Method for managing temperature states of a battery in a vehicle having at least one traction motor, corresponding vehicle and computer program product

Abstract

A method (30) for managing temperature states of at least one battery comprised in a vehicle having at least one electric traction motor, said method (30) comprising : determining (C_TBattoPt), based on a driving mode (OTD) used by a driver of said vehicle, an optimal temperature range (OZ ) of said at least one battery; - verifying (QIC) whether a current temperature of the at least one battery ( TBattAct) is comprised in said optimal temperature range (OZ ); - defining (OIC), based on said driving mode (OTD) and on an outcome of said operation of verifying, a displaying mode of an indicator ( TInd) related to a current temperature state of the at least one battery; and - displaying said indicator ( TInd), preferably via a display device comprised in the vehicle, through said displaying mode.

Description

[0001] "Method for managing temperature states of a battery in a vehicle having at least one traction motor , corresponding vehicle and computer program product"

[0002] ★ ★ ★ ★

[0003] TEXT OF THE DESCRIPTION

[0004] Field of the Invention

[0005] The embodiments of the present disclosure refer to methods for managing temperature states of one or more high-voltage batteries comprised in vehicles having at least one electric traction motor .

[0006] Speci fically, various embodiments of the present disclosure regard solutions for managing temperature states of one or more high-voltage batteries of vehicles having at least one electric traction motor ( for example , electric or hybrid vehicles ) through displaying, preferably in real time , said state .

[0007] Known Art

[0008] The display of the temperature of the high-voltage battery of a vehicle having at least one electric traction motor is used, according to known solutions , in order to provide the user with an indication about the current operating conditions of the vehicle .

[0009] Normally, said known solutions provide the user with the current value of the battery temperature .

[0010] A disadvantage of said known solutions consists in the fact that the driver of a vehicle , by exclusively observing said displayed value related to the current temperature value of the battery, may not interpret that value correctly, and for example may not understand whether the current temperature of the battery is a normal temperature for the selected driving mode or i f an overheating of the battery is taking place .

[0011] In this way, for example , the driver may start travelling along a given path, for example a track :

[0012] - when the battery is too hot, therefore resulting in a rapid and premature thermal degradation, which leads to a reduction of the performances of the vehicle ; or

[0013] - when the battery is too cold, and therefore it is not in the conditions to provide a required power discharge of the battery .

[0014] Similarly, the driver may wait for the battery to be fully conditioned before starting, even though the optimal temperature value for the selected driving mode has already been reached before the end of such conditioning; therefore , he may wait more than necessary .

[0015] Moreover, while travelling along the path, for example the track, the driver may not understand whether the evolution of the displayed temperature value is correct , or whether an overheating is taking place and therefore the vehicle performances have been reduced .

[0016] Solutions to facilitate an analysis of the temperatures of one or more batteries of vehicles having at least one electric traction motor and a display of said analyses in such a way as to solve the problems outlined in the foregoing would thus be advantageous .

[0017] Obj ect of the Invention

[0018] The invention aims at solving the technical problems outlined in the foregoing . Speci fically, the obj ect of the invention is to provide a method for managing temperature states of one or more high-voltage batteries in a vehicle having at least one electric traction motor, by analysing the temperatures of said batteries and by attempting to provide a display of said analysis to a driver of said vehicle , for example via a Human-Machine Interface (HMI ) .

[0019] Summary of the Invention

[0020] The obj ect of the invention is achieved by means of a method having the features set forth in the claims that follow, which are an integral part of the technical teaching provided herein in relation to the invention .

[0021] One or more embodiments refer to a corresponding vehicle .

[0022] One or more embodiments regard a corresponding computer program product , loadable in at least one processing circuit ( for example , an electronic control unit of the vehicle ) and comprising portions of software code for performing the steps o f the ( corresponding) method when the product is executed on at least one processing circuit .

[0023] As used in the present document , the reference to said computer program product is to be understood as a reference to a computer-readable data carrier, for example readable by an electronic control unit of the vehicle or by any other processing unit comprised in said vehicle , containing instructions for controlling a processing system in order to coordinate the implementation of the ( corresponding) method according to one or more embodiments .

[0024] Brief Description of the Figures

[0025] One or more embodiments will now be described, by way of example only, with reference to the annexed Figures , wherein :

[0026] Figure 1 shows an exemplary display of a temperature state of at least one battery of a vehicle having at least one electric traction motor, according to embodiments of the present disclosure ;

[0027] - Figure 2 shows a plurality o f exemplary displays related to di f ferent temperature states of the at least one battery according to embodiments of the present disclosure ;

[0028] - Figure 3 shows a flow chart representing a method for displaying the temperature states of the at least one battery, according to embodiments of the present disclosure ; - Figure 4 shows an exemplary block for on-track detection, used to determine a variable of on-track detection according to embodiments of the present disclosure ;

[0029] - Figure 5 shows exemplary diagrams , wherein the first diagram shows an exemplary evolution of the electrical power of the battery according to embodiments of the present disclosure , and the second diagram shows a variable of on-track detection which can be obtained via said block for on-track detection according to embodiments of the present disclosure ;

[0030] - Figure 6 shows an exemplary block for calculating an optimal battery temperature according to embodiments of the present disclosure ;

[0031] - Figure 7 shows an exemplary diagram indicating a variation of the optimal temperature range of the battery, according to embodiments of the present disclosure ;

[0032] - Figure 8 shows an exemplary block for calculating an indicator of the optimal battery temperature according to embodiments of the present disclosure ; and

[0033] - Figures 9A- 9E show an exemplary behaviour of said indicator in response to variations of the temperature state of the battery according to embodiments of the present disclosure .

[0034] Detailed Description

[0035] In the following description, one or more speci fic details are shown with the purpose of providing a thorough understanding of exemplary embodiments of the present disclosure . The embodiments may be obtained without one or more of the speci fic details or with other methods , components , materials , etc . In other instances , known operations , materials or structures are not shown or described in detail in order not to obscure aspects of the embodiments . A reference to "an embodiment" or "one embodiment" in the present description is meant to indicate that a particular configuration, structure or characteristic described with reference to the embodiment is comprised in at least one embodiment . There fore , phrases such as " in an embodiment" , " in one embodiment" or the like , which may be present in various instances of the present description, do not necessarily refer to one and the same embodiment .

[0036] Moreover, particular configurations , structures or characteristics may be combined in any suitable way in one or more embodiments .

[0037] The headings provided herein are for convenience only, and therefore they do not define the extent o f protection or the extent of the embodiments .

[0038] In all the Figures annexed herein and throughout the detailed description that follows , unless the context dictates otherwise , similar parts or elements are indicated with similar ref erences / numbers , and a corresponding description will not be repeated for brevity .

[0039] As outlined in the foregoing, solutions according to the present document aim at favouring : analysing the temperatures of one or more batteries of vehicles having at least one electric traction motor, classi fying said temperatures according to di f ferent temperature states ; and

[0040] - displaying said analysis in such a way that the information related to the temperature of the batteries viewed by drivers of said vehicles is understandable more easily and may be interpreted more correctly, thereby solving the problems described in the foregoing .

[0041] It is noted that solutions as described in the present document may be applied to vehicles having at least one high-voltage battery and at least one electric traction motor . Therefore , even though the present description predominantly refers to a single high- voltage battery, solutions as described herein may be similarly applied also to vehicles having a plurality of high-voltage batteries .

[0042] It is noted that solutions as described in the present document may be applied to vehicles having at least one electric traction motor, and therefore they may be applied both to electric vehicles and to hybrid vehicles .

[0043] Solutions as described in the present document determine : an optimal temperature range , wherein, preferably, the temperature of the high-voltage battery is to be comprised during the use of a given driving mode , said range being obtained as a function of said given driving mode being used and, optionally, of the path that said vehicle has to travel , for example a given on-track mission; and

[0044] - whether the temperature of a high-voltage battery comprised in a vehicle having an electric traction motor is an optimal temperature ( that is , a temperature which is comprised in said optimal temperature range ) for a given driving mode currently being used .

[0045] It is noted that said optimal temperature range is updated, preferably in real time , as a function of variations of the current driving mode of the driver, for example by means of a dynamic thermal management system, in such a way as to optimi ze the performances o f the vehicle and the useful li fe of the battery during the travel .

[0046] The dynamic update of the optimal temperature range as a function of the variation of the current driving mode of the driver ( for example , variations of aggressiveness in the driving mode ) , which is preferably performed in real time , of fers adaptability ( in real time ) to solutions as described herein, thus improving the performances and the useful life of the high-voltage battery in comparison with static temperature control systems , which are considered in known solutions .

[0047] Moreover, solutions according to the present disclosure provide , for example via a Human-Machine Interface (HMI ) , a display of a current temperature state of the high-voltage battery to a driver of the vehicle having at least one electric traction motor, said current temperature state being determined according to whether the current temperature is optimal or non-optimal , and as a function of the determined optimal temperature range , that is , more generally, as a function of a current driving mode .

[0048] In embodiments of the present solution, said display of the current temperature state of the high- voltage battery may be updated in real time .

[0049] It is noted that providing said display of the current temperature state of the high-voltage battery to the driver of the vehicle , preferably in real time , may be advantageous since it enables increasing the awareness of the driver about the conditions of the vehicle .

