Method for managing a heating thermal power of a battery in a vehicle having an electric traction motor, corresponding vehicle and computer program product

Abstract

A method (110) for managing a heating thermal power of at least one battery comprised in a vehicle having at least one electric traction motor. The method comprises: - determining (80) a heat rejection of the at least one battery; - determining (82) a first heating thermal power based on the heat rejection of the at least one battery and a current driving mode, said first heating thermal power being related to a heating of the at least one battery in presence of a motion of the vehicle using said current driving mode; - determining (84) a second heating thermal power based on the heat rejection of the at least one battery, said second heating thermal power being related to a heating of the at least one battery in presence of a charging phase of the vehicle having a maximum electrical power available for charging the at least one battery; - determining (86) a thermal dissipation power of the at least one battery; and - determining (88) a third heating thermal power to condition the at least one battery based on the first heating thermal power, the second heating thermal power and the thermal dissipation power.

Description

[0001] "Method for managing a heating thermal power of a battery in a vehicle having an electric traction motor, corresponding vehicle and computer program product" ★★★★

[0002] TEXT OF THE DESCRIPTION

[0003] Field of the Invention

[0004] The embodiments of the present disclosure refer to methods for managing a heating thermal power of one or more batteries comprised in vehicles having at least one electric traction motor .

[0005] Specifically, various embodiments of the present disclosure regard solutions for defining a heating thermal power to be used for conditioning one or more batteries comprised in vehicles having at least one electric traction motor .

[0006] Known Art

[0007] Managing the heating thermal power of one or more batteries comprised in a vehicle having at least one electric traction motor may be advantageous , since it enables conditioning said batteries in such a way as to increase the useful life thereof and as to improve the vehicle performances , for example by bringing the temperature of said batteries into a temperature range comprising optimal temperatures .

[0008] The known solutions do not provide a function of managing said heating thermal power; therefore, solutions adapted to provide said function of managing the heating thermal power would be advantageous for the reasons described in the foregoing .

[0009] Obj ect of the Invention

[0010] The invention aims at solving the technical problems mentioned in the foregoing . Specifically, the obj ect of the invention consists in providing a method for managing a heating thermal power of at least one battery comprised in a vehicle having at least one electric traction motor, thereby favouring a dynamic control of the temperature of the at least one battery and, therefore, a dynamic control of a thermal state of said at least one battery .

[0011] Summary of the Invention

[0012] 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 .

[0013] One or more embodiments refer to a corresponding vehicle .

[0014] 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 of the ( corresponding) method when the product is executed on at least one processing circuit .

[0015] As used in the present document, the reference to said computer program product is to be construed as an equivalent to the reference to a computer-readable medium, 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 .

[0016] Brief Description of the Drawings

[0017] One or more embodiments will now be described, by way of example only, with reference to the annexed Figures , wherein :

[0018] Figure 1 shows an exemplary block diagram, configured to determine a value of heating thermal power for conditioning at least one battery comprised in a vehicle having at least one electric traction motor , according to embodiments of the present disclosure ;

[0019] - Figure 2 shows an exemplary block for defining a target heating thermal power of the at least one battery, according to embodiments of the present disclosure ;

[0020] Figure 3 shows a first exemplary block for defining a heat rej ection of the at least one battery, according to embodiments of the present disclosure ;

[0021] - Figure 4 shows a second exemplary block for defining a heat rej ection of the at least one battery, according to embodiments of the present disclosure ;

[0022] - Figure 5 shows an exemplary block for defining a thermal dissipation power of the at least one battery towards the outer environment , according to embodiments of the present disclosure ;

[0023] - Figure 6 shows an exemplary block for defining a target heating thermal power during a motion of the vehicle , according to embodiments of the present disclosure ;

[0024] - Figure 7 and Figure 8 show exemplary blocks for defining target heating thermal powers during a motion in normal conditions of the vehicle , that is , when a preconditioning of the at least one battery is not active , according to embodiments of the present disclosure ;

[0025] - Figure 9 and Figure 10 show exemplary blocks for defining target heating thermal powers during a motion of the vehicle in conditions wherein the preconditioning of the at least one battery is active , according to embodiments of the present disclosure ;

[0026] - Figure 11 and Figure 12 show exemplary blocks for defining target heating thermal powers during a charging phase of the vehicle , according to embodiments of the present disclosure ; and

[0027] - Figure 13 shows a flow chart of a method for determining said value of heating thermal power for the conditioning of the at least one battery comprised in the vehicle having at least one electric traction motor, according to embodiments of the present disclosure .

[0028] Detailed Description

[0029] In the description which follows , one or more specific details are shown in order to provide a thorough understanding of examples of embodiments of the present disclosure . The embodiments may be obtained without one or more of the specific details or with other methods , components , materials etc . In other instances , known operations , materials or structures are not illustrated or described in detail in order not to obscure certain aspects of the embodiments .

[0030] 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 . Therefore , phrases such as "in an embodiment" , "in one embodiment" or the like , which may be present in one or more parts of the present description, do not necessarily refer to one and the same embodiment .

[0031] Moreover, particular configurations , structures or characteristics may be combined in any suitable fashion in one or more embodiments .

[0032] The headings provided herein are for convenience only and therefore do not define the extent of protection or the scope of the embodiments .

[0033] In all the Figures annexed herein and throughout the detailed description provided in the following, unless the context dictates otherwise, the similar parts or elements are denoted with similar references / numbers , and a corresponding description will be omitted for brevity .

[0034] As stated in the foregoing, solutions as described in the present document aim at providing a function of managing the heating thermal power of at least one battery comprised in a vehicle having at least one electric traction motor .

[0035] Therefore, solutions according to the present disclosure may enable defining a thermal conditioning power for heating at least one battery comprised in a vehicle having at least one electric traction motor, in such a way as to manage a requirement of minimum optimal temperature of the battery ( that is , a minimum temperature value corresponding to an optimal temperature of said battery) dynamically, based on a currently used driving mode .

[0036] Therefore, solutions according to the present disclosure may be configured to control dynamically, that is , based on a driving mode currently used by a driver of the vehicle (and, for example , based on environmental conditions external to the vehicle ) , a thermal state of the battery via a heating operation of such battery using said defined thermal conditioning power for the heating of the battery .

[0037] It is noted that, although the following description often refers to a single battery, solutions according to the present disclosure also relate to vehicles having more than one battery .

[0038] It is also noted that solutions according to the present disclosure may be applied irrespective of the heating system under consideration, for example , they may be applied to HVAC ("Heating, Ventilation and Air Conditioning" ) systems , heat pumps , or the like .

[0039] Figure 1 shows an exemplary block diagram 10 configured to determine a value of target heating thermal power QBat_Htg_Tgt f°rconditioning at least one battery comprised in a vehicle having at least one electric traction motor, according to embodiments of the present disclosure .

[0040] Said determination of the target heating thermal power Qsat_Htg_Tgt of the battery used for the conditioning thereof enables achieving the requirement of minimum optimal temperature of the battery dynamically, that is , based on a currently used driving mode and / or based on the conditions of the external environment , during the heating phase of said battery .

[0041] Said requirement of minimum optimal temperature of the battery corresponds to a minimum temperature value comprised in a range of optimal temperature values related to a current driving mode .

