A method for determining a maximum rotational speed of a compressor of a refrigeration cycle cooling circuit in a vehicle with an electric powertrain

Abstract

A method for determining a maximum rotational speed (nCompMax_NVH) of a compressor of a refrigeration cycle cooling circuit in a vehicle with an electric powertrain comprises the steps of: a) defining a first maximum speed limit (nCompMax_Batt) of the compressor required for a conditioning of one battery in the vehicle; b) defining a second maximum speed limit (nCompMax_CabBlwr) of the compressor required for a conditioning of one passenger compartment of the vehicle; c) defining a third maximum speed limit (nCompMax_VehMov) of the compressor required in case the vehicle in moving If the battery cooling is active, the highest of said first limit (nCompMax_Batt), second limit (nCompMax_CabBlwr) and third limit (nCompMax_VehMov) is selected as the maximum rotational speed (nCompMax_NVH) of the compressor. If the cooling is not active, the highest of the second limit (nCompMax_CabBlwr) and third limit (nCompMax_VehMov) is selected as the maximum rotational speed (nCompMax_NVH) of the compressor.

Description

[0001] “A method for determining a maximum rotational speed of a compressor of a refrigeration cycle cooling circuit in a vehicle with an electric powertrain”

[0002] ****

[0003] TEXT OF THE DESCRIPTION

[0004] Field of the invention

[0005] The present invention relates to vehicles with an electric powertrain, in particular to BEV-type vehicles. More specifically, the invention has been developed with reference to vehicles with an electric powertrain powered by at least one battery and comprising a refrigeration cycle cooling circuit that serves the vehicle cabin and one or more refrigeration devices (so-called “chiller”) for the thermal conditioning of the at least one battery.

[0006] The invention is part of the subject-matter of the so-called NVH (from Noise Vibration Harshness), i.e., the optimization - among other things - of noise and vibrations, aimed at improving the comfort and performance of the vehicle.

[0007] Prior art

[0008] Vehicles with an electric powertrain (so-called BEV) are generally equipped with a refrigeration cycle cooling circuit, comprising a cabin evaporator that serves the cabin (passenger compartment) of the vehicle and one or more chiller devices used for the thermal conditioning of the battery (or batteries).

[0009] The operation of the refrigeration cycle cooling circuit is based on a compressor having an adequate power, equipped with its own electric motor. This compressor is a source of noise and vibrations that are directly related to its rotational speed.

[0010] Given that the vehicle is driven by an extremely silent electric powertrain, the noise and vibrations generated by the compressor can also be sensed by the occupants of the vehicle.

[0011] Aim of the invention

[0012] The present invention substantially aims to improve the NVH properties of a vehicle with an electric powertrain and equipped with a refrigeration cycle cooling circuit, or to reduce the sensing of noise and vibrations related to the rotational speed of the electric compressor that equips said refrigeration cycle circuit.

[0013] In this context, the invention aims to provide a method that allows the definition of a maximum speed of said compressor in order to limit the sensing of noise and vibrations generated by this compressor, but taking into account the cooling performance that must in any case be ensured by the refrigeration cycle cooling circuit.

[0014] Summary of the invention

[0015] The object of the invention is achieved by a method and a vehicle having the features forming the subject-matter of the claims that follow, which form an integral part of the technical teaching provided here in relation to the invention.

[0016] Brief description of the figures

[0017] The invention will now be described with reference to the attached figures, provided purely by way of non-limiting example, in which:

[0018] - figure 1 illustrates by way of example a possible refrigeration cycle cooling circuit of a vehicle with an electric powertrain, distinguished by the application of the method according to the invention;

[0019] - figures 2-9 are schematic representations intended to exemplify possible steps of a method according to the invention, and

[0020] - figure 10 is a summary flow chart of a method according to the invention.

[0021] Detailed description

[0022] Figure 1 schematizes a general structure of a cooling circuit CC on which the method according to the invention can be implemented. In the following, it is assumed that the circuit under consideration equips a vehicle with an electric powertrain, in particular a BEV-type vehicle.

[0023] The circuit CC comprises an electrically actuated compressor EAC, whose delivery mouth is in fluid communication with the inlet of a condenser CNSD. A fan F is associated with the condenser CNSD in a manner known per se, as well as one or more radiators RAD in heat exchange relationship with a respective coolant flowing in a cooling circuit EC of an electric powertrain DRV of the vehicle.