[0050] For example , thanks to such awareness , the driver may act , for example , by modulating his / her driving mode , deciding whether to wait or not to wait for the battery to be pre-conditioned before starting, observing the evolution of the temperature state , and / or the like , in order to reduce the risk of overheating the high-voltage battery while driving, thus obtaining better performances of the vehicle and increasing the useful li fe of the high-voltage battery comprised in said vehicle .

[0051] Indeed, by keeping the battery temperature within a range comprising optimum temperature values ( that is , the optimal temperature range ) , said range being defined as a function of a currently used driving mode of the driver of the vehicle , it is pos sible to improve the performances of the vehicle , for example during an on- track mission, and to increase the useful li fe of the high-voltage battery .

[0052] Moreover, the higher awareness of the driver about the conditions of the vehicle enables reducing the driver' s worries about said conditions .

[0053] Therefore , as described in the foregoing, solutions according to the present disclosure aim at providing a display of the current temperature state of the high- voltage battery or, more generally, of a component comprised in the high-voltage system of a vehicle having at least one electric traction motor, to a driver o f said vehicle , for example a fully electric vehicle or a hybrid vehicle .

[0054] Said current temperature state o f the battery i s obtained dynamically, for example in real time , by means of a processing unit comprised in the vehicle , for example a microcontroller, a microprocessor, a logic unit , an Electronic Control Unit (ECU) , and / or the like , as a function of a current driving mode .

[0055] It is noted that said current temperature state of the high-voltage battery may be considered one of the most important parameters of a vehicle having at least one electric traction motor, that is of a fully electric or a hybrid vehicle , since it can influence :

[0056] - both the vehicle performances , for example by derating the performances in case of excessively high temperatures ; and the support of auxiliary loads , such as for example a battery heater, a passenger compartment heater, a compressor for cooling the battery, a DC-DC converter coupled to the high-voltage battery, a low- voltage battery ( for example having a voltage of 12 volts ) , fans , and the like .

[0057] Therefore , embodiments according to the present disclosure refer to a method for managing temperature states of at least one battery comprised in a vehicle having at least one electric traction motor, for example an electric or a hybrid motor .

[0058] The method described herein comprises :

[0059] - determining, based on a driving mode used by a driver of said vehicle , for example based on a variable indicative of either a first "on-track" driving mode or a second "not-on-track" driving mode , an optimal temperature range of said at least one battery, that is , a temperature range ( including its endpoints ) wherein no thermal derating of the battery takes place and therefore the performances are better and the useful li fe of the battery is increased;

[0060] - veri fying whether a current temperature of the at least one battery is comprised in said optimal temperature range , for example by veri fying whether the current temperature of the battery is comprised or is not comprised within said optimal temperature range and, i f it is comprised, whether said current temperature has a value equal to one of the endpoints of said range ;

[0061] - defining, based on said driving mode and on an outcome of said operation of veri fying ( that is , based on whether the current temperature of the at least one battery is comprised or is not comprised within the optimal temperature range and, i f it is comprised, whether it is or it is not equal to one of the endpoints of said range ) , a displaying mode of an indicator TInd related to a current temperature state of the at least one battery, for example a flashing, steady or hidden displaying mode ; and - displaying said indicator TInd, preferably via a display device comprised in the vehicle , for example an infotainment device comprised in said vehicle , through said displaying mode .

[0062] It is noted that the current temperature state o f the battery is referred, in embodiments according to the present description, to a relationship between the current temperature of the high-voltage battery and an optimal temperature that said battery should have in order to avoid a reduction of the performances of the vehicle , and / or a reduction of the useful li fe of the battery, as a function of a driving mode which is being used .

[0063] For example , said current temperature state of the at least one battery may indicate that :

[0064] - said battery is to be conditioned, for example heated or cooled, in order to reach an optimal temperature ;

[0065] - the current temperature of the battery has already reached an optimal temperature value , for example a temperature value comprised within the optimal temperature range or a value equal to one of the endpoints thereof ; and / or

[0066] - the current temperature of the battery acquires values which need not be shown to a driver of the vehicle since they are irrelevant , for example during a first phase of a charging operation of the vehicle ( that is , during a charging operation of the vehicle until the state of charge of the battery of the vehicle exceeds a given state of charge threshold) or since an on-track mission is being performed so as not to distract the driver or generate anxiety about the thermal conditioning of said battery .

[0067] Figure 1 shows an exemplary display 10 of a temperature state of at least one battery of a vehicle having at least one electric traction motor according to embodiments of the present disclosure , which for example is made accessible to the driver o f the vehicle via the HMI interface .

[0068] The exemplary display 10 of Figure 1 comprises : a first bar TBariindicative of a current temperature of the high-voltage battery TBattAct ( shown in Figure 1 as a grey portion within the first bar TBari ) , represented in a range comprising possible temperature values of said high-voltage battery ( shown by said first bar TBari, which extends from a minimum temperature to a maximum temperature passing through rising temperature values ) ;

[0069] - an indicator TIndconfigured to indicate a point corresponding to an optimal battery temperature closest to the current temperature of the high-voltage battery TBattAct • Said indicator TIndmay have three di f ferent displaying modes , for example flashing, steady ( that is , non- flashing) and hidden;

[0070] - a second bar TBar2 which, in the same way as the first bar TBari, extends from the minimum temperature value CT to the maximum temperature value HT passing through rising temperature values .

[0071] Said second bar TBar2 may compri se the following temperature zones related to the high-voltage battery :

[0072] - a cold zone CZ related to low temperatures of the high-voltage battery, extending from the minimum temperature CT to temperature values related to a derating of the performances of the vehicles , due to the fact that the high-voltage battery has low temperatures ;

[0073] - an optimal zone OZ related to optimal temperatures OT of the high-voltage battery for a current driving mode , that is temperatures which optimi ze the performances of the vehicle and the useful li fe of the battery when the current driving mode is being used . I t is noted that , in the representation of Figure 1 , said optimal zone OT is comprised between a highest optimal battery temperature HTBattoPt and a lowest optimal battery temperature LTBattopt - Moreover, it is noted that said optimal zone OZ corresponds to the optimal temperature range described in the foregoing which, therefore , extends from the lowest optimal battery temperature LTBattopt to the highest optimal battery temperature HTBattOpt r

[0074] - a hot zone HZ related to high temperatures of the high-voltage battery, which extends from temperature values related to operating conditions which are dangerous for the battery, wherein the performances of the vehicle are ( even remarkably) reduced in such a way as to avoid damages to said battery, to the maximum temperature HT of the high-voltage battery;

[0075] - a first sub-optimal zone comprised between the cold zone CZ and the optimal zone OZ , related to sub- optimal performances of the vehicle ; and

[0076] - a second sub-optimal zone comprised between the optimal zone OZ and the hot zone HZ , related to conditions which reduce the useful li fe of the battery ( sub-optimal for the useful life of the high-voltage battery) , but which are not dangerous ( so that the performances of the vehicle are not reduced) .

[0077] Therefore , in solutions according to the present disclosure , the operation of displaying the indicator Tind comprised among the steps of the method described in the foregoing may comprise at least the following operations :

[0078] - displaying a first element , for example the first bar TBaridescribed in the foregoing, indicative of the current temperature of the at least one battery TBattAct ; displaying a second element , for example the second bar TBar2 described in the foregoing, indicative of the optimal temperature range , that is of the optimal zone OZ , of the at least one battery; and displaying the indicator TInd through the determined displaying mode .

[0079] Moreover, in embodiments according to the present disclosure , said indicator TInd may be configured to indicate a temperature value comprised within the optimal temperature range , that i s in the optimal zone OZ , said indicated temperature value being the temperature value comprised in the optimal temperature range OZ which is closest , that is which has the closest value , to the value of the current temperature of the at least one battery TBattAct •

[0080] The exemplary display 10 of Figure 1 may have di f ferent representations based on the conditions of the vehicle . For example , said indicator TInd may be represented in a di f ferent fashion, for example through one of the three displaying modes .

[0081] In this regard, Figure 2 shows a plurality o f exemplary displays 20 related to di f ferent temperature states of the at least one battery according to embodiments of the present disclosure .

[0082] In a first case shown in Figure 2 , denoted with reference 1 in said Figure , the current temperature of the high-voltage battery TBattAct is comprised within the first sub-optimal zone .

[0083] In this case , the indicator TInd may be positioned at the lowest optimal battery temperature LTBattopt, that is , at the optimal temperature of the battery closest to the current temperature TBattAct •

[0084] Moreover, said indicator TInd may be displayed through the flashing displaying mode ( that is through a flashing display of said indicator TInd) , which indicates to the driver that the optimal battery temperature is still to be reached and, therefore , it is necessary to condition said battery in order to achieve optimal performances .

[0085] In a second case shown in Figure 2 , denoted with reference 2 in said Figure , the current temperature of the high-voltage battery TBattAct is comprised within the optimal zone OZ .

[0086] In this case , said indicator TInd may be displayed through the hidden displaying mode , that is , it may not be visible to the driver, therefore indicating that the optimal battery temperature has been reached and that the battery conditioning is no longer required for achieving optimal performances .