[0042] The exemplary block diagram 10 of Figure 1 comprises a block for defining the target heating thermal power of the battery 100 , which may be configured to receive :

[0043] - a target heating thermal power calculated in presence of a motion of the vehicle Qeat_Drv_Htg '

[0044] - a target heating thermal power calculated in presence of a charging phase of the vehicle Qgat_chrg_Htg '

[0045] - a thermal dissipation power of the battery towards the external environment QBat_ExtDis r and

[0046] - a variable of charging activation CA, indicating the presence or the absence of a current charging phase of the vehicle .

[0047] Moreover, said block for defining the target heating thermal power of the battery 100 may be configured to output the value of target heating thermal power QBat_Htg_Tgt of the battery to be used for conditioning said battery, in such a way as to achieve the requirement of minimum optimal temperature described in the foregoing .

[0048] The target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_HtgmaY be provided as output by a block for defining the target heating thermal power of the battery during a motion of the vehicle 102 , said block 102 being configured to receive , for example : a minimum cell temperature of the battery TBat_cei_M in r that is , the minimum temperature value among the temperature values of the cells of the battery;

[0049] - a minimum optimal temperature of the battery TBat_Min_Tgt r corresponding to said requirement of minimum optimal temperature described in the foregoing;

[0050] - a variable of driving mode DrvMod indicative of a driving mode being currently used; a variable of battery preconditioning BPA, indicative of the presence or absence of an active preconditioning of the battery;

[0051] - a time required to reach a destination TiTo Dest; and

[0052] - a heat rej ection (or thermal rej ection) of the battery QBat_Htrj •

[0053] The target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg may be provided as output by a block for defining the target heating thermal power of the battery during the charging of the vehicle 104 , said block 104 being configured to receive, for example : the minimum cell temperature of the battery '^Bat_Cel_Min r

[0054] - the minimum optimal temperature of the battery T'Bat_Min_Tgt r

[0055] - a maximum electrical power available for charging the battery Pgat_chrg_Avi r that is , a maximum power being available for charging the battery of the vehicle and, for example , being currently used for charging the battery of said vehicle ; and

[0056] - the heat rej ection of the battery QBat_Htrj •

[0057] The thermal dissipation power of the battery towards the external environment QBat_ExtDismay be provided as output by a block for defining the thermal dissipation power of the battery towards the external environment 106 .

[0058] Said block for defining the thermal dissipation power of the battery towards the external environment may be configured to receive : an average cell temperature of the battery TBatcei_Avg r that is , the average temperature value calculated considering the temperature values of each cell of the battery;

[0059] - an external temperature TExt; and

[0060] - a speed value of the vehicle VSAvgindicative of an average speed of the vehicle .

[0061] The heat rej ection of the battery QBat_HtrjmaY be output by a block for defining the heating thermal rej ection ( or heat rej ection) of the battery 108 .

[0062] Said block for defining the heating thermal rej ection of the battery 108 may be configured to receive at least one of the following variables :

[0063] - an external voltage of the battery VBat, measured across the battery in the presence of current flows ;

[0064] - a battery current IBat r that is , a current flow currently flowing in the battery;

[0065] - a state of charge of the battery SOC ; and the average cell temperature of the battery TBat_Cel_Avg ■

[0066] Therefore, solutions according to the present disclosure refer to a method for managing a heating thermal power, for example , for defining and using for the heating conditioning of the battery the target heating thermal power QBat_Htg_Tgt described in the foregoing, of at least one battery comprised in a vehicle having at least one electric traction motor, for example , an electric or a hybrid vehicle .

[0067] The disclosed method comprises the following operations : determining, for example , via the block for defining the heating thermal rej ection of the battery 108 , a heat rej ection of the at least one battery QBat_Htrj ! determining, for example , via the block for defining the target heating thermal power of the battery during the motion of the vehicle 102 , a first heating thermal power, that is , the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg r based on the heat rej ection of the at least one battery QBat_Htrj and ofacurrent driving mode, for example , indicated by the variable of driving mode DrvMod; said first heating thermal power QBat_Drv_Htg being related to a heating of the at least one battery in the presence of a motion of the vehicle using said current driving mode DrvMod (that is , when the vehicle is in motion and the driver of the vehicle is using said current driving mode) ; determining, for example , via the block for defining the target heating thermal power of the battery during the charging of the vehicle 104 , a second heating thermal power, that is , the target heating thermal power calculated in presence of a charging phase of the vehicle QBat_chrg_Htg r based on the heat rej ection of the at least one battery QBatjitrj r said second heating thermal power QBat_ch.rg_ntg being related to a heating of the at least one battery in the presence of a charging phase of the vehicle having a maximum electrical power available for charging the at least one battery, that is , the maximum available electrical power for charging the battery PBat_chrg_Avi described in the foregoing; determining, for example , via the block for defining the thermal dissipation power of the battery towards the external environment 106 , a thermal dissipation power, that is , the thermal dissipation power of the battery towards the external environment QBat_ExtDis r of the at least one battery; and determining, for example , via the block for defining the target heating thermal power of the battery 100 , a third heating thermal power, that is , the target heating thermal power QBat_Htg_Tgt: r in order to condition the at least one battery based on said first heating thermal power QBat_Drv_Htg r said second heating thermal power QBat_chrg_ntg r and said thermal dissipation power QBat_ExtDis •

[0068] It is noted that said maximum electrical power available for charging the at least one battery PBat_chrg_Avi corresponds to a maximum electrical power which is available and can be used (optionally, even only partially) in the charging operation of the vehicle .

[0069] It is noted that, in response to the conditioning of the at least one battery via the third heating thermal power, that is , the target heating thermal power QBat_ntg_Tgt r the at least one battery may reach a minimum optimal temperature of the at least one battery, that is , a minimum temperature comprised in a range of optimal temperatures of the battery .

[0070] Figure 2 shows an exemplary block for defining the target heating thermal power of the at least one battery, for example , the block 100 described in the foregoing, according to embodiments of the present description .

[0071] A first value of target heating thermal power of the battery QBat_HtgRaw_Tgt may be equal to :

[0072] - said target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg when the vehicle is not in a charging phase , that is , when the variable of charging activation CA indicates the absence of a current charging phase of the vehicle ; and

[0073] - a power of maximum value selected between said target heating thermal power calculated in the presence of a motion of the vehicle Qsat_Drv_Htg and the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg r when the vehicle is in a charging phase , that is , when the variable of charging activation CA indicates the presence of a current charging phase of the vehicle .

[0074] Said first value of target heating thermal power of the battery QBat_HtgRaw_TgtmaY da provided as output by a block for selecting the first value of target heating thermal power 24 , configured to select a power value between said power of maximum value and said target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg r based on the received variable of charging activation CA .

[0075] The power of maximum value may be provided as output by a first maximization block 26 , configured to select the power having the higher value between the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htgand the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg •

[0076] It is noted that the maximum between the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htgand the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg is considered since , for example , a motion which makes use of a more aggressive driving mode usually requires a higher heating of the battery compared to the heating required for the charging .

