliver current and not sink it) to determine a positive raw target value lChrg_Tgt_Raw_Pos,' the minimum value between the positive raw target value lChrg_Tgt_Raw_Posand the limit value IChrg-Limof the current deliverable by the charging infrastructure is selected to determine the target value lChrg_Tgtof the charging current.

[0042] As illustrated in Figure 13, the open loop contribution lChrg_Tgt_OLcan be determined in the following way: the target value lBatt_Tgtof the current that can be sunk by the battery, the current IDCDC actually sunk by the DC / DC converter CONV, the current IEAC actually sunk by the compressor COMP, and the current IECH actually sunk by the heater HTR are added up (i.e., the target current of the battery is added up to the current sunk by the other electrical loads of the vehicle) to determine a “raw” open loop contribution lChrg_Tgt_OL_Rawof the charging current; the maximum value amongst the raw open loop contribution lChrg_Tgt_oL_Rawand zero is selected (i.e., the open loop contribution is limited to zero) to determine a positive raw open loop contribution lChrg_Tgt_OL_Raw_Pos,' the minimum value between the positive raw open loop contribution lChrg_Tgt_OL_Raw_Posand the limit value IChrg-Limof the current deliverable by the charging infrastructure is selected to determine the open loop contribution lChrg_Tgt_OLof the charging current.

[0043] As illustrated in Figure 14, the closed loop contribution lChrg_Tgt_CLcan be determined in the following way: the difference between the target value lBatt_Tgtof the current that can be sunk by the battery and the current iBatt actually sunk by the battery (which can be detected or determined by vehicle sensors) is calculated to determine a sinkable current margin lBatt_Delta; the sum of a proportional contribution and an integral contribution of the sinkable current margin lBatt_Deltais calculated with a proportional-integral controller PI to determine the closed-loop contribution lChrg_Tgt_CLof the charging current. In particular, the output of the PI controller is clamped inferiorly to a value equal to the opposite of the open-loop contribution lChrg_Tgt_OL, since the sum of the open-loop and closed-loop contributions must be clamped inferiorly to zero. Furthermore, the output of the PI controller is clamped superiorly to a value equal to the difference between the limit value IChrg-Limof the current deliverable by the charging infrastructure and the open-loop contribution lChrg_Tgt_OL.

[0044] Therefore, as can be seen from the preceding description, the method 30 described here to determine the target value lChrg_Tgtof the charging current is essentially divided into three steps, as also exemplified in the block diagram of Figure 15:

[0045] - in step 302, a target value lBatt_Tgtof the current that can be sunk by the battery is defined instant by instant, taking into account the protection requirements of the electrical components, any limitations imposed by the user of the vehicle, the strategies for limiting the aging of the battery cells, and any charging strategies externally imposed;

[0046] - in step 304, a limit value IChrg-Limof the current deliverable by the charging infrastructure external to the vehicle is defined instant by instant, 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; and

[0047] - in step 306, a target value lChrg_Tgtof the charging current (which the vehicle will request from the external charging infrastructure) is defined instant by instant to reach the target current of the battery lBatt_Tgtand at the same time comply with the limitations imposed by the charging infrastructure (i.e. , the limit IChrg-Lim).

[0048] Thanks to the present invention, it is possible to improve the dynamics of the vehicle charging control, which allows to fully exploit the limits of the charging current by reducing the charging time. It is also possible to increase the precision in determining the current that the vehicle requires from the charging infrastructure, thus reducing any unwanted current flows from the infrastructure to the vehicle (e.g., if the vehicle overestimates the sinkable current). Furthermore, it is possible to mitigate the effects of battery aging during fast charging of the vehicle, thus increasing the useful life of the battery pack.

[0049] Of course, the details of construction and the embodiments may be varied widely with respect to what is described and illustrated without departing from the scope of the invention as defined by the appended claims.