[0087] In a third case shown in Figure 2 , denoted with reference 3 in said Figure , the current temperature of the high-voltage battery TBattAct is comprised within the second sub-optimal zone .

[0088] In this case , the indicator TInd may be positioned at the highest optimal battery temperature HTBattoPt, that is , at the optimal battery temperature closest to the current temperature TBattAct •

[0089] Moreover, said indicator TInd may be displayed through the flashing displaying mode , which indicates to the driver that the optimal temperature of the battery has been exceeded and therefore the present conditions reduce the useful li fe of the battery .

[0090] In a fourth case shown in Figure 2 , denoted with reference 4 in said Figure , the current temperature of the high-voltage battery TBattAct i s equal to the lowest optimal battery temperature LTBattopt -

[0091] In this case , the indicator TInd may be positioned at said lowest optimal battery temperature LTBattopt -

[0092] Moreover, said indicator TInd may be displayed through the steady ( that is , non- flashing) displaying mode , in such a way as to indicate to the driver that the optimal temperature of the battery has been reached ( speci fically, the minimum value of optimal temperature has been reached) and that the conditioning of the battery is no longer required in order to obtain optimal performances .

[0093] In a fi fth case shown in Figure 2 , denoted with the reference 5 in said Figure , the current temperature of the high-voltage battery TBattAct is equal to the highest optimal battery temperature HTBattoPt •

[0094] In this case , the indicator TInd may be positioned at said highest optimal battery temperature HTBattoPt •

[0095] Moreover, said indicator TInd may be displayed through the steady, that is , non- flashing, displaying mode , so as to indicate to the driver that the optimal battery temperature has been reached ( speci fically, a maximum value of the optimal temperature has been reached) , and that the conditioning of the battery is no longer required to leave the conditions which reduce the useful li fe of the battery .

[0096] It is noted that , when the state of the conditions of the vehicle is not stationary, that is , when the state of said conditions is dynamic, for example during an on- track mission, the display of the temperature state of the high-voltage battery and the optimal zone OZ evolve as a function of the variations in the conditions o f said vehicle .

[0097] Figure 3 shows a flow chart 30 representing a method for displaying the temperature states of the at least one battery according to embodiments of the present disclosure .

[0098] Said method outputs the indicator TInd described in the foregoing; for example , it may output both the position of said indicator TInd and the displaying mode thereof .

[0099] Said indicator TInd may be obtained by means of a block for calculating the optimal indicator QIC, configured to determine the position of the indicator Tind and the displaying mode to be used out of a set of displaying modes , comprising the flashing, the steady and the hidden modes described in the foregoing .

[0100] It is noted that the flashing, the steady and the hidden displaying modes are only exemplary displaying modes . Therefore , it is possible to use di f ferent displaying modes , also in a number higher than the modes described herein ( for example , by defining di f ferent displaying modes for temperatures lower than the optimal temperatures and for temperatures higher than the optimal temperatures ) .

[0101] Said block for calculating the optimal indicator QIC may be configured to determine said parameters related to the indicator TInd based on one or more of the following elements :

[0102] - a variable of charging vehicle VP , which indicates whether the vehicle having at least one electric traction motor is in charging conditions , for example whether it is connected to a charging station by means of a respective charging connector ;

[0103] - a current State of Charge ( SOC) of the high- voltage battery SOCBatt, said state of charge SOCBatt being a measure related to the amount of energy stored by the high-voltage battery, which is defined as the ratio between the amount of charge which can be extracted from the battery at a given instant and the total capacity o f said battery; the current temperature of the high-voltage battery TBattAct ;

[0104] - a variable of on-track detection OTD ("On Track Detector" ) which provides an indication related to a driving mode currently being used, for example indicating whether the vehicle having at least one electric traction motor is travelling along a track, for example is completing an on-track mission, or whether it is travelling along a road other than a track;

[0105] - the highest optimal battery temperature HTBattoPt ; and

[0106] - the lowest optimal battery temperature LTBattopt -

[0107] The highest optimal battery temperature HTBattoPt and the lowest optimal battery temperature LTBattoPt may be obtained via a block for calculating the optimal battery temperature C_TBattoPt, which may be configured to determine the range of the optimal battery temperatures for the performances of the vehicle and the useful li fe of the battery, and which therefore extends from said lowest optimal battery temperature LTBattoPt to said highest optimal battery temperature HTBattoPt •

[0108] Said block for calculating the optimal battery temperature C_TBattoPt, therefore , may be configured to determine said lowest optimal battery temperature LTBattopt and said highest optimal battery temperature HTBattopt based on the current state of charge of the high- voltage battery SOCBatt and on the variable of on-track detection OTD .

[0109] The variable of on-track detection OTD may be obtained via an on-track detection block C_OTD based on an electrical power of the battery PWRBatt •

[0110] Said variable of on-track detection OTD may assume , for example , a value comprised between zero and one , and may be indicative of a behaviour o f the driver during a drive , that is of the driving mode used by the driver along a given path .

[0111] For example , said variable o f on-track detection OTD may indicate whether the vehicle having at least one electric traction motor is travel ling along a track or along a road other than a track .

[0112] For example , higher values o f said variable of on- track detection OTD may correspond to more aggressive driving modes and, for example , may indicate that a track is being travelled along .

[0113] It is noted that a driving mode is defined as aggressive when it is performance-oriented, and when it poses high requests of electrical power from the battery, for example requests while performing an on-track mission .

[0114] On the contrary, a driving mode is defined as non- aggressive when it is not performance-oriented and, therefore , the requests for electrical power from the battery are reduced with respect to the aggressive driving modes .

[0115] Figure 4 shows 40 an exemplary on-track detection block C_OTD, used to determine said variable of on-track detection OTD according to embodiments of the present description .

[0116] A processing unit comprised in said vehicle , for example a microcontroller, a microprocessor, a logic unit , an Electronic Control Unit ( ECU) and / or the like , may be configured to calculate , preferably in real time , the electrical power of the high-voltage battery PWRBatt, for example by means of the following equation :

[0117] PWRBatt~ ^Batt ' I Batt wherein VBatt is the voltage of the high-voltage battery, and IBatt is the current of the high-voltage battery .

[0118] Therefore , in said exemplary on-track detection block C_OTD, the electrical power of the high-voltage battery PWRBatt may be associated with a respective coef ficient k .

[0119] For example , said operation of associating may be performed via a look-up table 400 , calibrated for associating a positive coef ficient k to electrical powers of the battery PWRBatt related to performance- oriented driving modes , that is more aggressive driving modes , for example driving modes used on track, said coef ficient k having a modulus which increases as the electrical power of the battery PWRBatt increases .

[0120] It is noted that the electrical powers of the battery PWRBatt related to performance-oriented driving modes , for example indicative of the fact that an on- track mission is being performed, assume higher values ( considering the evolution of the electrical power over time ) than the electrical powers of the battery PWRBatt related to driving modes that are not performance- oriented, that is non-aggressive driving modes , for example indicative of the fact that a road other than a track is being travelled along .

[0121] Moreover, said look-up table 400 may be calibrated to associate a negative coefficient k to electrical powers of the battery PWRBatt related to driving modes which do not require high performances , said coef ficient k having a modulus which increases as the electrical power of the battery PWRBatt decreases .

[0122] It is noted that the increase of the coef ficient k in response to the increase of the electrical power of the battery PWRBatt related to performance-oriented driving modes is higher than the decrease of said coef ficient k in response to the decrease of the electrical power of the battery PWRBatt related to driving modes which do not require high performances , considering the same variation of electrical power .

[0123] Therefore , said coef ficient k may assume values having a high modulus ( that is , moduli which are higher than the negative values ) and being positive when it i s associated with high electrical powers , that is , electrical powers of the battery PWRBatt related to performance-oriented driving modes (having higher values than the electrical powers of the battery PWRBatt related to driving modes which do not require high performances ) , for example , indicative of the fact that a track is being travelled along .

[0124] Similarly, said coef ficient k may assume values having a low modulus ( that is , moduli which are lower than the positive values ) and being negative when it i s associated with low electrical powers , that is , electrical powers of the battery PWRBatt related to driving modes which do not require high performances (having values lower than the electrical powers of the battery PWRBatt related to performance-oriented driving modes ) , for example indicative of the fact that a road other than a track is being travelled along .

[0125] Therefore , said coef ficient k may be considered as an indication of the aggressiveness of the current driving mode , varying as a function of the value of the electrical powers of the battery PWRBatt and of the fact that said powers refer to performance-oriented ( aggressive ) driving modes or to driving modes that do not require high performances (non-aggressive driving modes ) .

[0126] It is noted that a higher aggressiveness of the driving mode is correlated with a greater absorption o f electrical power PWRBatt from the battery; therefore , said coef ficient k may be considered as indicative of a current absorption of electrical power from the battery .

[0127] For example , it is possible to de fine two driving modes :

[0128] - a first "on-track" driving mode related to an aggressive driving mode (which therefore requires high performances ) which, for example , characteri zes the missions on track, said first driving mode being associated to higher values of electrical power, that is , to the electrical powers o f the battery PWRBatt related to driving modes which require the performances described in the foregoing; and

[0129] - a second "not-on-track" driving mode , related to a non-aggressive driving mode (which, therefore , does not require high performances ) which, for example , is related to a normal drive on a road ( that is , a road other than a track) , said second driving mode being associated with low values of electrical power, that i s to the electrical powers of the battery PWRBatt related to driving modes which do not require the performances described in the foregoing .