[0024] The outlet of the condenser CNDS is in fluid communication with a first circuit node N1 from which two circuit branches depart: a first branch is directed to the inlet of a cabin evaporator EVAP, to which a fan B is associated, in a manner known per se, for the environmental conditioning of the vehicle cabin; a second branch is instead directed towards the inlet of at least one refrigeration device in heat exchange relationship with a respective coolant that flows in a circuit BC for cooling at least one battery BATT that powers - among other things - the powertrain DRV.

[0025] In the specific case represented, said second branch of the circuit CC is directed to a second circuit node N2, in which the circuit itself forks into a third and a fourth circuit branch, directed respectively to the inlet of a first refrigeration device CHL1 , in particular a first chiller, and to the inlet of a second refrigeration device CHL2, in particular a second chiller. Note that, in other embodiments, the circuit CC could include a single chiller, or more than two chillers.

[0026] Each of the chillers CHL1 and CHL2 includes a respective battery evaporator EV_B1 , EV_B2 (which receives the refrigerant fluid flowing in the circuit CC) in heat exchange relationship with the coolant flowing in said cooling circuit BC of the at least one battery BATT.

[0027] Upstream of the evaporator EVAP is an expansion / throttling valve TXV_EVAP, just as upstream of the battery evaporators of the chillers CHL1 and CHL2 are respective expansion valves TXV_CHL1 and TXV_CHL2. The expansion / evaporation valves (which in figure 1 are represented as variable hydraulic resistances) allow, by varying the respective hydraulic resistance as a function of the refrigerant flow rate (in liquid phase when passing through them), to adjust the pressure of the refrigerant fluid entering the evaporator EVAP and the battery evaporators EV_B1 , EV_B2 of the chillers CHL1 and CHL2, so as to allow complete evaporation of the refrigerant fluid inside them, thus avoiding the entry of a two-phase flow rate (liquid + vapor) to the compressor EAC. Upstream of each of the valves TXV_EVAP, TXV_CHL1 , TXV_CHL2 there are exclusion valves SV_EVAP, SV_CHL1 , SV_CHL2 respectively. The exclusion valves SV_EVAP, SV_CHL1 , SV_CHL2 can alternatively be arranged between the corresponding valve TXV_EVAP, TXV_CHL1 , TXV_CHL2 and - respectively - the cabin evaporator EVAP, the battery evaporator of the chiller CHL1 and the battery evaporator of the chiller CHL2 (in other words, it is only relevant that they are positioned upstream of, respectively, the evaporator EVAP and the battery evaporators of the chillers CHL1 and CHL2). The function of the exclusion valves SV_EVAP, SV_CHL1 , SV_CHL2, which are normally in the open position, is to exclude the circuit branch downstream of them from the circuit CC, therefore to exclude the evaporator EVAP and one or both of the battery evaporators of the chillers CHL1 and CHL2 as needed.

[0028] The outlet of chillers CHL1 and CHL2 (therefore of the battery evaporators EV_B1 , EV_B2 of the chillers CHL1 , CHL2) converges in a third circuit node N3 and in a single fifth circuit branch that converges, together with the section of the first circuit branch that starts from the outlet of the evaporator EVAP, to a fourth circuit node N4 downstream of which the cooling circuit CC closes at the intake mouth of the compressor EAC (as mentioned, the circuit CC could include a single chiller, in which case node N3 is not necessary).

[0029] In figure 1 , CU schematically represents a vehicle control unit, in which the vehicle control logic is implemented, including that for the implementation of the method according to the invention.

[0030] In a manner known per se, the compressor EAC sends into the circuit CC a total flow rate of refrigerant rriRFR_TOT in vapor phase. The flow rate rriRFR_TOT passes through the condenser CMDS in liquid phase and reaches node N1 , from which it is distributed between the evaporator EVAP (flow rate rtiRFR_cAB_EVAp) and the battery evaporators EV_B1 , EV_B2 of the chillers CHL1 and CHL2 (flow rate rriRFR_cHL, overall entering the node N2). The flow rates rtiRFR_cAB_EVAP and rtiRFR_cHL are subjected to evaporation (at substantially constant pressure) inside the battery evaporators EV_B1 , EV_B2 of the chillers CHL1 and CHL2 and the evaporator EVAP, cooling the coolant of the at least one battery BATT and the cabin air, respectively. The flow rates rtiRFR_cAB_EVAP and rtiRFR_cHL in vapor phase are mixed at node N4 in the flow rate rriRFR_TOT, which is re-intaken by the compressor EAC to be re-introduced into the circuit CC.