Claims

CLAIMS1. A method (30) of controlling the charging current of a vehicle (V) with electric drive unit, the method comprising:- determining (302) a target value of the current sinkable (lBatt_Tgt) by a traction battery (HVB) of the vehicle (V), as a function of one or more parameters selected amongst: a maximum temperature ( TBatt_Max) sensed in said battery, a minimum temperature ( TBatt_Min) sensed in said battery, a state of charge (SOC) of said battery, a state of health (SOH) of said battery, a flag (SelDrv_Bat_Lim) set by a user for the limitation of the battery current, and a limit value of the battery current (lBatt_Lim_ChrgStrg) determined by a currently used charge profile strategy;- determining (304) a limit value of the current deliverable (IChrg-Lim) by a charging infrastructure (CHRG) to which the vehicle (V) is connected, as a function of one or more parameters selected amongst: a limit value of the infrastructure current (lChrg_Lim_Driver) set by the user, a maximum current (lChrg_Lim_Station) actually received by the charging infrastructure (CHRG), a maximum current (lChrg_Lim_Conv) that can flow through an electronic converter (CH_CV) arranged between a charging port (CH_PT) of the vehicle (V) and said battery (HVB), and a temperature ( TChrg_Port) of said charging port (CH_PT);- determining (306) a target value of the charging current (lChrg_Tgt) of the vehicle (V), as a function of said target value of the current sinkable (lBatt_Tgt) by the battery (HVB), said limit value of the current deliverable (IChrg_Lim) by the charging infrastructure (CHRG), and one or more parameters selected amongst: a current ( / DCDC) sunk by an electronic converter (CONV) that supplies the loads of said vehicle (V), a current (IEAC) sunk by a compressor (COMP) of said vehicle (V), a current (IECH) sunk by a heater (HTR) of said vehicle (V), and a feedback value of the current actually sunk (IBatt) by the battery (HVB).

2. The method (30) of claim 1 , wherein the step of determining (302) the target value of the current sinkable (lBatt_Tgt) by the battery (HVB) comprises selecting the minimum value amongst:- a first limit value of the battery current (lBatt_Lim_Comp) for thermal protection of said battery (HVB);- a second limit value of the battery current (IBatt_Lim_Driver) selected by the user of the vehicle;- a third limit value of the battery current (lBatt_Lim_Aging) for the prevention of aging degradation of said battery (HVB); and- said limit value of the battery current (lBatt_Lim_ChrgStrg) determined by a currently used charge profile strategy.

3. The method (30) of claim 2, wherein said first limit value of the battery current (lBatt_Lim_Comp) is determined applying the following steps:- sensing said maximum temperature ( TBatt_Max), said minimum temperature ( TBatt_Min) and said state of charge (SOC) of said battery (HVB);- determining (3021 ), as a function of said maximum temperature ( TBatt_Max) and said state of charge (SOC), a first candidate limit value (IBatt_Lim_Comp_ 1) , wherein said first candidate limit value (IBatt_Lim_Comp_ 1) decreases as said state of charge (SOC) increases, increases as said maximum temperature ( TBatt_Max) increases as long as said maximum temperature ( TBatt_Max) is lower than a threshold value, and decreases as said maximum temperature ( TBatt_Max) increases if said maximum temperature ( TBatt_Max) is higher than said threshold value;- determining (3022), as a function of said minimum temperature ( TBatt_Min) and said state of charge (SOC), a second candidate limit value (IBatt_Lim_Comp_ 2), wherein said second candidate limit value (IBatt_Lim_Comp_ 2) decreases as said state of charge (SOC) increases, increases as said minimum temperature ( TBatt_Min) increases as long as said minimum temperature ( TBatt_Min) is lower than said threshold value, and decreases as said minimum temperature ( TBatt_Min) increases if said minimum temperature ( TBatt_Min) is higher than said threshold value; and- selecting the minimum value amongst said first candidate limit value (IBatt_Lim_Comp_ 1) and said second candidate limit value (IBatt_Lim_Comp_ 2).

4. The method (30) of claim 2 or claim 3, wherein said second limit value of the battery current (IBatt_Lim_Driver) is determined applying the following steps:- detecting, as a function of said limitation flag (SelDrv_Bat_Lim), whether the user has set a limitation of the current sinkable by the battery;- if the user set said limitation, setting said second limit value of the battery current (IBatt_Lim_Driver) to a stored limit value (IBatt_DRV_Limited);- if the user did not set said limitation, setting said second limit value of the battery current (IBatt_Lim_Driver) to an unlimited value (IBatt_LNO_Limited)5. The method (30) of any of claims 2 to 4, wherein said third limit value of the battery current (lBatt_Lim_Aging) is determined applying the following steps:- sensing said state of health (SOH) of said battery (HVB); and- determining said third limit value of the battery current (lBatt_Lim_Aging) as a function of said state of health (SOH), wherein said third limit value of the battery current (lBatt_Lim_Aging) increases as said state of health (SOH) increases.