[0130] Therefore , it is possible to define a range NTR ( refer to the first diagram of Figure 5 ) of electrical powers of the battery PWRBatt outs ide which the driving mode used by the driver is considered as corresponding to the first "on-track" driving mode , and within which the driving mode used by the driver is considered as corresponding to the second "not-on-track" driving mode .

[0131] The coef ficient k, obtained as a function of said electric powers of the battery PWRBatt, may be integrated, for example by means of an integration block 402 , in such a way as to detect whether the current driving mode corresponds to the first driving mode or to the second driving mode .

[0132] The variable of on-track detection OTD, output by the on-track detection block C_OTD ( for example , by the integration block 402 ) corresponds to the integration of said coef ficient k .

[0133] Therefore , said integration block 402 may be configured to receive as input the coef ficient k, in order to integrate said coef ficient k and to output the variable of on-track detection OTD .

[0134] It is noted that said integration block 402 may comprise :

[0135] - a high input H, set at a high logic level (" 1" ) , indicative of a maximum value which can be reached by the variable of detection OTD; and

[0136] - a low input L, set at a low logic level (" 0" ) , indicative of a minimum value that can be reached by the variable of detection OTD .

[0137] Therefore , said variable of on-track detection OTD may be indicative of an evolution over time of the aggressiveness of the driving modes being used . Indeed, higher values of said variable of on-track detection OTD, that is values tending towards one , indicate performance-oriented driving modes , that is more aggressive driving modes . On the contrary, lower values of said variable of on-track detection OTD, that i s values tending towards zero , indicate driving modes which do not require high performances , and therefore are less aggressive or non-aggressive driving modes .

[0138] Moreover, based on what has been described in the foregoing, said variable of on-track detection OTD may be indicative of an absorption of electrical power of the battery over time .

[0139] Figure 5 shows exemplary diagrams 50 wherein, according to embodiments of the present description, the first diagram shows an exemplary evolution of the electrical power of the battery PWRBatt, and the second diagram shows the variable of on-track detection OTD which can be obtained via said on-track detection block C_OTD .

[0140] The first diagram shows an exemplary evolution of the electrical power of the battery PWRBatt as a function of time t .

[0141] Said first diagram also shows an exemplary range NTR of electrical powers of the battery PWRBatt, outside which the driver' s driving mode is considered to be the first "on-track" driving mode , and within which the driving mode used by the driver is considered to be the second "not-on-track" driving mode .

[0142] Indeed, when the absolute value of the electrical power of the battery PWRBatt is (possibly very) low, that is comprised within the range NTR of electrical powers of the battery PWRBatt, it is possible to assume that the driver is using the second "not-on-track" driving mode , that is that he is travelling along a road other than a track .

[0143] On the contrary, when the absolute value of the electrical power of the battery PWRBatt is (possibly very) high, that is outside the range NTR of electrical powers of the battery PWRBatt, it is possible to assume that the driver is using the first "on-track" driving mode , that is that he is travelling along a track .

[0144] The second diagram shows an exemplary evolution of the variable of detection OTD, that is of the integration of the coef ficient k, as a function of the same time interval t of the first diagram described in the foregoing .

[0145] It is noted that , as described in the foregoing, said variable of detection OTD may acquire values comprised between zero and one .

[0146] For example , the operation described in the foregoing of detecting, as a function of the variable of detection OTD, whether the current driving mode corresponds to the first driving mode or to the second driving mode may be performed by defining a threshold OTDThrhaving a value comprised between zero and one , and by defining : the first driving mode as the driving mode currently being used, i f the value of the variable of detection OTD is higher than said threshold OTDThr, and the second driving mode as the driving mode currently being used, i f the value of the variable of detection OTD is lower than said threshold OTDThr-

[0147] It is noted that , for example , it is possible to consider a hysteresis by defining two thresholds instead of the threshold OTDThr, that is , an upper detection threshold OTDThrH having a value comprised between zero and one , and a lower detection threshold OTDThrL having a value comprised between zero and a value lower than the upper detection threshold OTDThrH -

[0148] In this case :

[0149] - the first driving mode is defined as the driving mode currently being used, i f the value of the variable of detection OTD is higher that the upper detection threshold OTDThrH, and

[0150] - the second driving mode is defined as the driving mode currently being used, i f the value of the variable of detection OTD is lower than the lower detection threshold OTDThrL -

[0151] In a first zone of the second diagram NTZi (which considers an exemplary scenario with hysteresis ) , since the value of the variable of detection OTD is lower than the upper detection threshold OTDThrH, the second "noton-track" driving mode is detected as the driving mode currently being used .

[0152] In a second zone of the second diagram OTZ , since the value of the variable of detection OTD exceeds the upper detection threshold OTDThrH without falling below the lower detection threshold OTDThrm the first "on- track" driving mode is detected as the driving mode currently being used .

[0153] Then, in a third area of the second diagram NTZ2 , since the value of the variable of detection OTD falls below the lower detection threshold OTDThrm the second "not-on-track" driving mode is detected as the driving mode currently being used .

[0154] It is noted that , referring to the first diagram of Figure 5 , the actual transition from the second driving mode to the first driving mode takes place at the point Pi, which is located within the first zone of the second diagram NTZi . Similarly, the actual transition from the first driving mode to the second driving mode takes place at the point P2 , which is located within the second zone o f the second diagram OTZ .

[0155] The delay which occurs between the actual transitions shown in the first diagram of Figure 5 ( at the points Pi and P2 ) and the detection of such transitions via the variable of detection OTD, shown in the second diagram of Figure 5 ( that is , at the passage from a zone to another ) is due to the function o f integrating the coef ficient k, which is performed in order to obtain the variable of detection OTD .

[0156] Indeed, before the point Pi, since the electrical power of the battery PWRBatt is comprised in the range NTR of electrical powers of the battery PWRBatt, the variable of detection OTD acquires a value equal to zero . After the point Pi, since the electrical power of the battery PWRBatt acquire also values located outside said range NTR, the variable of detection OTD starts increasing, tending towards a value equal to one .

[0157] It is noted that said delay is advantageous , since it enables detecting a driving mode transition only when said transition actually occurs . For example , a transition of the driving mode is not detected i f said driving mode is changed for a short time , in order to react to an external event , and then returns to the driving mode which was being used before the event occurred .

[0158] To sum up, the method according to the present disclosure may select the driving mode , for example , via the variable of on-track detection OTD, as a function of an electrical power PWRBatt of the at least one battery .

[0159] For example , said driving mode may be selected out of a first driving mode , for example the first "on-track" driving mode described in the foregoing, and a second driving mode , for example the second "not-on-track" driving mode .

[0160] The operation of selecting said driving mode may comprise the following operations :

[0161] - associating to values of electrical power PWRBatt of the at least one battery respective coef ficients k indicative of a current absorption of said electrical power from the at least one battery and, consequently, of an aggressiveness of the driving mode being currently used; integrating said coef ficients k over time t , thereby obtaining a variable indicative of an absorption of electrical power from the at least one battery over time , that is the variable of on-track detection OTD indicative of an evolution of the aggressiveness of the driving mode being currently used over time ;

[0162] - selecting said first driving mode , that is the driving mode indicative of the fact that , for example , an on-track mission is being performed, in response to the variable indicative of the absorption of electrical power over time , that is the variable of on-track detection OTD, being higher than a first threshold, that is the threshold OTDThror the upper detection threshold OTDThrH; and

[0163] - selecting said second driving mode , that is the driving mode indicative of the fact that , for example , a road other than a track is being travelled along, in response to the variable indicative of the absorption of electric power, that is the variable of on-track detection OTD, being lower than a second threshold, said second threshold being lower, that is , the lower detection threshold OTDThrL when a hysteresis is considered, or equal to , that is , the threshold OTDThr, to said first threshold .

[0164] Figure 6 shows 60 an exemplary block for calculating the optimal battery temperature C_TBattoPt according to embodiments of the present disclosure .

[0165] As described in the foregoing, said block for calculating the optimal battery temperature C_TBattoPt may be configured to determine the lowest optimal battery temperature LTBattoPt and the highest optimal battery temperature HTBattoPt based on the present state of charge of the high-voltage battery SOCBatt and on the variable of on-track detection OTD .

[0166] Therefore , the operation comprised in the method according to the present disclosure of determining, for example via said exemplary block for calculating the optimal battery temperature C_TBattoPt, based on the driving mode being currently used, for example determined via the variable of on-track detection OTD, the optimal temperature range , that is , the optimal zone OZ , of said at least one battery comprises determining :

[0167] - a first optimal temperature , that is , the lowest optimal battery temperature LTBattoPt, said first optimal temperature LTBattoPt being the lowest temperature in said optimal temperature range OZ , that is , being the lowest endpoint of said range ; and

[0168] - a second optimal temperature , that is , the highest optimal battery temperature HTBattoPt, said second optimal temperature HTBattoPt being the highest temperature in said optimal temperature range OZ , that is , being the highest endpoint of said range .