[0077] It is noted that the first value of target heating thermal power of the battery QBat_HtgRaw_Tgt corresponds to a value of target heating thermal power in absence of power exchanges with the external environment; therefore , it represents the target heating thermal power required for conditioning the battery which enables obtaining a desired thermal state of the battery in absence of power exchanges with the external environment .

[0078] It is possible to consider a presence of power exchanges with the external environment by considering, for example , the thermal dissipation power of the battery towards the external environment QBat_ExtDts •

[0079] Said thermal dissipation power of the battery towards the external environment Qeat_ExtDis acquires positive values when the thermal power is dissipated from the battery towards the external environment; therefore , it may be considered as a negative contribution to be compensated for the conditioning to heat the battery .

[0080] To this end, the first value of target heating thermal power of the battery QBatjitgRaw_TgtmaY be added, for example , via a first adder block 22 , to said thermal dissipation power of the battery towards the external environment QBat_ExtDis •

[0081] Since the target heating thermal power QBatjitg Tgt to be used for conditioning the battery may be negative, it is possible to consider a second value of target heating thermal power of the battery as the maximum value selected, for example, via a second maximization block 20 , between :

[0082] - the sum of the first value of target heating thermal power of the battery QBatjitgRawj-gt and of the thermal dissipation power of the battery towards the external environment QBat_ExtDts r and

[0083] - a value of thermal power equal to zero .

[0084] The target heating thermal power QBatjitg Tgt to be used for conditioning the battery may thus be set equal to said second value of target heating thermal power of the battery . Therefore, in the method according to the present disclosure , the operation described in the foregoing of determining, for example , via the block 100 , the third heating thermal power, that is , the target heating thermal power QBat_Htg_Tgt r for conditioning the at least one battery may comprise the following operations : if the vehicle is in a charging phase ( for example , indicated by the variable of charging activation CA) , selecting, for example , via the block for selecting the first value of target heating thermal power 24 , a heating thermal power of maximum value ( for example , via the first maximization block 26 ) between the first heating thermal power, that is , the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg > and said second heating thermal power, that is , the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_Chrg_Htg '

[0085] - if the vehicle is not in a charging phase ( for example , again, indicated by the variable of charging activation CA) , selecting, for example , again via the block for selecting the first value of target heating thermal power 24 , said first heating thermal power, that is , the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg r and

[0086] - adding, for example , via the first adder block 22 , the selected heating thermal power (the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg or the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg 'l to said thermal dissipation power QBat_ExtDis r thereby obtaining said third heating thermal power, that is , the target heating thermal power QBat_Htg_Tgt •

[0087] In embodiments according to the present disclosure , the third heating thermal power, that is , the target heating thermal power Qgat_ntg_Tgt rmaY be obtained byselecting a maximum value , for example , via the second maximization block 20 , between a heating thermal power obtained as a result of said adding operation ( for example , performed in the first adder block 22 ) and a heating thermal power equal to zero , that is , of null value .

[0088] The exemplary block for defining the heating thermal rej ection (or heat rej ection) of the at least one battery, for example , the block 108 described in the foregoing, may be implemented in different fashions .

[0089] For example, Figure 3 shows a first exemplary block for defining the heating thermal rej ection of the at least one battery 108i according to embodiments of the present disclosure .

[0090] In solutions according to Figure 3 , the heat rej ection of the battery QBatjitrjmaY be obtained, for example , via an absolute value block 30 configured to provide as output the absolute value of an amount received as input, as the absolute value of the result (provided as input to said absolute value block 30 ) of a multiplication, for example, performed via a first multiplier block 31 , between the current that is currently flowing in the battery IBatand a voltage difference internal to the battery AVBat.

[0091] Said voltage difference internal to the battery WBatmay be a voltage difference caused by the current IBatwhich is currently flowing in the battery, that is , by the current flow of the battery .

[0092] The voltage difference internal to the battery AVBatis positive during a discharging phase of the battery, and it is negative during a charging phase of said battery .

[0093] The voltage difference internal to the battery AVBat may be obtained by a subtraction operation, for example , performed via a first subtractor block 32 , between the external voltage of the battery KBat, that is , the voltage measured at the terminals of (across ) the battery in the presence of current flows , and a voltage internal to the battery VBat 0C.

[0094] The internal voltage of the battery VBat 0Cis equal to the open-circuit voltage of the battery, that is , the voltage measured at the terminals of (across ) the battery in absence of current flows .

[0095] Therefore, said internal voltage of the battery VBat_ocmay beextrapolated from a map 33 based on the state of charge of the battery SOC and on the average cell temperature of the battery TBat Cei_Avg.

[0096] Said map 33 expresses said internal voltage of the battery VBat 0Cas a function of said state of charge of the battery SOC and of said average cell temperature of the battery TBat Cei_Avg.

[0097] It is noted that said internal voltage of the battery VBat 0Cincreases with the increasing of the state of charge of the battery SOC and with the decreasing of the average cell temperature of the battery TBat Cei_Avg( for example , Figure 3 shows a map 33 wherein the values of the average cell temperature of the battery TBat Cei_Avgl, and TBat_cei_Avg^ are decreasing temperature values ) .

[0098] Therefore, in the method according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 108 , the heat rej ection of the at least one battery QBatjitrjmay comprise : determining, for example , via the first subtractor block 32 , a voltage difference of the at least one battery AVBatby subtracting a voltage of the at least one battery ( that is , the external voltage of the battery measured at its terminals in the presence of current flows VBat) from an open-circuit voltage of the at least one battery ( that is , the internal voltage of the battery measured at its terminals in the absence of current flows ^Bat_oc ) ' multiplying, for example , via the first multiplier block 31 , the voltage difference of the at least one battery AVBatby a current of the at least one battery IBat, that is , a current that is currently flowing in the battery; and

[0099] - defining, for example , via the absolute value block 30 , the heat rej ection of the at least one battery QBat ntrjasthe absolute value of a result of said operation of multiplying 31 .

[0100] In embodiments of the method according to the present disclosure , the open-circuit voltage of the at least one battery VBat ocmay be extrapolated from a map 33 based on a state of charge of the at least one battery SOC and on an average cell temperature of the at least one battery TBat_cei_Avg • Said map 33 may therefore be configured to express values of said open-circuit voltage of the at least one battery VBat ocwhich increase with the increasing of the state of charge of the at least one battery SOC and with the decreasing of the average cell temperature of the at least one battery Tl3at_Cel_Avg ■

[0101] Figure 4 shows a second exemplary block for defining a heating thermal rej ection of the at least one battery IO82 according to embodiments of the present disclosure .

[0102] In solutions according to Figure 4 , the heat rej ection of the battery QBatjitrj niay be obtained by multiplying, for example , via a second multiplier block 34 , the square of the current which is currently flowing in the battery IBatby an internal electrical resistance of the battery RBat. The internal electrical resistance of the battery RBatmay be extrapolated from a map 35 based on the state of charge of the battery SOC and on the average cell temperature of the battery TBat Cei_Avg.

[0103] Said map 35 expresses said internal electrical resistance of the battery RBatas a function of said state of charge of the battery SOC and of said average cell temperature of the battery TBat Cei_Avg.