[0031] As previously mentioned, the compressor EAC is a source of noise and vibrations, which are directly related to its rotational speed, and the fact that the powertrain DRV is silent (as it is electric) can have the effect that said noise and vibrations are sensed inside the vehicle cabin.

[0032] For this reason, the control method according to the invention provides for the determination of a maximum speed ncomPMax_Batt_NVH of the compressor EAC, aimed at limiting NVH phenomena, i.e. , eliminating or at least attenuating the sensing of said noise and vibrations generated by the compressor EAC.

[0033] The scheme of figure 2 provides a general overview of the control strategy implemented in accordance with the invention, according to which the identification of the maximum speed ncomPMax_NVH for the compressor EAC, in order to limit the noise emissions in NVH perspective, is based on the definition of:

[0034] - a first maximum rotational speed limit ncomPMax_Batt of the compressor EAC, which depends on the amount of conditioning required for the vehicle battery BATT;

[0035] - a second maximum rotational speed limit ncomPMax_cabBiwr of the compressor EAC, which depends on the amount of conditioning required for the vehicle cabin; and

[0036] - a third maximum rotational speed limit ncomPMax_vehMov of the compressor EAC, which depends on the vehicle driving speed.

[0037] As explained below, in preferred embodiments:

[0038] - said first maximum speed limit ncomPMax_Batt is determined on the basis of a plurality of conditions and variables, which include the temperature (Teatt) of the battery BATT, the possible existence of a charging phase (Charging Active) of the battery BATT, the speed (Vehicle_Speed) of the vehicle, the driving mode (DriveMod) selected for the vehicle, the available power (PBatt_chrg_Avi) for charging the at least one battery BATT;

[0039] - said second maximum speed limit ncomPMax_cabBiwr is determined on the basis of the rotational speed (ncabinBiower) of the cabin fan B of the vehicle and the ambient temperature (TAmb) outside the cabin;

[0040] - said third maximum speed limit ncomPMax_vehMov is determined on the basis of the vehicle speed (Vehicle_Speed).

[0041] 1 ) Definition of the first maximum limit ncompMax Batt

[0042] As shown in the diagram in figure 3, the first maximum speed limit ncomPMax_Batt of the compressor EAC can take two different values, depending on whether the battery BATT is being charged or not. In the first case, the limit ncomPMax_Batt_chrg will be taken, which corresponds to a maximum speed value of the compressor EAC that reconciles the cooling needs of the battery in the charging phase and compliance with an acoustic emission threshold in an NVH perspective (even in the charging phase, the battery BATT must in fact be conditioned, in order to avoid it assuming potentially dangerous temperature values). In the second case, the limit ncompMax_Batt_Drv will be taken.

[0043] 1.1 Definition of the limit ncompMax Batt Drv

[0044] The definition of the limit ncomPMax_Batt_Drv, i.e., when the battery BATT is not charging, is made on the basis of various information: a) information representative of a driving mode (DriveMod) selected for the vehicle from a plurality of possible selectable driving modes; b) information representative of a vehicle driving speed (Vehicle_Speed); c) information representative of a temperature (Teatt) of the battery (BATT), and d) information representative of an available power (PBatt_chrg_Avi) for charging the battery (BATT). a) The maximum limit ncomPMax_Batt_Drv with the battery not charging is selected from a plurality of possible maximum speed limits, exemplified in the diagram in figure 4 with ncompMax_Batt_Drv_i , ncompMax_Batt_Drv_2, ncomPMax_Batt_Drv_3, ncomPMax_Batt_Drv_4, which are determined as a function of information representative of a driving mode selected for the vehicle, from a plurality (N) of possible selectable driving modes.

[0045] The vehicle is equipped for this purpose with a known driving mode selector (in signal communication with the control unit CU), which allows choosing between several possible modes that differ, among other things, in the type of performance offered by the powertrain DRV. In this way, it is possible to adapt the vehicle behavior to various needs, for example between a neutral or balanced driving mode, a driving mode that favors the reduction of energy consumption, an aggressive driving mode that favors sporty performance, with the latter mode which - compared to the others - is distinguished for example by a rapid and abrupt response of the accelerator, in order to make the most of the power of the powertrain DRV.

[0046] As shown in the diagram in figure 5, the limit ncompMax_Batt_Drv_N , corresponding to each of the “N” selectable driving modes (where in the example N is variable between 1 and 4), is in turn determined as a function of information representing the vehicle driving speed and information representing the temperature Teatt of the battery BATT. The limit ncomPMax_Batt_Drv_N is extrapolated from a map, based on said temperature Teatt and speed.