[0169] The lowest optimal battery temperature LTBattoPt may be obtained based on the current state of charge of the high-voltage battery SOCBatt, for example via a lower target temperature profile PLTBattoPt of the high-voltage battery which expresses values of said lowest optimal battery temperature LTBattoPt as a function of states o f charge SOCBatt -

[0170] It is noted that said lower target temperature profile PLTBattopt of the high-voltage battery represents an evolution of a lower temperature value , below which a conditioning is required for heating said battery . Therefore , said lower target temperature profile PLTBattopt enables maintaining a reserve of thermal capacity of the battery, and the performances required as regards the discharge power .

[0171] Therefore , the first optimal temperature , that is , the lowest optimal battery temperature LTBattopt, may be obtained as a function of a current state of charge SOCBatt of the at least one battery via a map, that is , the lower target temperature prof ile PLTBattoPt described in the foregoing, which expresses temperature values as a function of states of charge of the at least one battery, said temperature values being values for which :

[0172] - a conditioning to heat the at least one battery is not active ; and

[0173] - below which said conditioning to heat the at least one battery is activated .

[0174] The highest optimal battery temperature HTBattoPt may be obtained based on the variable of on-track detection OTD, on a maximum optimal temperature profile PTMaxOpt, and on a higher target temperature profile PHTBattoPt o f the high-voltage battery .

[0175] The maximum optimal temperature profile PTMaxOpt of the battery represents an evolution of the maximum optimal temperature of said high-voltage battery as a function of states of charge SOCBatt of the high-voltage battery, said maximum optimal temperature being the maximum temperature value for which no thermal derating takes place during the drive , that is , there is no reduction of the performances of the vehicle .

[0176] The higher target temperature profile of the high- voltage battery PHTBattoPt represents an evolution of a highest temperature value above which a conditioning i s required to cool said battery as a function of states o f charge SOCBatt of the high-voltage battery . Therefore , said higher target temperature profile DHTBattoPt enables maintaining a reserve of thermal capacity of the battery and the performances required as regards the discharge power .

[0177] The variable of on-track detection OTD ( since it is a value comprised between zero and one ) may be used to define profiles intermediate between the higher target temperature profile PHTBattoPt ( for example , obtained when said variable of on-track detection is equal to zero ) and the maximum optimal temperature profile PTMaxOpt ( for example , obtained when said variable of on-track detection OTD is equal to one ) .

[0178] To this end, the exemplary block for calculating the optimal battery temperature C_TBattoPt of Figure 6 may comprise :

[0179] - a subtractor block 600 , configured to execute a subtraction operation between a maximum optimal temperature , obtained via said maximum optimal temperature profile PTMaxOpt based on the current state of charge of the high-voltage battery SOCBatt, and a highest temperature value obtained via said higher target temperature profile PHTBattoPt based on said current state of charge of the high-voltage battery SOCBatt, in order to output an outcome of the subtraction;

[0180] - a multiplier block 602 , configured to execute a multiplication operation between the outcome of the subtraction obtained by means of the subtractor block 600 and the variable of on-track detection OTD, and to output an outcome of the multiplication; and

[0181] - an adder block 604 , configured to execute an addition operation between the outcome of the multiplication and the highest temperature value obtained via said higher target temperature profile PHTBattopt based on said current state of charge of the high-voltage battery SOCBatt, and to output the highest optimal battery temperature HTBattoPt as an outcome of said addition .

[0182] Therefore , the second optimal temperature , that is , the highest optimal battery temperature HTBattoPt, may be obtained as a function of a current state of charge SOCBatt of the at least one battery, weighting based on said driving mode , that is , based on the value of the variable of on-track detection OTD : a first map, that is , the maximum optimal temperature profile of the high-voltage battery PTMaxOpt, expressing first temperature values as a function o f states of charge of the at least one battery, said first temperature values being : values for which a risk of thermal derating of the at least one battery is not present , and above which a risk of thermal derating is present ; and a second map, that is , the higher target temperature profile of the high-voltage battery PHTBattoPt, which expresses second temperature values as a function of states of charge of the at least one battery, said second temperature values being : values for which a conditioning to cool the at least one battery is not active , and above which said conditioning to cool the at least one battery is activated .

[0183] It is noted that said second map, that is , said higher target temperature profile of the high-voltage battery PHTBattoPt, corresponds to an upper limit of the optimal zone OZi in a condition wherein the second "noton-track" driving mode is detected as the current driving mode .

[0184] Therefore , said second map expresses second temperature values below which ( considering values comprised in the optimal zone OZi related to the second "not-on-track" driving mode ) , by being in said optimal zone OZi and by detecting as current driving mode the second "not-on-track" driving mode , no conditioning takes place to cool the battery .

[0185] It is noted that said conditioning to cool the battery is not present also for temperature values below said optimal zone OZi, since for such cases a conditioning to heat the battery takes place .

[0186] On the contrary, above said second values , the optimal zone OZi related to the second "not-on-track" driving mode is abandoned, and therefore a conditioning to cool said high-voltage battery is activated .

[0187] Said operation of weighting the first map PTMaxOpt and the second map PHTBattoPt performed based on said driving mode OTD may comprise , as described in the foregoing, the following operations :

[0188] - subtracting the second temperature values of the second map PHTBattoPt from the first temperature values of the first map PTMaxOpt related to same ( equal ) states of charge of the at least one battery, thereby obtaining a di f ference of temperature values as a function of the states of charge of the at least one battery;

[0189] - multiplying the di f ference of temperature values by the variable indicative of the absorption of electrical power over time , that is , by said variable of on-track detection OTD indicative of a currently used driving mode , thereby obtaining a weighted di f ference of temperature values as a function of the states of charge of the at least one battery; and

[0190] - adding the weighted di f ference of temperature values to the second temperature values of the second map PHTBattopt, thereby obtaining a third map , that is , one of the intermediate profiles described in the foregoing, expressing values of the second optimal temperature HTBattoPt as a function of states of charge of the at least one battery.

[0191] Figure 7 shows an exemplary diagram 70 indicating a variation of the optimal battery temperature range OZ according to embodiments of the present description.

[0192] Figure 7 shows exemplary evolutions of the temperature T, for example expressed in Celsius degrees (°C) , as a function of states of charge of the high- voltage battery SOC, for example expressed as a percentage (%) , for instance:

[0193] - a first temperature evolution corresponds to the higher target temperature profile PHTBattoPt described in the foregoing, which, at the current state of charge of the high-voltage battery SOCBatt (for example, 55% in Figure 7) , corresponds to a highest optimal battery temperature HTBattoPt which defines the optimal zone OZi comprised in the second bar TBar2,i which extends from the cold zone CZi to the hot zone HZi; a second temperature evolution (indicated as OTD=0,2 in Figure 7) corresponds to a profile obtained by subtracting the higher target temperature profile PHTBattopt from the maximum optimal temperature profile PTMaxopt, by multiplying the profile resulting from said subtraction by a variable of on-track detection OTD equal to 0.2, and by adding the profile resulting from said multiplication to the higher target temperature profile PHTBattOpt r a third temperature evolution (indicated as OTD=0,3 in Figure 7) corresponds to a profile obtained by subtracting the higher target temperature profile PHTBattoPt from the maximum optimal temperature profile PTMaxopt, by multiplying the profile resulting from said subtraction by a variable of on-track detection OTD equal to 0.3, and by adding the profile resulting from said multiplication to the higher target temperature profile PHTBattOpt r a fourth temperature evolution ( indicated as OTD=0 , 5 in Figure 7 ) corresponds to a profile obtained by subtracting the higher target temperature profile PHTBattopt from the maximum optimal temperature profile P TMaxopt , by multiplying the profile resulting from said subtraction by a variable of on-track detection OTD equal to 0 . 5 , and by adding the profile resulting from said multiplication to the higher target temperature profile PHTBa ttopt • It is noted that , for said fourth temperature evolution, there is also shown the corresponding highest optimal battery temperature HTBattoPt at a current value of state of charge SOCBatt which is equal , for example , to 55% , thereby defining the optimal zone OZBcomprised in the second bar TBar2,2 which extends from the cold zone CZ2 to the hot zone HZ3;

[0194] - a fi fth temperature evolution ( indicated with OTD=0 , 8 in Figure 8 ) corresponds to a profile obtained by subtracting the higher target temperature profile PHTBa ttopt from the maximum optimal temperature profile P TMaxopt , by multiplying the profile resulting from said subtraction by a variable of on-track detection OTD equal to 0 . 8 , and by adding the profile resulting from said multiplication to the higher target temperature profile PHTBa ttoPt • It is noted that , also for said fi fth temperature evolution, there is shown the corresponding highest optimal battery temperature HTBattoPt at a current value of state of charge SOCBatt which is equal , for example , to 55% , thereby defining the optimal zone OZ3comprised in the second bar TBar2,3which extends from the cold zone CZ3to the hot zone HZ3; and

[0195] - a sixth temperature evolution corresponds to the maximum optimal temperature profile PTMaxOpt described in the foregoing, which, at the current state of charge o f the high-voltage battery SOCBatt ( for example , 55% in Figure 7 ) , corresponds to a highest optimal battery temperature HTBattoPt which defines the optimal zone OZ4 comprised in the second bar TBar2, 4 which extends from the cold zone CZ4 to the hot zone HZ4 . It is noted that the highest optimal battery temperature HTBattoPt determined via said maximum optimal temperature profile PTMaxOpt corresponds to a maximum temperature for which no thermal derating takes place while driving; therefore , the optimal zone OZ4 corresponds to the optimal zone of maximum width which can be obtained .