[0104] It is noted that said internal electrical resistance of the battery RBatincreases with the decreasing of the average cell temperature of the battery TBat Cei_Avg ( for example, Figure 4 shows a map 35 wherein the values of the average cell temperature of the battery TBat_Cel_Avgl > TBat_cel_Avg2 ' ^Bat_Cel_Avg3 r and TBat_cei_AvgAare again decreasing temperature values ) and for low and high values of the state of charge of the battery SOC ( that is , with the departing of the values of the state of charge of the battery SOC from an average value of said state of charge , for example , equal to 50% , hence , the internal electrical resistance of the battery RBatmay start from a first value in correspondence of a state of charge equal to or approaching zero, it may decrease for states of charge approaching towards a state of charge value equal to 50% , and it may increase for states of charge higher than 50% ) .

[0105] Therefore, in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 108 , the heat rej ection of the at least one battery QBat_Htrj comprise multiplying, for example , via the second multiplier block 34 , the square of a current of the at least one battery IBat r that is , a current which is currently flowing in the battery, by an electrical resistance of the at least one battery RBat.

[0106] In embodiments of the method according to the present disclosure, said electrical resistance of the at least one battery RBatmay be extrapolated from a map 35 based on a state of charge of the at least one battery SOC and on an average cell temperature of the at least one battery TBat Cei_Avg. Said map 35 may therefore be configured to express values of the electrical resistance of the at least one battery RBatthat increase with the decreasing of the average cell temperature of the at least one battery TBat Cei_Avgand with the departing of the state of charge of the at least one battery SOC from an average value , for example , equal to 50% , of said state of charge SOC .

[0107] It is noted that it is possible to dynamically switch from the solution described in Figure 3 to the solution described in Figure 4 and vice versa, based on the situation and on the conditions of the vehicle .

[0108] For example, the solution described in Figure 4 may be used during a charging phase of the battery of the vehicle , whereas the solution described in Figure 3 may be used in the other situations .

[0109] In solutions according to the present disclosure , the heat rej ection of the battery Qeatjitrj may be calculated by an external system .

[0110] The heat rej ection of the battery QBatjitrj may be filtered in such a way as to model a thermal capacity of the battery .

[0111] Figure 5 shows an exemplary block for defining the thermal dissipation power of the battery towards the external environment, for example , the block 106 described in the foregoing, according to embodiments of the present disclosure .

[0112] The thermal dissipation power of the battery towards the external environment Qeat_ExtDis may be extrapolated from a map 40 based on the speed value of the vehicle VSAvgindicative of an average speed of the vehicle , and on a difference ATBatl rfor example , obtained via a second subtractor block 42 , between the average cell temperature of the battery TBat-Cei_Avgand the external temperature TExt.

[0113] Said map 40 expresses values of said thermal dissipation power of the battery towards the external environment QBat_ExtDisa s afunction of said average speed of the vehicle VSAvgand of said temperature difference

[0114] For positive values of the temperature difference ATBati , the thermal dissipation power of the battery towards the external environment Qeat_ExtDis acquires positive values , and vice versa . Generally speaking, the thermal dissipation power of the battery towards the external environment QBat_ExtDis increases with the increasing of the temperature difference ATBatland reaches a value equal to zero at a zero value of said temperature difference ATBati -

[0115] It is noted that the modulus of said thermal dissipation power of the battery towards the external environment QBat_ExtDis r once the temperature difference AT Ban has been set to a value other than zero, increases with the increasing of the average speed of the vehicle V$Avg ( for example, Figure 5 shows a map 40 wherein the values of the average speed of the vehicle VSAvgl, VSAvg2, VSAvg3, and VSAvg4are decreasing values of average speed) .

[0116] It is noted that the average speed of the vehicle VSAvgmay be filtered in order to avoid oscillations during the accelerations and the decelerations of the vehicle .

[0117] Moreover, It is noted that the increase in modulus of said thermal dissipation power of the battery towards the external environment QBat_ExtDtsa s afunction of the increase of the average speed of the vehicle VSAvgis due to the increase of a convection coefficient , which increases with the increasing of said average speed of the vehicle VSAvg. Indeed, higher speeds lead to greater temperature exchanges with the external environment .

[0118] Therefore, in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 106 , the thermal dissipation power QBat_ExtDis of theatleast one battery, that is , the thermal dissipation power of the battery towards the external environment Qsat.ExtDis rmay comprise : determining, for example , via the second subtractor block 42 , a temperature difference ATBatlby subtracting a temperature of an external environment TExtfrom an average cell temperature of the at least one battery TBat Cel Avg; and determining said thermal dissipation power QBat_ExtDis based on said temperature difference ATBatland on an average speed of the vehicle , for example , indicated by the speed value of the vehicle VSAvg.

[0119] In embodiments of the method according to the present disclosure , said operation of determining the thermal dissipation power QBat_ExtDis based on said temperature difference ATBati and on said average speed of the vehicle VSAvgcomprises extrapolating said thermal dissipation power QBat_ExtDis from a map 40 . Said map 40 may therefore be configured to express values of said thermal dissipation power QBat_ExtDis that :

[0120] - increase with the increasing of the temperature difference ATBatl; and

[0121] - increase in modulus with the increasing of the average speed of the vehicle VSAvg.

[0122] Figure 6 shows an exemplary block for defining the target heating thermal power of the at least one battery during a motion of the vehicle 102a( for example , a first component of the block 102 described in the foregoing) according to embodiments of the present disclosure .

[0123] The target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_HtgmaY be equal to :

[0124] - a target heating thermal power of the battery- calculated in the presence of normal driving conditions Of the vehicle

[0125] - a target heating thermal power of the battery calculated in the presence of driving conditions with preconditioning of the battery of the vehicle QBat_DrvPrcnd_Htg •

[0126] It is noted that the phrase "normal driving conditions of the vehicle" indicates :

[0127] - driving conditions wherein a preconditioning of the battery is not active or not required, for example , wherein the variable of battery preconditioning BPA is indicative of the absence of an active preconditioning of the battery ( for example , by being set to a "FALSE" or "0" logic level ) ; or

[0128] - conditions wherein a more aggressive driving mode which requires a specific thermal power is used, for example , wherein a variable of driving mode aggressiveness NoByPassDrvModindicative of a first more aggressive driving mode or of a second less aggressive driving mode indicates the use of said first driving mode ( for example, by being set to a "FALSE" or " 0" logic level ) .

[0129] It is noted that the phrase "driving conditions with preconditioning of the battery of the vehicle" indicates driving conditions wherein :

[0130] - a preconditioning of the battery is active or required, for example , wherein the variable of battery preconditioning BPA is indicative of the presence of an active preconditioning of the battery ( for example , by being set to a "TRUE" or " 1" logic level ) ; and - there is no use of a more aggressive driving mode which requires a specific thermal power, that is , wherein the variable of driving mode aggressiveness NoByPassDrvModindicates the use of the second driving mode ( for example , by being set to a "TRUE" or " 1" logic level ) .

[0131] The selection between the target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_Htgand the target heating thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle QBat_DrvPrcnd_HtgmaY t>e performed, for example , via a block for selecting the target heating thermal power calculated in the presence of a motion of the vehicle 50 .

[0132] Said block for selecting the target heating thermal power calculated in the presence of a motion of the vehicle 50 may be configured to receive a selection signal , which indicates to select the first power, that is , the power QBat_DrvNorm_Htg > °rthe second power, that is , the power QBat_DrvPrcnd_Htg > which have been received as input .