6. The Method (30) of any of the previous claims, wherein the step of determining (304) the limit value of the current deliverable (IChrg-Lim) by the charging infrastructure (CHRG) comprises selecting the minimum value amongst:- a first limit value of the infrastructure current (lChrg_Lim_system) due to the charging infrastructure (CHRG); and- said limit value of the infrastructure current (lChrg_Lim_Driver) set by the user.

7. The method (30) of claim 6, wherein said first limit value of the infrastructure current (lChrg_Lim_System) is determined selecting the minimum value amongst:- said maximum current (lChrg_Lim_Station actually received by the charging infrastructure (CHRG);- a maximum current (lChrg_Lim_Port) that can flow through said charging port (CH_PT) of the vehicle (V); and- said maximum current (lChrg_Lim_Conv) that can flow through the electronic converter (CH_CV) arranged between said charging port (CH_PT) and said battery (HVB) of the vehicle (V).

8. The method (30) of claim 7, wherein said maximum current (lChrg_Lim_Port) that can flow through said charging port (CH_PT) is determined applying the following steps:- sensing said temperature (TChrg_Port) of said charging port (CH_PT); and- determining said maximum current (lChrg_Lim_Port) as a function of said temperature ( TChrg_Port) of the charging port, wherein said maximumcurrent (lChrg_Lim_Port) decreases as the temperature ( TChrg_Port) of the charging port increases.

9. The method (30) of any of the previous claims, wherein the step of determining (306) said target value of the charging current (lChrg_Tgt) comprises:- adding up a first target current contribution calculated in open loop (lChrg_Tgt_OL) and a second target current contribution calculated in closed loop (lChrg_Tgt_CL) to determine a raw target value (lChrg_Tgt_Raw) of the charging current;- selecting the maximum value amongst said raw target value (lChrg_Tgt_Raw) and zero to determine a positive raw target value (lChrg_Tgt_Raw_Pos) of the charging current; and- selecting the minimum value amongst said positive raw target value (lChrg_Tgt_Raw_Pos) and said limit value of the current deliverable (IChrg-Lim) by the charging infrastructure.

10. The method (30) of claim 9, wherein said first target current contribution (lChrg_Tgt_OL) is determined applying the following steps:- adding up said target value of the current sinkable (lBatt_Tgt) by the battery (HVB), said current ( / DCDC) sunk by the electronic converter (CONV) that supplies the loads of the vehicle, said current (IEAC) sunk by the compressor (COMP) of the vehicle, and said current (IECH) sunk by the heater (HTR) of the vehicle to determine a first raw target current Contribution (lChrg_Tgt_OL_Raw)',- selecting the maximum value amongst said first raw target current contribution (lChrg_Tgt_OL_Raw) and zero to determine a first positive raw target current contribution (lChrg_Tgt_OL_Raw_Pos),' and- selecting the minimum value amongst said first positive raw target current contribution (lChrg_Tgt_OL_Raw_Pos) and said limit value of the current deliverable (IChrg-Lim) by the charging infrastructure.

11. The method (30) of claim 10, wherein said second target current contribution (lChrg_Tgt_CL) is determined applying the following steps:- determining the difference between said target value of the current sinkable (lBatt_Tgt) by the battery (HVB) and said feedback value of the current actually sunk (IBatt) by the battery (HVB) to determine a sinkable current margin (lBatt_Delta); and- computing (PI) the sum of a contribution proportional to said sinkable current margin (lBatt_Delta) and an integral contribution of said sinkable current margin (lBatt_Delta), clamping inferiorly said sum at a value equal to the opposite of said first target current contribution (lChrg_Tgt_OL), and clamping superiorly said sum at a value equal to the difference between said limit value of the current deliverable (IChrg-Lim) by the charging infrastructure and said first target current contribution (lChrg_Tgt_OL).

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