[0196] Figure 8 shows 80 an exemplary block for calculating the indicator of the optimal battery temperature QIC according to embodiments of the present disclosure .

[0197] As described in the foregoing, the indicator TInd may have three di f ferent displaying modes , for example a flashing, a steady ( that is non- flashing) , and a hidden mode .

[0198] For example , the indicator TInd may be hidden in one of the following instances :

[0199] - i f the vehicle having the at least one electric traction motor is in a charging phase , and the state o f charge SOC of the battery is lower than a given threshold (preferably considering an approach with hysteresis ) . Said hidden displaying mode during a charging operation may be advantageous since it does not provide the driver with meaningful information, due to the conditioning o f the battery which is performed during said charging operation;

[0200] - i f the current temperature of the high-voltage battery TBatt is comprised between the lowest optimal battery temperature LTBattoPt and the highest optimal battery temperature HTBattoPt ( endpoints excluded) . In this case , the indicator TInd may be hidden, since the vehicle is already operating in optimal conditions ; and / or i f the variable of on-track detection OTD is higher, i f a hysteresis is considered, than the upper detection threshold OTDThrH - In this case , since a driving mode is being used which requires high performances , the vehicle is considered to be "on track" , and therefore the indicator TInd may be advantageously hidden, in order to avoid distractions and a sense of anxiety about the thermal conditions of the battery during the mission .

[0201] For example , the indicator TInd may be steady i f the current temperature of the high-voltage battery TBatt is equal to the lowest optimal battery temperature LTBattoPt or to the highest optimal battery temperature HTBattoPt •

[0202] For example , the indicator TInd may be flashing i f the conditions of the previous cases are not met , that is , in all other cases . Generally speaking, said indicator TInd may be flashing i f the current temperature of the high-voltage battery TBatt is not optimal , that is , it is not comprised ( endpoints included) in the optimal zone OZ described in the foregoing, and therefore a conditioning is requested to heat or to cool said battery .

[0203] Therefore , the exemplary block for calculating the optimal battery temperature indicator QIC may be configured to output the indicator TIndbased on one or more variables comprising :

[0204] - the current state of charge of the high-voltage battery SOCBatt ;

[0205] - an indication of the vehicle being charged VP, indicating whether the vehicle is or is not in a charging phase ;

[0206] - a current temperature of the high-voltage battery TfiattAct r

[0207] - the highest optimal battery temperature HTBattoPt ;

[0208] - the lowest optimal battery temperature LTBattoPt ; and

[0209] - the variable of on-track detection OTD .

[0210] In the exemplary block for calculating the indicator of the optimal battery temperature QIC shown in Figure 8 , the indicator TInd may be output by a first selection block 814 , configured to select , based on a first selection signal received from a first OR block 804 , a displaying mode between the hidden displaying mode HID and a displaying mode , either steady SOL or flashing BLI , output from a second selection block 822 .

[0211] The first OR block 804 may be conf igured to perform a logic OR operation, receiving as input one of the following signals :

[0212] - a first signal indicative of the presence of a charging phase of the vehicle and of a state of charge of the battery lower than a threshold,

[0213] - a second signal indicative of the presence of an optimal temperature of the high-voltage battery of the vehicle ( that is , of a temperature comprised in the optimal zone OZ described in the foregoing, excluding the endpoints of said zone ) , and a third signal indicative of the use of a performance-oriented driving mode , and outputting said first selection signal indicating to select the hidden displaying mode HID i f at least one of the following conditions is met :

[0214] - the first signal indicates that the vehicle is in a charging phase and the state of charge of the battery is lower than the threshold; the second signal indicates that the current temperature of the battery is an optimal temperature ; and

[0215] - the third signal indicates that the currently used driving mode is a performance-oriented driving mode .

[0216] The first signal may be output by a first AND block 802 , configured to execute a logic AND operation, receiving as input :

[0217] - a signal indicating whether the current state of charge SOCBatt of the high-voltage battery is lower than a given threshold ( optionally considering a hysteresis , as shown in Figure 8 ) . Said signal may be output by a first comparison block 800 , configured to compare , in case a hysteresis is considered, the current state of charge SOCBatt with an upper state of charge threshold SOCThrH and a lower state of charge threshold S0CThrm and to output a signal indicating that the current state o f charge SOCBatt is not lower than the threshold i f said current state of charge SOCBatt is higher than the upper state of charge threshold SOCThrH, and a signal which indicates that the current state of charge SOCBatt is lower than the threshold i f said current state of charge SOCBattis lower than the lower state of charge threshold S OChhrL ; and

[0218] - the indication of charging vehicle VP, indicating whether the vehicle is or is not in a charging phase .

[0219] The second signal may be output by a second AND block 810 , configured to execute a logic AND operation, receiving as input :

[0220] - a first comparison signal , indicating whether the current temperature of the high-voltage battery TBattAct is lower than the highest optimal battery temperature HTBattopt , said first comparison signal being output by a second comparison block 806 ;

[0221] - a second comparison signal , indicating whether the current temperature of the high-voltage battery TBattAct is higher than the lowest optimal battery temperature LTBattopt, said second comparison signal being output by a third comparison block 808 .

[0222] The third signal may be output by a fourth comparison block 812 , configured to compare , i f a hysteresis is considered as shown in Figure 8 , the variable of on-track detection OTD with the upper detection threshold OTDThrH and the lower detection threshold OTDThrL, and to provide the third signal which indicates that the driving mode being currently used i s a driving mode which requires high performances i f said variable of on-track detection OTD is higher than the upper detection threshold OTDThrm and the third signal which indicates that the driving mode being currently used is not a driving mode which requires high performances i f said variable of on-track detection OTD is lower than the lower detection threshold OTDThrL -

[0223] The second selection block 822 may be configured to select and output , based on a second selection signal received from a second OR block 820 , a displaying mode out of the steady displaying mode SOL and the flashing displaying mode BLI .

[0224] The second OR block 820 may be configured to execute a logic OR operation, receiving as input :

[0225] - a first equality signal , indicating whether the current temperature of the high-voltage battery TBattAct is equal to the highest optimal battery temperature HTBattopt, said first equality signal being output by a first equality block 816 , and

[0226] - a second equality signal , indicating whether the current temperature of the high-voltage battery TBattAct is equal to the lowest optimal battery temperature LTBattopt, said second equality signal being output by a second equality block 818 , and outputting said second selection signal indicating to select the non- flashing displaying mode SOL i f at least one of the following conditions is met : the first equality signal indicates that the current temperature of the high-voltage battery TBattAct is equal to the highest optimal battery temperature HTgattopt and

[0227] - the second equality signal indicates that the current temperature of the high-voltage battery TBattAct is equal to the lowest optimal battery temperature L TBattOpt •

[0228] Therefore , to sum up, the displaying mode of the indicator TIndmay be selected out of a set of displaying modes comprising at least :

[0229] - a first displaying mode , for example a flashing displaying mode ;

[0230] - a second displaying mode , for example a steady and non- flashing displaying mode ; and

[0231] - a third displaying mode , for example a hidden, that is , non visible , displaying mode .

[0232] Therefore , the operation of defining the displaying mode of the indicator TIndrelated to the current temperature state of the at least one battery comprised in the method according to the present disclosure and performed based on said driving mode , indicated by the variable of on-track detection OTD, and on the outcome of the operation of veri fying comprised in said method and described in the foregoing, may comprise :

[0233] - selecting the third displaying mode , for example the hidden displaying mode , in response to : said vehicle having at least one electric traction motor being in a charging phase , preferably also considering the value of the current state of charge o f the battery, that is , veri fying whether the current state of charge SOCBatt of the at least one battery is lower than a given state of charge threshold and, in the case of an af firmative outcome , selecting said third displaying mode ; the outcome of said operation of veri fying comprised in said method indicat ing that the current temperature of the at least one battery TBattAct is comprised in the optimal temperature range OZ and is di f ferent from the first optimal temperature LTBattopt, that is , from the lower endpoint o f the optimal zone OZ , and di f ferent from the second optimal temperature HTBattopt, that is , from the upper endpoint of the optimal zone OZ ; and / or said driving mode , indicated via the variable o f on-track detection OTD, corresponding to a first driving mode between a first driving mode ( that is , the first "on-track" driving mode described in the foregoing) and a second driving mode ( that is , the second "not-on-track" driving mode described in the foregoing) , said first driving mode being a driving mode requiring a higher absorption of electrical power from the at least one battery over time than said second driving mode ;

[0234] - selecting the second displaying mode , for example the steady and non- flashing displaying mode , in response to the outcome of said operation o f veri fying comprised in the method described herein indicating that the current temperature of the at least one battery TBattAct is equal to said first optimal temperature LTBattopt, that is , to the lower endpoint of the optimal zone OS , or to said second optimal temperature HTBattoPt, that is , to the upper endpoint of the optimal zone OZ ; and

[0235] - selecting the first displaying mode , for example the flashing displaying mode , in response to the third displaying mode and the second displaying mode not having been selected, that is , i f none of the previous displaying modes has been selected .