[0133] For example , said selection signal may be provided as output by an AND block 51 , configured to perform a logic AND operation on : the variable of battery preconditioning BPA, indicative of the presence ( for example , via a high logic level equal to "TRUE" ) or of the absence ( for example , via a low logic level equal to "FALSE" ) of an active preconditioning of the battery; and the variable of driving mode aggressiveness NoByPassDrvMod, which indicates whether the driving mode which is currently being used by a driver of the vehicle is a first, more aggressive driving mode ( for example , via a low logic level equal to "FALSE" ) or a second, less aggressive driving mode ( for example , via a high logic level equal to "TRUE" ) .

[0134] Therefore, when the variable of battery preconditioning BPA indicates the absence of an active preconditioning of the battery ("FALSE" ) or the variable of driving mode aggressiveness NoByPassDrvModindicates that the driving mode which is currently used is a first , more aggressive driving mode ("FALSE" ) , the first power QBat_DrvNorm_Htg is selected .

[0135] Otherwise, when the variable of battery preconditioning BPA indicates the presence of an active preconditioning of the battery ("TRUE" ) , and when the variable of driving mode aggressiveness NoByPassDrvModindicates that the driving mode which is currently being used is a second, less aggressive driving mode ("TRUE" ) , the second power QBat_DrvPrcnd_Htgi sselected .

[0136] The variable of driving mode aggressiveness NoByPassDrvModmay be obtained via a block for determining the aggressiveness 52 , which is configured to :

[0137] - receive as input the variable of driving mode DrvMod indicative of a driving mode being currently used;

[0138] - if an aggressiveness of said driving mode being currently used is higher than an aggressiveness threshold, provide as output the variable of driving mode aggressiveness NoByPassDrvMOd indicating a first , more aggressive driving mode ( for example , via a low logic level , equal to "FALSE" ) ; and

[0139] - if an aggressiveness of said driving mode being currently used is lower than said aggressiveness threshold, provide as output the variable of driving mode aggressiveness NoByPassDrvMod indicating a second, less aggressive driving mode ( for example , via a high logic level , equal to "TRUE" ) .

[0140] Figure 7 shows an exemplary block 102b( for example , a second component of the block 102 described in the foregoing) for defining the target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_Htg r according to embodiments of the present disclosure .

[0141] Said target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle QBat_DrvNorm_HtgmaY beobtained as a difference , for example , calculated via a third subtractor block 53 , between :

[0142] - a value of target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBat_DrvNormRaw_Htg ' and

[0143] - the heat rej ection of the battery Qsatjitrj ■

[0144] It is noted that the heat rej ection of the battery QBatjttrj isacontribution of heating thermal power which may reduce the amount of heating thermal power required for reaching the target power to be used for conditioning the battery, since said heat rej ection QBatjitrjmaY positively influence the heating of the battery .

[0145] Figure 8 shows an exemplary block 102c( for example , a third component of the block 102 described in the foregoing) for defining the target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBat_DrvNormRaw_Htg > according to embodiments of the present disclosure .

[0146] The target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBatj)rvNormRaw_HtgmaY be extrapolated from a map 54 based on the variable of driving mode DrvMod indicative of a driving mode being currently used, and on a difference ATBat2 rfor example, obtained via a fourth subtractor block 55 , between the minimum optimal temperature of the battery TBat Min Tgtwhich, for example , may be received from an external processing unit, and the minimum cell temperature of the battery TBat Cei Min.

[0147] Said map 54 expresses values of said target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection Qeat_DrvNormRaw_Htgas afunction of said variable of driving mode DrvMod and of said temperature difference ATBat2.

[0148] It is noted that said target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBat_DrvNormRaw_Htg increases with the increasing of the temperature difference ATBat2and with the increasing of an aggressiveness of the driving mode indicated by the variable of driving mode DrvMod ( for example , Figure 8 shows a map 54 wherein the values of the variable of driving mode DrvModi, DrvMod2 , DrvModa , and DrvMod4 are decreasing values which indicate progressively less aggressive driving modes ) .

[0149] It is noted that a driving mode is defined as aggressive when it is performance-oriented and when it relates to high electrical power requests from the battery, for example, requests while performing on-track missions .

[0150] Therefore, once the temperature difference 217^^2 has been set, the target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBat_DrvNormRaw_Htg increases with the increasing of the aggressiveness of the driving mode , indicated by the variable of driving mode DrvMod .

[0151] It is noted that the increase of the target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBat_DrvNormRaw_Htginresponse to an increase of the aggressiveness of the driving mode, indicated by the variable of driving mode DrvMod, is due to the fact that it is required to reach the minimum optimal temperature of the battery TBat Min Tgtmore rapidly .

[0152] Figure 9 shows an exemplary block 102d( for example , a fourth component of the block 102 described in the foregoing) for defining the target heating thermal power of the battery calculated in the presence of driving conditions with a preconditioning of the battery of the vehicle QBat_DrvPrcnd_Htg> according to embodiments of the present description .

[0153] The target heating thermal power of the battery calculated in the presence of driving conditions with preconditioning of the battery of the vehicle QBat_DrvPrcnd_ntg be defined as a maximum value selected, for example , via a third maximization block 56 , between :

[0154] - a target heating thermal power of the battery calculated in the presence of driving conditions with preconditioning of the battery of the vehicle without considering a minimum heating required by the battery cells QBat_DrvPrcnd_Htg f and

[0155] - a minimum target heating thermal power of the battery QBat_Min_Htg indicative of a minimum heating required by the battery cells .

[0156] The minimum target heating thermal power of the battery QBat_Min_Htg corresponds to a heating thermal power used for conditioning the battery in such a way as to reach a minimum temperature value , that is , a safety temperature , thus bringing the temperature of the battery above a critical temperature value , below which the temperature of the battery cells is too low .

[0157] Said minimum target heating thermal power of the battery QBatjwinjitgmaY be extrapolated from a map 57 based on the minimum cell temperature of the battery TBat Cei_Min.

[0158] Said map 57 expresses said minimum target heating thermal power of the battery Qgat_Min_Htga s afunction of said minimum cell temperature of the battery TBat Cel Min.

[0159] It is noted that said minimum target heating thermal power of the battery QBat_Min_Htg increases with the decreasing of the minimum cell temperature of the battery TBat_Cel_Min •

[0160] Figure 10 shows an exemplary block for defining the target heating thermal power of the battery calculated in the presence of driving conditions with preconditioning of the battery of the vehicle without taking into account the minimum heating required by the battery cells QBat_DrvPrcnd_Htg t according to embodiments of the present disclosure .

[0161] The target heating thermal power of the battery calculated in the presence of driving conditions with preconditioning of the battery of the vehicle without considering the minimum heating required by the battery cells Q.Bat_DrvPrcndjitgmaY be obtained by a division operation, for example, performed via a first divider block 58 , between :

[0162] - a residual thermal energy of the battery for heating 4EBatThrmRem; and

[0163] - a difference, for example , performed via a fifth subtractor block 63 , between the time required ( remaining) to reach the destination TiTo Dest, for example , received by an external processing unit, and a safety time variation ATiSafe, that is , a safety time margin used as a margin to reach the destination with the battery at the desired temperature .