[0047] As can be understood, and regardless of the driving mode N selected, the lower the vehicle driving speed, the lower the maximum rotational speed of the compressor EAC. In qualitative terms, therefore, the speed limit of the compressor may increase as the vehicle driving speed increases (the aerodynamic and rolling noises dependent on the vehicle driving speed can be used to cover the noise and vibrations of the compressor EAC) and as the temperature of the battery BATT increases (for safety and performance reasons).

[0048] 1 2 Definition of the limit ncompMax Batt charg

[0049] As mentioned, the maximum limit ncomPMax_Batt can alternatively take the value ncomPMax_Batt_chrg (figure 3), if the battery BATT is being charged, i.e. , with the vehicle not in motion.

[0050] Also in this case, the speed limit ncomPMax_Batt_chrg is selected from at least two possible maximum speed limits, exemplified in figure 6 with ncompMax_Batt_Chrg_Race and ncompMax_Batt_Chrg_NoRace, depending On representative information of the driving mode selected for the vehicle, at least between a first more aggressive driving mode (Race), meaning a driving mode oriented towards competitions that provides for a maximization of the exploitation of the battery BATT, and at least a second less aggressive driving mode (NoRace), meaning a driving mode oriented towards a lower exploitation of the battery BATT in the face of more prolonged and constant performance of the powertrain over time.

[0051] A map is defined for each possible driving mode. From a qualitative point of view, the most aggressive driving mode (Race) allows the highest limit speed of the compressor EAC, since the battery cooling performance becomes in this case more important than the issues of limiting noise emissions in terms of NVH, and vice versa.

[0052] As can be seen in figure 6, in the case in which the most aggressive driving mode (Race) is selected, the corresponding maximum speed limit ncomPMax_Batt_chrg_Race of the compressor EAC will be taken; otherwise, the maximum speed limit ncomPMax_Batt_chrg_NoRace of the compressor will be taken, corresponding to the selected driving mode other than the most aggressive one.

[0053] In this case, each of the possible maximum speed limits ncompMax_Batt_Chrg_Race OP ncompMax_Batt_Chrg_NoRace is in turn determined aS a function of information representing the available power PBATT_chrg_Avi for charging the battery BATT during the charging phase and information representing the temperature Teatt of the battery BATT. Said available power PBATT_chrg_Avi for the battery is the maximum power that can enter the battery, and is defined as the minimum between the maximum power that can be supplied by the charging unit (column, charging port and charging converter), the maximum power of the charger selected by the user (the user has the possibility of limiting the maximum charging power supplied by the charger), the maximum battery charging power related to the limits of the battery itself (i.e., the battery charging limit), the maximum battery charging power for limits set by the user to prevent the battery from aging.

[0054] The limit speeds for the two cases (ncomPMax_Batt_chrg_Race and ncomPMax_Batt_chrg_NoRace) during the charging phase of the battery BATT are extrapolated from corresponding maps based on the temperature Teatt of the battery BATT and the maximum (available) battery charging power PBATT_chrg_Avi. From a qualitative point of view, the limit speed of the compressor will increase with the increase in the available electrical power (since during the fast charging phase the available battery cooling power becomes more important, which allows the charging performance, rather than a reduction in noise emissions in terms of NVH) and the battery temperature (for safety reasons). The fact that a map is dedicated to the most aggressive driving mode (Race) allows to increase the fast charging performance, even if at the expense of the generation of noise and vibrations. Therefore, in “ultra fast” charging conditions it is permissible to have higher noise levels than for example AC charging. ii) Definition of the second maximum limit ncompMax cabBiwr

[0055] The diagram in figure 7 provides a general overview of the logic used to define the maximum speed limit ncomPMax_cabBiwr of the compressor EAC for the purpose of reducing noise and vibrations in the case of conditioning of the vehicle cabin.

[0056] As schematized in figure 7, the definition of the second maximum rotational speed limit ncomPMax_cabBiwr is made as a function of: - information representative of the rotational speed ncabinBiower of the cabin fan motor B of the vehicle, and

[0057] - information representative of an ambient temperature TAmb outside the vehicle cabin.