[0236] Figures 9A- 9E show an exemplary behaviour of said indicator TInd in response to variations of the temperature state of the battery in an exemplary scenario considered according to embodiments of the present description .

[0237] Said Figures 9A- 9E show, on the left , an exemplary display of the temperature state of the at least one battery of the vehicle having the at least one electric traction motor . Moreover, such Figures show, on the right , the exemplary evolution of the electrical power of the high-voltage battery PWRBatt as a function of time t , and the corresponding range NTR of electrical powers of the battery, described in the foregoing .

[0238] Figure 9A relates to a step 90awherein the vehicle having the at least one electric traction motor is in a stationary condition .

[0239] In this step, the electrical power of the battery PWRBatt, since the vehicle is in a stationary condition, is equal to zero ( i f no conditioning of the battery i s taking place ) or to a value close to zero ( in this case , the electrical power of the battery PWRBatt other than zero may be due to current flows used for conditioning the battery itsel f ) .

[0240] The optimal zone OZ extends from the lowest optimal battery temperature LTBattoPt, obtained via the lower target temperature profile PLTBattoPt, to the highest optimal battery temperature HTBattoPt, obtained via the higher target temperature profile PHTBattoPt, since the variable of on-track detection OTD detects the second "non-on-track" driving mode as the driving mode being currently used, for example , being set to a value equal to zero .

[0241] The extension of the optimal zone OZ according to Figure 9A may be defined as an initial stationary extension of the optimal area OZ , that is an extension of said zone when driving modes are used which do not require high performances .

[0242] It is noted that , in the exemplary scenario of Figure 9A, the current temperature of the high-voltage battery TBattAct is higher than the highest optimal battery temperature HTBattoPt ; therefore , the indicator TIndis displayed through a flashing displaying mode BLI , and it is located at said highest optimal battery temperature HTBattopt, that is , at the temperature which is closest to the current temperature of the battery TBattAct and belongs to the optimal zone OZ .

[0243] Figure 9B relates to a step 90b wherein the vehicle having the at least one electric traction motor is turned on in order to execute an on-track mission, using a performance-oriented driving mode .

[0244] In this step, the electrical power of the battery PWRBatt varies as a function of the manoeuvres performed during the mission and, since a performance-oriented driving mode is being used, said electrical power of the battery PWRBatt is not comprised within the range NTR .

[0245] The optimal zone OZ starts varying as a function o f the value of the variable of on-track detection OTD .

[0246] Indeed, said optimal zone OZ according to Figure 9B extends from the lowest optimal battery temperature L TBa ttopt , obtained via the lower target temperature profile PLTBattopt, to a highest optimal battery temperature HTBattoPt, obtained via a first intermediate profile between the higher target temperature profile PHTBa ttopt and the maximum optimal temperature profile P TweixOpt •

[0247] The first intermediate profile i s obtained, for example , as a function of a first value of the variable of on-track detection OTD, which indicates that the driving mode currently being used is the first "on-track" mode , for example a variable set to a first value other than zero .

[0248] It is noted that , in said exemplary scenario of Figure 9B, the current temperature of the high-voltage battery TBattAct starts increasing, though still remaining within the optimal zone OZ shown in said Figure 9B ; therefore , the indicator TInd is displayed through a hidden displaying mode HID, and therefore it is not visible .

[0249] Figure 90 relates to a step 90cwherein the vehicle having the at least one electric traction motor continues the on-track mission using the performance-oriented driving mode .

[0250] Therefore , the electrical power of the battery PWRBatt varies again as a function of the manoeuvres performed during the mission and, since a performance- oriented driving mode is being used, said electrical power of the battery PWRBatt is again no longer comprised in the range NTR .

[0251] The optimal zone OZ further varies as a function o f the value of the variable of on-track detection OTD which, for example , increases its value based on the manoeuvres performed .

[0252] Therefore , said optimal zone OZ according to Figure 90 extends from the lowest optimal battery temperature L TBa ttopt , obtained via the lower target temperature profile PLTBattopt, to a highest optimal battery temperature HTBattoPt, obtained via a second intermediate profile between the higher target temperature profile PHTBa ttopt and the maximum optimal temperature profile P TweixOpt •

[0253] The second intermediate profile is obtained, for example , as a function of a second value of the variable of on-track detection OTD, having a value higher than the first value of the variable of on-track detection OTD described for Figure 9B, which indicates that the driving mode being currently used is the first "on-track" driving mode , for example a variable set to a second value other than zero and higher than the first value described for Figure 9B .

[0254] It is noted that , in said exemplary scenario of Figure 90, the current temperature of the high-voltage battery TBattAct keeps on increasing, thus leaving the optimal zone OZ shown in said Figure 90.

[0255] It is noted that the indicator TInd keeps on being displayed according to a hidden displaying mode HID, thus it keeps on being not visible , since the variable of on-track detection OTD acquires a higher value , i f a hysteresis is considered, than the upper detection threshold OTDThrH, that is , since the use of a performance-oriented driving mode is detected and therefore the vehicle is considered to be "on track" .

[0256] In this way, it is possible to reduce distractions and anxiety about the thermal conditions of the battery during the mission .

[0257] Figure 9D relates to a step 90d wherein the vehicle having the at least one electric traction motor ends the execution of the on-track mission; therefore , the driving mode being used switches from a performance- oriented driving mode to a driving mode which does not require high performances .

[0258] In this step, the electrical power of the battery PWRBatt varies , decreasing as a function of the manoeuvres performed at the end of the mission and, since a driving mode is being used which does not require high performances , said electrical power of the battery PWRBatt goes back into the range NTR .

[0259] The optimal zone OZ starts varying, reducing its width as a function of a reduction of the value of the variable of on-track detection OTD .

[0260] It is noted that , although the electrical power of the battery PWRBatt goes back to being comprised within the range NTR, said variable of on-track detection OTD does not drop to zero at once , due to the delay resulting from the integration performed in order to obtain said variable of on-track detection OTD described in the foregoing . Therefore , said optimal zone OZ according to Figure 9D extends from the lowest optimal battery temperature LTBattopt, obtained via the lower target temperature profile PLTBattopt, to a highest optimal battery temperature HTBattoPt, obtained via a third intermediate profile between the higher target temperature profile PHTBa ttopt and the maximum optimum temperature profile P TwaxOpt •

[0261] The third intermediate profile is obtained, for example , as a function of a third value of the variable of on-track detection OTD, having a value lower than the second value of the variable of on-track detection OTD described for Figure 90, for example a variable set to a third value other than zero and lower than the second value described for Figure 90.

[0262] It is noted that said optimal zone OZ according to Figure 9D starts having an extension which tends towards the extension of the initial stationary optimal zone described in the foregoing .

[0263] It is noted that , in said exemplary scenario of Figure 9D, the current temperature of the high-voltage battery TBattAct starts decreasing but , for example , it remains outside the optimal zone OZ shown in said Figure 9D .

[0264] In this case , since the variable of on-track detection OTD acquires a value lower, in case a hysteresis is considered, than the lower detection threshold OTDThrm that is , since the use of a driving mode which does not require high performances is detected and, hence , the vehicle is considered as being "not-on- track" , the indicator TInd is displayed through a flashing displaying mode BLI , since the current temperature of the high-voltage battery TBattAct i s outside the optimal zone OZ .

[0265] Figure 9E relates to a step 90ewherein the vehicle having at least one electric traction motor ended the on-track mission suf ficiently long ago to complete an operation of conditioning the high-voltage battery .

[0266] In said step, the electrical power of the battery PWRBatt goes back to having a low value , for example a value close to zero .

[0267] The optimal zone OZ goes back to acquiring an extension equal to the initial stationary extension, that is , and extension equal to the extension of the optimal zone OZ when driving modes requiring high performances are not being used .

[0268] Therefore , said optimal zone OZ according to Figure 9E extends again from the lowest optimal battery temperature LTBattopt, obtained via the lower target temperature profile PLTBattoPt , to the highest optimal battery temperature HTBattoPt, obtained via the higher target temperature profile PHTBattoPt •

[0269] It is noted that , in the exemplary scenario according to Figure 9E , the delay deriving from the integration performed in order to obtain the variable of on-track detection OTD described in the foregoing has no longer influence on the value o f said variable , and therefore the variable of on-track detection OTD detects , as the driving mode being currently used, the second "not-on-track" driving mode , and for example , i s set to a value equal to zero .

[0270] It is noted that , in the exemplary scenario of Figure 9E , the current temperature of the high-voltage battery TBattAct is equal to the highest optimal battery temperature HTBattoPt ; therefore , the indicator TIndis displayed through a steady displaying mode SOL and is located at said highest optimal battery temperature HTBattopt •

[0271] Therefore , the solution described in detail in the present document enables obtaining a method for managing temperature states of at least one battery comprised in a vehicle having at least one electric traction motor, for example an electric or a hybrid vehicle .