[0164] The residual thermal energy of the battery for heating AEBatThrmRemmay be obtained : by subtracting, for example , via a sixth subtractor block 60 , the minimum cell temperature of the battery TBat Cei Minfrom the minimum optimal temperature of the battery TBat Min-Tgt, for example , received from an external processing unit ;

[0165] - by further subtracting, for example , again via said sixth subtractor block 60 , an expected temperature increase of the battery ATBatIncrsfrom the result of the previous subtraction operation, said expected temperature increase of the battery ATBatIncrsbeing an expected temperature increase at the reaching of the destination and being due to the internal heat rej ection; and by multiplying, for example , via a third multiplier block 59 , the result of the further subtraction operation by a thermal capacity of the battery CBatThrm, for example , a constant internal value .

[0166] The expected temperature increase of the battery AT Banners maybeobtained : by multiplying, for example , via a fourth multiplier block 62 , the heat rej ection of the battery QBat_HtrjbY the difference between the time required ( remaining) to reach the destination TiTo Destand the safety time variation ATiSaje; and

[0167] - by dividing, for example , via a second divider block 61 , the result of the previous operation of multiplying by the thermal capacity of the battery CBatThrm ■

[0168] It is noted that said target heating thermal power of the battery calculated in the presence of driving conditions with preconditioning of the battery of the vehicle without considering the minimum heating required by the battery cells QBat_DrvPrcnd_Htg maybecalculated with the purpose of minimizing the request of heating thermal power, by considering the presence of the heat rej ection internal to the battery . In this way it is possible to obtain a more efficient heating phase as regards the electrical energy being used .

[0169] Therefore, in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 102 , the first heating thermal power, that is , the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg > based on the heat rej ection of the at least one battery QBatjitrj andonthe current driving mode , for example, indicated via the variable of driving mode DrvMod, may comprise :

[0170] - determining the presence or the absence of a preconditioning of the at least one battery, for example , by evaluating the value of the variable of battery preconditioning BPA;

[0171] - determining the presence of a first driving mode ( for example , a more aggressive driving mode) in response to said current driving mode exceeding a driving mode threshold, preferably a driving mode aggressiveness threshold; therefore, the presence of the first driving mode is determined if an aggressiveness of said driving mode being currently used is higher than an aggressiveness threshold;

[0172] - determining the presence of a second driving mode ( for example , a less aggressive driving mode) in response to said current driving mode not exceeding said driving mode threshold; therefore, the presence of the second driving mode is determined if an aggressiveness of said driving mode being currently used is lower than said aggressiveness threshold;

[0173] - selecting as first heating thermal power, that is , as target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg r a thermal power obtained by : determining a first contribution, that is , the target heating thermal power of the battery calculated in the presence of normal driving conditions of the vehicle without considering the contribution of the heat rej ection QBat_DrvNormRaw_Htg ras afunction of said current driving mode DrvMod and of a temperature difference between a minimum optimal temperature to be reached of the at least one battery TBat Min -Tgtand a minimum cell temperature of the at least one battery TBat Cet Min, and subtracting said heat rej ection of the at least one battery QBat_Htrj from said first contribution QBatJ)rvNormRaw_Htg r in response to the determination of the absence of a preconditioning of the at least one battery, for example , via the variable BPA, or to the presence of the first driving mode ; and

[0174] - selecting as first heating thermal power, that is , as target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_ntg rathermal power of maximum value between : a thermal power obtained as a function of a time required to reach a destination TiT0Dest, preferably by considering a safety time margin ( for example, the safety time variation ATiSafe ) , and of a residual thermal energy of the at least one battery AEBatThrmRemobtained based on said heat rej ection of the at least one battery QBat_Htrj r and a minimum heating thermal power of the at least one battery, that is , the minimum target heating thermal power of the battery QBat_Min_Htg > in response to the determination of the presence of a preconditioning of the at least one battery, for example , via the variable BPA, and to the presence of the second driving mode .

[0175] Figure 11 shows an exemplary block for defining the target heating thermal power of the battery during the charging of the vehicle 104a( for example , a first component of the block 104 described in the foregoing) according to embodiments of the present disclosure .

[0176] The target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg may be obtained as a difference, for example , performed via a seventh subtractor block 70 , between :

[0177] - a target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_ChrgRaw_Htg ' and

[0178] - the heat rej ection of the battery QBatjitrj r which corresponds to a contribution of heating thermal power which may reduce the amount of heating thermal power required to reach the target power to be used for conditioning the battery, since said heat rej ection QBatjitrjmay positively influence the heating of the battery .

[0179] Figure 12 shows an exemplary block 104b( for example , a second component of the block 104 described in the foregoing) for defining the target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_chrgRawjitg t according to embodiments of the present disclosure .

[0180] The target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery Qeat_chrgRaw_HtgmaY be extrapolated from a map 72 based on the maximum electrical power available for charging the battery PBat_chrg_Avi r f°rexample , received from an external processing unit, and on the difference ATBat2, for example , obtained via an eighth subtractor block 74 , between the minimum optimal temperature of the battery TBat_Min_Tgt which, for example, may be received from an external processing unit, and the minimum cell temperature of the battery TBat Cei_Min.

[0181] Said map 72 expresses values of said target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_chrgRaw_Htga s afunction of said maximum electrical power available for charging the battery PBat Chrg_Aviaad of said difference ATBat2.

[0182] It is noted that said target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_chrgRaw_Htg increases with the increasing of the difference ATBat2and with the increasing of the maximum electrical power available for charging the battery PBat_chrg_Avl ( for example, Figure 12 shows a map 72 wherein the values of maximum electrical power available for charging the battery PBat_chrg_Avli rPBat_chrg_Avl2 > PBat_chrg_Avi3 'a^d PBat_chrg_Avi4 are decreasing values ) .

[0183] It is noted that said target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_chrgRaw_Htg increases with the increasing of the maximum electrical power available for charging the battery PBat_chrg_Avi i since during a rapid charging operation it is more important to have good performances than an efficient charging .

[0184] For example , it is possible to increase the performances to the detriment of the efficiency by minimizing the charging time and by increasing the energy expense required for said charging operation .

[0185] Therefore, in methods according to the present disclosure , the operation of determining described in the foregoing, for example , via the block 104 , the second heating thermal power, that is , the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg > based on the heat rej ection of the at least one battery QBatjitrj r comprise : determining, for example , via the eighth subtractor block 74 , a temperature difference ATBat2by subtracting a minimum cell temperature of the at least one battery TBat-Cei_Minfrom a minimum optimal temperature to be reached by the at least one battery TBat Min Tgt;

[0186] - determining a further heating thermal power, that is , the target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_chrgRaw_Htg r based on said temperature difference ATBat2and on the maximum electrical power available for charging the at least one battery PBat_chrg_Avi described in the foregoing; and

[0187] - obtaining said second heating thermal power, that is , the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg r by subtracting said heat rej ection of the at least one battery QBat_Htrj from said further heating thermal power Qsat_ChrgRaw_Htg •

[0188] In embodiments of methods according to the present disclosure , the operation of determining said further heating thermal power, that is , the target heating thermal power calculated in the presence of a charging phase of the vehicle without considering the heat rej ection of the battery QBat_chrgRaw_Htg r based on said temperature difference ATBat2and on said maximum electrical power available for charging the at least one battery PBat_chrg_AvimaY comprise extrapolating said further heating thermal power QBat_chrgRaw_Htg from a map 72 . Said map 72 may therefore be configured to express values of said further heating thermal power QBat_chrgRaw_Htg which : - increase with the increasing of the temperature difference ATBat2; and increase with the increasing of the maximum electrical power available for charging the at least one battery PBat_chr9_Avi •

[0189] Figure 13 shows a flow chart 110 of a method for determining the value of target heating thermal power QBat_Htg_Tgtforconditioning the at least one battery comprised in the vehicle having at least one electric traction motor, according to embodiments of the present disclosure .