[0058] The maximum speed ncomPMax_cabBiwr is extrapolated from a map based on the temperature TAmb outside the cabin and the speed of the cabin fan B ncabinBiower. From a qualitative point of view, the compressor speed limit will increase with the increase of the cabin fan speed (whose operating noise is used to cover the noise and vibrations generated by the compressor) and the external temperature (since, as the ambient temperature increases, a higher minimum performance is normally required for the purpose of conditioning in cooling the passenger compartment). iii) Definition of the third maximum limit ncompMax vehMov

[0059] The diagram in figure 8 provides a general overview of the control logic used for the definition of the maximum speed limit ncomPMax_vehMov of the compressor, for the limitation of noise and vibrations in case of a moving vehicle.

[0060] As schematized in figure 8, the definition of the third maximum rotational speed limit ncomPMax_vehMov of the compressor EAC is carried out in function of information representative of the vehicle driving speed.

[0061] The speed limit ncomPMax_vehMov of the compressor is extrapolated from a map based on the vehicle driving speed. From a qualitative point of view, the compressor limit speed will increase with increasing vehicle driving speed (as mentioned, the aerodynamic and rolling noises dependent on vehicle driving speed can be exploited to cover noise and vibrations of the compressor EAC).

[0062] Figure 9 schematically illustrates how the final speed limit ncomPMax_NVH of the compressor is defined for noise and vibration limitation purposes based on the three maximum speed limits ncomPMax_Batt, ncomPMax_cabBiwr and ncomPMax_vehMov as determined above.

[0063] In accordance with the method according to the invention, once the first maximum limit ncomPMax_Batt, the second maximum limit ncomPMax_cabBiwr and the third maximum limit ncomPMax_vehMov have been determined, it is checked whether the battery BATT is being cooled by the circuit CC at the time., i.e. , a cooling phase is being performed. As exemplified in the diagram in figure 9, in the case in which said cooling phase is active, the highest between the first maximum rotational speed limit ncomPMax_Batt, the second maximum rotational speed limit ncompMax_cabBiwr and the third maximum rotational speed limit ncomPMax_vehMov is taken as the maximum rotational speed ncomPMax_NVH of the compressor EAC.

[0064] Conversely, in the case in which said battery cooling phase is not active, the highest between the second maximum rotational speed limit ncomPMax_cabBiwr and the third maximum rotational speed limit ncomPMax_vehMov is taken as the maximum rotational speed ncomPMax_NVH of the compressor EAC.

[0065] The concept is further explained in the flow chart of figure 10.

[0066] Said first, second and third maximum rotational speed limits ncomPMax_Batt, ncomPMax_cabBiwr and ncomPMax_vehMov, are subjected to a high update rate (in terms of milliseconds), and therefore to a correspondingly high variability: for this reason, as shown in figure 9, it is preferable to consider the selected maximum limit as a raw data (ncomPMax_NVH_Raw) and subject it to a limitation of the rate of time evolution, in order to obtain the maximum rotational speed ncomPMax_NVH of actual interest for the control of the compressor EAC for the purpose of limiting noise emissions in an NVH perspective.

[0067] As can be seen from what has been previously described, the method according to the invention allows to define a maximum speed of the compressor EAC with a view to limiting the sensing of noise and vibrations generated by it, while taking into account the necessary performance that must in any case be ensured by the refrigeration cycle cooling circuit, depending on the possible conditions of the vehicle.

[0068] Of course, the details of construction and the embodiments may be widely varied with respect to what has been described and illustrated, without thereby departing from the scope of the present invention as defined by the attached claims.

Claims

CLAIMS1. A method for determining a maximum rotational speed (ncomPMax_NVH) of an electric compressor (EAC) of a refrigeration cycle cooling circuit (CC) in a vehicle with an electric powertrain (DRV), including the steps of: a) defining a first maximum rotational speed limit (ncomPMax_Batt) of the electric compressor (EAC) required for a conditioning of at least one battery (BATT) in the vehicle; b) defining a second maximum rotational speed limit (ncomPMax_cabBiwr) of the electric compressor (EAC) required for a conditioning of one passenger compartment of the vehicle; c) defining a third maximum rotational speed limit (ncomPMax_vehMov) of the electric compressor (EAC) required in case the vehicle in moving; d) checking whether a cooling phase of the at least one battery (BATT) is active, and d1 ) in the case where the cooling phase of the at least one battery (BATT) is active, selecting as the maximum rotational speed (ncomPMax_NVH) of the electric compressor (EAC) the highest of said first maximum rotational speed limit (ncomPMax_Batt), said second maximum rotational speed limit (ncomPMax_cabBiwr) and said third maximum rotational speed limit (ncomPMax_VehMov), OT d2) in the case where the cooling phase of the at least one battery (BATT) is inactive, selecting as the maximum rotational speed (ncomPMax_NVH) of the electric compressor (EAC) the highest of said second maximum rotational speed limit (ncomPMax_cabBiwr) and said third maximum rotational speed limit (ncomPM ax_VehMov)-2. The method according to claim 1 , wherein the definition of said first maximum rotational speed limit (ncomPMax_Batt) is made on the basis of:- information representative of a driving mode (DriveMod) selected for the vehicle from a plurality of possible selectable driving modes,- information representative of a vehicle driving speed (Vehicle_Speed),- information representative of a temperature (Teatt) of the at least one battery (BATT), and- information representative of an available power (PBatt_chrg_Avi) for charging the at least one battery (BATT).