[0272] The method according to the present disclosure comprises :

[0273] - determining, for example via the exemplary block for calculating the optimal battery temperature C_TBattoPt described in the foregoing, based on a driving mode , for example the variable of on-track detection OTD indicative of a ("on-track" or "not-on-track" ) driving mode , used by a driver of said vehicle , an optimal temperature range OZ of said at least one battery;

[0274] - veri fying, for example via the exemplary block for calculating the optimal battery temperature indicator QIC described in the foregoing, whether a current temperature of the at least one battery TBattAct is comprised in said optimal temperature range OZ ;

[0275] - defining, for example again via the exemplary block for calculating the optimal battery temperature indicator OIC described in the foregoing, based on said driving mode OTD and on an outcome of said operation o f veri fying ( for example , on the fact that the current temperature falls within the optimal zone OZ or on the fact that the current temperature is equal to one of the endpoints of said optimal zone OZ ) , a displaying mode of an indicator TIndrelated to a current temperature state of the at least one battery; and

[0276] - displaying said indicator TInd, preferably via a display device comprised in the vehicle , for example an infotainment device comprised in the vehicle , through said displaying mode .

[0277] Solutions as described in the present document also refer to vehicles having at least one electric traction motor, said vehicles comprising at least one battery and at least one electronic control unit configured to manage temperature states of said at least one battery .

[0278] In this case , the at least one electronic control unit is configured to execute the steps of the method according to the present description .

[0279] Moreover, solutions as described in the present document also refer to a computer program product loadable in the memory of at least one electronic control unit comprised in a vehicle having at least one electric traction motor and comprising at least one battery .

[0280] Said computer program product comprises portions of software code for executing the steps of the method according to the present description .

[0281] Therefore , it can be understood how the solution set forth in the present detailed description may favour an analysis of the temperatures of one or more batteries of vehicles having at least one electric traction motor and a display of said analyses in such a way as to solve the problems of the known art .

[0282] Moreover, solutions as described in the present document may further of fer the following advantages :

[0283] - optimi zed performances , since solutions according to the present disclosure optimi ze the optimal temperature zone as a function of a driving mode of a driver of the vehicle ; higher safety and reliability; indeed, by favouring maintaining the temperature of the high- voltage battery of the vehicle within the optimal temperature zone , it is possible to increase the safety and the reliability of electric or hybrid vehicles , thereby reducing, for example , the risk of overheating problems ; cost reduction, since the dynamic thermal management described herein may enable saving costs , while maximi zing the useful li fe of the high-voltage battery and reducing the use of more costly components for the thermal management ; and

[0284] - improving the driving experience of the drivers of the vehicles and the ergonomics of the vehicle by providing feedback, preferably in real time , to the drivers about the temperature of the high-voltage battery, in such a way as to improve the driving experience and to reduce the driver' s anxiety about the thermal issues of the battery, increasing ergonomics and satis faction while driving . Without prej udice to the bas ic principle , the details and the embodiments may vary, even appreciably, with respect to what has been described, by way of example only, without departing from the extent of protection . The extent of protection is defined by the annexed claims .

Claims

CLAIMS1. Method (30) for managing temperature states of at least one battery comprised in a vehicle having at least one electric traction motor, said method (30) comprising : determining (C_TBattoPt) , based on a driving mode (OTD) used by a driver of said vehicle, an optimal temperature range (OZ) of said at least one battery; verifying (QIC) whether a current temperature of the at least one battery (TBattAct) is comprised in said optimal temperature range (OZ) ; defining (OIC) , based on said driving mode (OTD) and on an outcome of said operation of verifying, a displaying mode of an indicator (TInd) related to a current temperature state of the at least one battery; and displaying said indicator (TInd) , preferably via a display device comprised in the vehicle, through said displaying mode.

2. The method according to claim 1, wherein the operation of displaying the indicator (TInd) comprises: displaying a first element indicative of said current temperature of the at least one battery (TBattAct) ; displaying a second element indicative of said optimal temperature range (OZ) of the at least one battery; and displaying said indicator (TInd) through said displaying mode; wherein, preferably, said indicator (TInd) is configured to indicate a temperature value comprised in said optimal temperature range (OZ) displayed via said second element, said indicated temperature value being the temperature value comprised in the optimaltemperature range (OZ) closest to the value of the current temperature of the at least one battery ( TBattAct) •3. The method according to claim 1 or claim 2, wherein said driving mode (OTD) is selected, as a function of an electrical power (PWRBatt) of the at least one battery, out of a first driving mode and a second driving mode; and wherein said operation of selecting said driving mode (OTD) comprises: associating to values of electrical power (PWRBatt) of the at least one battery respective coefficients (k) indicative of a current absorption of said electrical power from the at least one battery; integrating said coefficients (k) over time (t) , obtaining a variable indicative of an absorption of electrical power from the at least one battery over time; selecting said first driving mode in response to the variable indicative of the absorption of electrical power over time being higher than a first threshold; and selecting said second driving mode in response to the variable indicative of the absorption of electrical power over time being lower than a second threshold, said second threshold being lower than or equal to said first threshold.

4. The method according to any one of the previous claims, wherein the operation of determining (C_TBattoPt) , based on said driving mode (OTD) , the optimal temperature range (OZ) of said at least one battery comprises determining : a first optimal temperature (LTBattoPt) , said first optimal temperature (LTBattoPt) being the lowest temperature in said optimal temperature range (OZ) ; anda second optimal temperature (HTBattoPt ) , said second optimal temperature (HTBattoPt ) being the highest temperature in said optimal temperature range ( OZ ) .5 . The method according to claim 4 , wherein said first optimal temperature ( LTBattoPt ) is obtained as a function of a current state of charge ( SOCBatt ) of the at least one battery via a map ( PLTBattoPt ) expressing temperature values as a function o f states of charge o f the at least one battery, said temperature values being values for which a conditioning to heat the at least one battery is not active and below which said conditioning to heat the at least one battery is activated .

6. The method according to claim 4 or claim 5 , wherein said second optimal temperature (HTBattoPt ) is obtained as a function of a current state of charge ( SOCBatt ) of the at least one battery, weighting based on said driving mode ( OTD) : a first map ( PTMaxOpt ) expressing first temperature values as a function o f states of charge o f the at least one battery, said first temperature values being values for which a risk of thermal derating of the at least one battery is not present and above which said risk of thermal derating is present ; and a second map ( PHTBattoPt ) expressing second temperature values as a function o f states of charge o f the at least one battery, said second temperature values being values for which a conditioning to cool the at least one battery is not active and above which said conditioning to cool the at least one battery is activated .7 . The method according to claim 6 in combination with claim 3 , wherein the operation of weighting thefirst map (PTMaxOpt) and the second map (PHTBattoPt) based on said driving mode (OTD) comprises: subtracting the second temperature values of the second map (PHTBattoPt) from the first temperature values of the first map (PTMaxOpt) related to same states of charge of the at least one battery, obtaining a difference of temperature values as a function of said states of charge of the at least one battery; multiplying said difference of temperature values by the variable indicative of the absorption of electrical power over time, obtaining a weighted difference of temperature values as a function of said states of charge of the at least one battery; and adding said weighted difference of temperature values to the second temperature values of the second map (PHTBattopt) , obtaining a third map expressing values of said second optimal temperature (HTBattoPt) as a function of states of charge of the at least one battery.

8. The method according to any one of claims 4 to 7, wherein said displaying mode is selected out of a group comprising at least: a first displaying mode, preferably a flashing displaying mode; a second displaying mode, preferably a nonflashing displaying mode; and a third displaying mode, preferably a hidden displaying mode; wherein the operation of defining, based on said driving mode (OTD) and on the outcome of said operation of verifying, the displaying mode of the indicator (TInd) related to the current temperature state of the at least one battery comprises: selecting said third displaying mode in response to:said vehicle having at least one electric traction motor being in a charging phase and, preferably, to a current state of charge ( SOCBatt ) of the at least one battery being lower than a given state of charge threshold; the outcome of said operation of veri fying indicating that said current temperature of the at least one battery ( TBattAct ) is comprised in said optimal temperature range ( OZ ) and being di f ferent from said first optimal temperature ( LTBattoPt ) and said second optimal temperature (HTBattoPt ) ; and / or said driving mode ( OTD) corresponding to a first driving mode between a first driving mode and a second driving mode , said first driving mode being a driving mode requiring a higher absorption of electrical power from the at least one battery over time than said second driving mode ; selecting said second displaying mode in response to the outcome of said operation of veri fying indicating that said current temperature of the at least one battery ( TBattAct ) is equal to said first optimal temperature ( LTBattoPt ) or to said second optimal temperature (HTBattoPt ) ; and selecting said first displaying mode in response to said third displaying mode and said second displaying mode not having been selected .

9. A vehicle having at least one electric traction motor, said vehicle comprising at least one battery and at least one electronic control unit configured to manage temperature states of said at least one battery; wherein said at least one electronic control unit is configured to perform the phases of the method according to any one of the previous claims .10 . Computer product loadable in the memory of at least one electronic control unit comprised in a vehicle having at least one electric traction motor and comprising at least one battery, said computer product comprising portions of software code for executing the phases of the method according to any one of claims 1 to 8 .

Images