[0190] In a first step 80 of the flow chart 110 , the heat rej ection of the battery QBat_Htrj is defined .

[0191] In a first subsequent step 82 , the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg is defined as a function of the heat rej ection of the battery QBat_Htrj ■

[0192] In a second subsequent step 84 , the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg is defined as a function of the heat rej ection of the battery QBat_Htrj •

[0193] In a third subsequent step 86 , the thermal dissipation power of the battery towards the external environment QBat_ExtDisi sdefined .

[0194] Then, in a further step 88 , the target heating thermal power QBat_Htg_Tgt is defined as a function of said target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg > said target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg r and said thermal dissipation power of the battery towards the external environment QBat_ExtDis •

[0195] Therefore, the solution described in detail in the present document enable obtaining a function of managing the heating thermal power of the battery of the vehicle . Indeed, solutions according to the present disclosure refer to a method, for example , the method illustrated by the flow chart 110 of Figure 13 , for managing a heating thermal power, for example , by generating and using for the conditioning of the battery the target heating thermal power QBat_Htg_Tgt described in the foregoing, of at least one battery comprised in a vehicle having at least one electric traction motor, for example , an electric or a hybrid vehicle .

[0196] The method 110 comprises the following operations :

[0197] - determining, for example , in the step 80 and via the block 108 described in the foregoing, a heat rej ection of the at least one battery Qeat_Htrj I

[0198] - determining, for example , in the step 82 and via the block 102 described in the foregoing, a first heating thermal power, that is , the target heating thermal power calculated in the presence of a motion of the vehicle QBat_Drv_Htg r based on the heat rej ection of the at least one battery QBat_Htrj and on a current driving mode DrvMod; said first heating thermal power QBat_Drv_Htg being related to a heating of the at least one battery in the presence of a motion of the vehicle using said current driving mode DrvMod, that is , of a motion of the vehicle wherein a driver of said vehicle uses said current driving mode DrvMod;

[0199] - determining, for example , in step 84 and via the block 104 described in the foregoing, a second heating thermal power, that is , the target heating thermal power calculated in the presence of a charging phase of the vehicle QBat_chrg_Htg > based on the heat rej ection of the at least one battery QBatjitrj r' said second heating thermal power QBat_chrg_Htg being related to a heating of the at least one battery in presence of a charging phase of the vehicle having a maximum electrical power available for charging the at least one battery PBat_chrg_Avi ! - determining, for example , in step 86 and via the block 106 described in the foregoing, a thermal dissipation power QBat_ExtDis of theatleast one battery, that is , a dissipation power towards the external environment; and

[0200] - determining, for example , in step 88 and via the block 100 described in the foregoing, a third heating thermal power, that is , the target heating thermal power QBat_Htg_Tgt r for conditioning the at least one battery based on said first heating thermal power QBat_Drv_Htg r said second heating thermal power Qsat_chrg_Htg r and said thermal dissipation power QBat_ExtDis •

[0201] Therefore, it can be understood how the solution set forth in the present description may favour defining a thermal conditioning power for heating at least one battery comprised in a vehicle having at least one electric traction motor .

[0202] In this way, it is possible to manage a requirement of minimum optimal temperature of the battery (that is , a minimum temperature value corresponding to an optimal temperature of said battery) and a thermal state of said battery dynamically, based on a currently used driving mode and respecting the thermal safety limits of the various components of the vehicle .

[0203] For example , it is possible to determine said thermal conditioning power for heating by taking into account the electrical power consumption during the thermal conditioning for heating the battery, and the possibility of recovering the thermal power of the heat rej ection from the traction components of the vehicle .

[0204] Moreover, solutions as described in the present document may offer one or more of the following advantages : favouring the achievement of the desired performances , by dynamically controlling the heating thermal power of the battery, for example , during on- track missions wherein a given minimum power of the battery is required;

[0205] - increasing the driving range of the vehicle having at least one electric traction motor, since it is possible to use less electrical power for the heating conditioning of the battery, by also making use of the heat rej ection of the battery and, for example, increasing the possibility of exploiting the heat rej ection of the components used for traction, for example , during on-track missions wherein an increase of the driving range of the vehicle is demanded; and

[0206] - increasing the battery temperature, thus reaching values higher than critical temperature values which are excessively low for the battery cells ;

[0207] - improving the charging / discharging window of the battery, thereby increasing the performance .

[0208] It is noted that embodiments of the present description 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 a heating thermal power ( for example , by calculating and using for conditioning the target heating thermal power QBat_Htg_Tgt ') of said at least one battery .

[0209] Therefore, the at least one electronic control unit is configured to perform the steps of the method according to any one of the embodiments of the present description .

[0210] Moreover, embodiments of the present description 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, said vehicle further comprising at least one battery .

[0211] The computer program product comprises portions of software code for executing the steps of the method according to any one of the embodiments of the present description .

[0212] Without prej udice to the basic principles , 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 .

[0213] The extent of protection is defined by the annexed claims .

Claims

CLAIMS1. Method (110) for managing a heating thermal power ( Qsat_Htg_Tgt ) of at least one battery comprised in a vehicle having at least one electric traction motor, said method comprising: determining (80; 108) a heat rejection of the at least one battery ( QBat_Htrj ) ; determining (82; 102) a first heating thermal power ( Qeat_Drv_Htg ) based on the heat rejection of the at least one battery (QBat_Htrj') andacurrent driving mode (DrvMod) , said first heating thermal power (QBat_Drv_Htg) being related to a heating of the at least one battery in presence of a motion of the vehicle using said current driving mode (DrvMod) ; determining (84; 104) a second heating thermal power ( Qsat_chrg_Htg ) based on the heat rejection of the at least one battery (QBatjitrj') r said second heating thermal power ( Qsat_chrg_Htg ) being related to a heating of the at least one battery in presence of a charging phase of the vehicle having a maximum electrical power available for charging the at least one battery (PBat_chrg_Avi') t determining (86; 106) a thermal dissipation power (QBat_ExtDis ) °f the at least one battery; and determining (88; 100) a third heating thermal power ( QBat_Htg_Tgt ) to condition the at least one battery based on said first heating thermal power (QBat_Drv_Htg) t said second heating thermal power (QBat_chrg_Htg') r and said thermal dissipation power (QBat_ExtDis} •2. The method (110) according to claim 1, wherein in response to the conditioning of the at least one battery via said third heating thermal power (QBat_Htg_Tgt) t said at least one battery reaches a minimum optimal temperature of said at least one battery.