3. The method according to claim 1 or claim 2, wherein the definition of said second maximum rotational speed limit (ncomPMax_cabBiwr) is made as a function of:- information representative of a rotational speed (ncabinBiower) of the cabin fan motor (B) of the vehicle,- information representative of an ambient temperature (TAmb) outside the passenger compartment of the vehicle.

4. The method according to any one of claims 1 -3, wherein the definition of said third maximum rotational speed limit (ncomPMax_vehMov) is made as a function of information representative of a driving speed (Vehicle_Speed) of the vehicle.

5. The method according to claim 1 , wherein step a) comprises selecting said first maximum rotational speed limit (ncomPMax_Batt) from:- a maximum rotational speed limit (ncomPMax_Batt_Drv) of the electric compressor (EAC) required for conditioning the at least one battery (BATT) in the case wherein the at least one battery (BATT) is not being charged, or- a maximum rotational speed limit (ncomPMax_Batt_chrg) of the electric compressor (EAC) required for conditioning the at least one battery (BATT) in the case wherein the at least one battery (BATT) is being charged.

6. The method according to claim 5, wherein said maximum rotational speed limit (ncomPMax_Batt_Drv) of the electric compressor (EAC) required for conditioning the at least one battery (BATT) in the case wherein the at least one battery (BATT) is not being charged is selected from a plurality of possible maximum speed limits (ncomPMax_Batt_Drv_i ; ncomPMax_Batt_Drv_2i ncomPMax_Batt_Drv_3i ncomPMax_Batt_Drv_4) determined according to information representative of a driving mode (DriveMod) selected for the vehicle from a plurality of possible selectable driving modes.

7. The method according to claim 6, wherein each of said possible maximum speed limits (ncomPMax_Batt_Drv_l i ncomPMax_Batt_Drv_2i ncomPMax_Batt_Drv_3i ncomPMax_Batt_Drv_4) is determined as a function of information representative of a vehicle driving speed (Vehicle_Speed) and information representative of a temperature (TBatt) of the at least one battery (BATT).

8. The method according to claim 5, wherein said maximum rotational speed limit (ncomPMax_Batt_chrg) of the electric compressor (EAC) required for conditioning the at least one battery (BATT) in the case where the at least one battery (BATT) is being charged, is selected from at least two possible maximum speed limits (ncomPMax_Batt_chrg_Race; ncomPMax_Batt_chrg_NoRace) depending on information representative of a driving mode (DriveMod) selected for the vehicle, at least between a first more aggressive driving mode and a second less aggressive driving mode.

9. The method according to claim 8, wherein each of said possible maximum speed limits (ncompMax_Batt_Chrg_Racei ncompMax_Batt_Chrg_NoRace) is determined as a function of information representative of an available power (PBATT_chrg_Avi) for charging the at least one battery (BATT) and information representative of a temperature (Teatt) of the at least one battery (BATT).

10. The method according to claim 1 , wherein- the highest of said first maximum rotational speed limit (ncomPMax_Batt), said second maximum rotational speed limit (ncomPMax_cabBiwr) and said third maximum rotational speed limit (ncomPMax_vehMov), or- the highest of said second maximum rotational speed limit (ncompMax_cabBiwr) and said third maximum rotational speed limit (ncompMax_VehMov), is a raw data (ncompMax_NVH_Raw) that is subjected to a time evolution rate limitation to determine said maximum rotational speed (ncomPMax_NVH) of the electric compressor (EAC).

11. A vehicle having an electric powertrain (DRV), at least one battery (BATT) and a refrigeration cycle cooling circuit (CC) that includes an electric compressor (EAC), the vehicle having a control unit (CU) with associated memory means in which a computer product is stored to implement the method according to one or more of claims 1 -10.

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