3. The method (110) according to claim 1 or claim 2, wherein said operation of determining (88; 100) said third heating thermal power ( QBat_Htg_Tgt ) to condition the at least one battery comprises: if the vehicle is in a charging phase, selecting (24) a heating thermal power of maximum value (26) among said first heating thermal power (QBat_Drv_Htg) and said second heating thermal power (QBat_chrg_Htg') > ’ if the vehicle is not in a charging phase, selecting (24) said first heating thermal power ( QBat_Drv_Htg ) ' and adding (22) the selected heating thermal power to said thermal dissipation power (QBat_ExtDis') r obtaining said third heating thermal power (QBatjitg Tgt) > ’ preferably wherein said third heating thermal power ( QBat_ntg_Tgt ) is obtained by selecting a maximum value (20) between a heating thermal power obtained as a result of said operation of adding (22) and a heating thermal power equal to zero.

4. The method (110) according to any one of the previous claims, wherein said operation of determining (80; 108) the heat rejection of the at least one battery (QBatjtrj)' comprises: determining (32) a voltage difference of the at least one battery (AVBat) by subtracting a voltage of the at least one battery (VBat) from an open-circuit voltage of the at least one battery (VBat_oc) i multiplying (31) said voltage difference of the at least one battery (211^^) by a current of the at least one battery (ZBat) ; and defining (30) the heat rejection of the at least one battery (QBatjitrj') asanabsolute value of a result of said operation of multiplying (31) ;preferably wherein said open-circuit voltage of the at least one battery (VBat_oc) is extrapolated from a map (33) based on a state of charge of the at least one battery (SOC) and an average cell temperature of the at least one battery (TBat Cei_Avg) , said map (33) being configured to express values of said open-circuit voltage of the at least one battery {VBat 0C) that increase with the increasing of the state of charge of the at least one battery (SOC) and with the decreasing of the average cell temperature of the at least one battery ( Teat. Cel_Avg ) •5. The method (110) according to any one of claims 1 to 3, wherein said operation of determining (80; 108) the heat rejection of the at least one battery (Qeat_Htrj ) comprises multiplying (34) the square of a current of the at least one battery ( / fiat) byanelectrical resistance of the at least one battery (7?Bat) ; preferably wherein said electrical resistance of the at least one battery (7?Bat) is extrapolated from a map (35) based on a state of charge of the at least one battery (SOC) and an average cell temperature of the at least one battery (TBat Cei_Avg) , said map (35) being configured to express values of said electrical resistance of the at least one battery (7?Bat) that increase with the decreasing of the average cell temperature of the at least one battery WBat_cei_fix>g) snd with the departing of the state of charge of the at least one battery (SOC) from an average value of said state of charge (SOC) .

6. The method (110) according to any one of the previous claims, wherein said operation of determining (86; 106) the thermal dissipation power (QBat_ExtDis ) of the at least one battery comprises:determining (42) a temperature difference (ATBatl) by subtracting a temperature of an external environment (TExt) from an average cell temperature of the at least one battery ( TBat Cei_Avg) ; and determining said thermal dissipation power (QBat.ExtDis') based on said temperature difference (ATBatl) and on an average speed of the vehicle (VSAvg) ; preferably wherein said operation of determining said thermal dissipation power ( Qsat_ExtDis ) based on said temperature difference (ATBatl) and said average speed of the vehicle ( VSAvg) comprises extrapolating said thermal dissipation power (QBat_ExtDis ) from a map (40) , said map (40) being configured to express values of said thermal dissipation power (QBat_ExtDis ) that: increase with the increasing of the temperature difference (ATBatl) ; and increase in modulus with the increasing of the average speed of the vehicle (VSAvg) .

7. The method (110) according to any one of the previous claims, wherein said operation of determining (82; 102) the first heating thermal power (QBat_Drv_Htg) based on the heat rejection of the at least one battery (Qfiat.Htrj) and the current driving mode (DrvMod) comprises : determining the presence or absence of a preconditioning of the at least one battery (BPA) ; determining the presence of a first driving mode in response to said current driving mode (DrvMod) exceeding a driving mode threshold, preferably wherein said driving mode threshold is a driving mode aggressiveness threshold; determining the presence of a second driving mode in response to said current driving mode (DrvMod) not exceeding said driving mode threshold;selecting as first heating thermal power ( QBat_Drv_Htg )athermal power obtained by : determining a first contribution as a function of said current driving mode ( DrvMod) and a temperature difference between a minimum optimal temperature to be reached of the at least one battery ( TBat Min_Tgt) and a minimum cell temperature of the at least one battery ( Teat. Cel _Min ) r and subtracting said heat rej ection of the at least one battery ( QBatjitrj ) from said first contribution; in response to the determination of the absence of a preconditioning of the at least one battery (BPA) or of the presence of the first driving mode ; and selecting as first heating thermal power ( Qsat_Drv_Htg )athermal power of maximum value between : a thermal power obtained as a function of a time required to reach a destination (TiToDest) , preferably by considering a safety time margin (ATiSafe) , and of a residual thermal energy of the at least one battery (AEBatThrmRem) obtained based on said heat rej ection of the at least one battery ( QsatjHrj } r and a minimum heating thermal power ( QBat_Min_Htg ) °f the at least one battery; in response to the determination of the presence of a preconditioning of the at least one battery (BPA) and of the presence of the second driving mode .8 . The method ( 110 ) according to any one of the previous claims , wherein said operation of determining ( 84 ; 104 ) said second heating thermal power ( Qsat_ctirg_Htg ^ based on the heat rej ection of the at least one battery ( Qeat_Htrj ) C omp rises : determining ( 74 ) a temperature difference (ATBat2) by subtracting a minimum cell temperature of the at least one battery (TBat Cei _Min) from a minimum optimaltemperature to be reached of the at least one battery ( TBat_Min Tgt ) ' determining a further heating thermal power ( QBat_chrgRaw_Htg '> based on said temperature difference (ATBat2 ) and the maximum electrical power available for charging the at least one battery (Pgat_chrg_Avi ) > ’ and obtaining said second heating thermal power ( QBat_chrg_ntg ) by subtracting said heat rej ection of the at least one battery ( QBat_Htrj ) from said further heating thermal power ( QBat_chrgRaw_Htg ) i preferably wherein said operation of determining said further heating thermal power ( QBat_chrgRaw_Htg ) based on said temperature difference (ATBat2) and said maximum electrical power available for charging the at least one battery (PBat_chrg_Avi ') comprises extrapolating said further heating thermal power ( QBat_chrgRaw_Htg )f rom a maP ( 72 ) , said map ( 72 ) being configured to express values of said further heating thermal power ( QBat_chrgRaw_Htg ) that : increase with the increasing of the temperature difference (ATBat2) ; and increase with the increasing of the maximum electrical power available for charging the at least one battery (PBatChrg_Avl ) •9. 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 a heating thermal power ( QBat_Htg_Tgt } of said at least one battery; wherein said at least one electronic control unit is configured to perform the steps 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 vehiclehaving at least one electric traction motor, said vehicle comprising at least one battery; said computer product comprising portions of software code for executing the steps of the method according to any one of claims 1 to 8 .

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